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HomeMy WebLinkAbout2007-08-16 Meeting PacketAGENDA Regular Meeting of the Edina Transportation Commission 6:00 PM, Thursday, August 16, 2007 Edina City Hall 4801 West 50th Street Council Chambers I. Call to Order II. Public Comment III. Old Business No old business – July meeting was canceled IV. New Business a. 6444 Xerxes Avenue* b. Bike Edina Task Force – DRAFT Comprehensive Bicycle Transportation Plan* c. City of Edina Comprehensive Plan – Transportation Chapter* V. Approval of Minutes a. Regular Meeting of June 21, 2007* VI. Planning Commission Update (Commissioner Brown) VII. Open Discussion VIII. Staff Liaison Comments (Sullivan) a. Valley View Road Configuration* b. Draft AUAR Update c. Benton Ave/Normandale Blvd Intersection d. Halifax Ave. Sidewalk e. Doncaster Way Sidewalk f. Valley View Road – McCauley Trail to Braemar Blvd IX. Miscellaneous Articles for Information a. Crosstown Construction Updates - MnDOT* b. “Complete Streets” – USA Today* c. Suburbs shift gears – Star Tribune* d. Light Rail – Twin Cities Business* X. Adjournment * Note: Attachment included. During "Public Hearings," the Chair will ask for public comment after City staff members make their presentations. If you wish to speak on the topic, you are welcome to do so as long as your comments are relevant to the discussion. To ensure fairness to all speakers and to allow the efficient conduct of a public hearing, speakers must observe the following guidelines: • Individuals must limit their presentations to three minutes or less. The Chair will modify presentation times, as deemed necessary. • Try not to repeat remarks or points of view made by prior speakers and limit comments to the matter under consideration. • In order to maintain a comfortable environment for all those in attendance, the use of signs, clapping, cheering or booing or any other form of verbal or nonverbal communication is not allowed. During "Public Comments," the Chair will ask to hear from those in attendance who would like to speak about something not on the agenda. Individuals must limit their presentations to three minutes or less and cannot speak to an issue for which a public hearing was previously held and closed or a matter scheduled for a future hearing. Individuals should not expect the [Board or Commission] to respond to their comments. Instead, the [Board or Commission] might direct the matter to staff for consideration at a future meeting. The City of Edina wants all residents to be comfortable being part of the public process. If you need assistance in the way of hearing amplification, an interpreter, large-print documents or something else, please call 952-927-8861 72 hours in advance of the meeting. Page 1 of 2 Item IV. a. Edina Transportation Commission G:\PW\CENTRAL SVCS\TRANSPORTATION DIV\Transportation Commission\Agendas & RR's\2007 R&R\20070816_6444 Traffic Impact Study.doc REGULAR TRANSPORTATION COMMISSION MEETING REPORT/RECOMMENDATION To: Transportation Commissioners Agenda Item No.: IV. a. From: Jack Sullivan, PE ACTION: Assistant City Engineer Recommendation/Motion Date: August 16, 2007 Discussion Subject: Transportation Impact Analysis 6444 Xerxes Avenue S. Information Recommendation: Review the attached transportation impact analysis submitted by Ed Terhaar of Wenck Associates dated July 25, 2007. If so desired by the Transportation Commission, adopt a motion recommending that traffic generated from the proposed use change to 6444 Xerxes Avenue does not adversely affect the adjacent transportation system. Info/Background: Staff received a proposal to convert a mixed use duplex that is currently half residential and half commercial use into an all commercial use. The building footprint is to remain at approximately 2,000 sq-ft. Access locations are to remain unchanged. The intended new use of the site is for an audiology clinic. Due to the nature of the activities associated with the clinic there will be fewer patients per day then under the current use. Wench Associates has submitted a transportation impact analysis for the mentioned property. Staff has reviewed the submittal package and this Recommendation Memo serves as the staff report. All documents are attached for your review and comment. Page 2 of 2 Item IV. a. Edina Transportation Commission G:\PW\CENTRAL SVCS\TRANSPORTATION DIV\Transportation Commission\Agendas & RR's\2007 R&R\20070816_6444 Traffic Impact Study.doc The following is an excerpt from the May 19, 2005 Transportation Finding of Fact requirement for Traffic Studies (comments for this development are indicated in bold): The Transportation Commission shall consider the following four effects in the evaluation of traffic studies that are warranted by certain zoning, land-use, conditional use permits and final development plan applications prior to the application being submitted to the Planning Commission and Council for consideration: i) Does the development significantly affect the operation and congestion of the adjacent roadways or intersections and/or result in a traffic hazard? According to the Traffic Impact Study, no adverse impact to surrounding roadways or intersections shall occur from this Development. ii) Does the development significantly affect pedestrian safety? Since the majority of the site remains the same there is almost no change in pedestrian movements and safety from the current site configuration. iii) Does the development provide opportunities for enhanced transit usage, vanpooling or car-pooling? The proposed use and limited number of vehicles per day is not conducive to enhancing transit use. iv) Does the development provide feasible opportunities to address an existing traffic issue or safety problem? The proposed development does not address existing traffic issues along the encompassing streets. Since no significant traffic increases are calculated from the Development no improvements are required. The proposed use(s) of the site will require the parcel to be rezoned. The Planning Commission will act on the rezoning at the August 26 2007 meeting. From a Traffic Engineer perspective, and based on the transportation impact analysis, this project will not adversely affect the roads and intersections surround the site. 65THSTW r frit ptior7: Shoppingteneerl;WIM'f4 r . 1-'4 FA' 66TH ST W , • efei fuikas k41.14110*!hi Southdale Shopping Center -4=Pr 011. Transportation Impact Study 6444 Xerxes Ave S. August, 2007 MOMOMBilifill 1800 Pioneer Creek Center, Maple Plain, MN 55359 Phone: 763-479-4200 Fax: 763-479-4242 Wend< To: Joe Costa, Costa Chiropractic Center From: Ed Terhaar, P.E. Date: July 25, 2007 Subject: Traffic Impact Study for 6444 Xerxes Avenue S. in Edina, MN Wenck File # 1956-01 PURPOSE AND BACKGROUND The purpose of this study is to document existing and future traffic conditions for the property located at 6444 Xerxes Avenue S. The property presently contains a residential duplex which is approximately 2,000 square feet in size. Half of duplex is used as a dwelling unit and half as a chiropractic center. The owner is considering converting the entire building to an audiology The project site is located on the west side of Xerxes Avenue S. between 65th Street and 66th Street. The site has one right in/right out access onto Xerxes Avenue S. Figure 1 shows the project location. The proposed project would replace the existing residential and chiropractic uses with an audiology clinic. Access for the proposed development will be provided at the existing location on Xerxes Avenue S. The proposed change of use is expected to occur in 2007. th L.) 60 _J 0 •-• Li th 59 CD 0 Li 0 ST. 60 th 0 CC U.1 CD ID cc CD ST. 65th Si 65 1/2 ST. 0 66 th S. th S. w. w. Li > w. Li 59 th V) 62 ES uJ w. CH Cu nd ST. w. w. 61 nd a rc I v-3 NNDOVER . cc RD. > < MAVELLI E Z 6 6 t h C.3 cc B AL FA NZ cc RD. z JUDS d cc -4 1..c) CD ED cc 70th f) LOCATION >12 ST. ci) Li GRIM LA. ST. in kr) Ui W. 0 67 Li ST. Li Li Li v.) V) 68 th th 69 70 th Li 70%2 th ST. FORREST DR. ( L.1 <S Li 22. WARWICK PL. SOUTI- 23. MELODY LAKE D. 24. NORMANDALE CT. 25. LANTANA LA. 26. NORMANDALE RD. 27. JOSEPHINE AVE. 28. COLONIAL CT. 29. NORTH FIELD AVE. 30. RIDGEVIEW AVE. W. 69th ST. ST. 31. HOLBORN AVE. 12. P01 F AVF. TRAFFIC STUDY FOR 6444 XERXES AVENUE S. FIGURE 1 PROJECT LOCATION APPROXIMATE SCALE 0 1500' COSTA CHIROPRACTIC CENTER Wenck Wenck Associates, Inc. 1800 Pioneer Creek Center Environmental Engineers Maple Plain, MN 55359 Memorandum to Joe Costa Page 3 of 6 July 25, 2007 EXISTING CONDITIONS Xerxes Avenue S. is a four lane, divided roadway with a speed limit of 30 miles per hour north of 66th Street. The existing daily traffic volume on Xerxes Avenue between 65th and 66th Streets is 20,100 vehicles per day. A full access, unsignalized intersection exists at 65 th Street. The project site access is located on the west side of Xerxes Avenue S. and is limited to right in/right out movements by the median. A full access signalized intersection exists at 66th Street. Existing roadway conditions are shown in the aerial photo shown in Figure 2. Motorists *entering access the site from the north due to the median on Xerxes Avenue. Motorists exiting can only turn right due to the median. After exiting onto Xerxes Avenue, motorists can cross the street to access the left turn lane for the shopping area located on the east side. Motorists can then make a u-turn to travel north on Xerxes Avenue. Observations at the site and discussions with the owner indicate that this maneuver is not difficult to complete. Further, due to the small amount of traffic exiting this site, this maneuver does not occur very often. As shown in Figure 2, on-street parking is allowed on the west side of Xerxes Avenue from the subject property to the north. Parking in front of the building does not occur very often as the property has 13 off-street parking stalls behind the building. On-street parking is allowed on the east side of Xerxes Avenue from the 64th Street to the north. A bus stop is located on the west side of Xerxes Avenue north of the subject property. A bus stop is also located on the east side of Xerxes Avenue at 65th Street. Sidewalk is provided on both sides of Xerxes Avenue S. TRAFFIC STUDY FOR 6444 XERXES AVENUE S. COSTA CHIROPRACTIC CENTER Wenck Wenck Associates, Inc. 1800 Pioneer Creek Center Environmental Engineers Maple Plain, MN 55359 FIGURE 2 EXISTING CONDTIONS 0 60' APPROXIMATE SCALE NEM RIGHT IN/OUT ACCESS XE RX E S A VE N U E S PROJECT LOCATION BUS STOP X 65th STREET Api • • 1 +molt I I. Memorandum to Joe Costa Page 5 of 6 July 25, 2007 TRIP GENERATION Information was obtained directly from the owner regarding trip generation characteristics for the project. The existing chiropractic center serves 20 to 25 patients per eight hour day, which equates to 40 to 50 daily trips. The chiropractic clinic has 2 staff people, which equates to 4 daily trips. The residential portion of the property generates approximately 10 trips per day. Therefore, the existing uses generate approximately 54 to 64 daily trips. The proposed audiology clinic is expected to serve 10 to 16 patients per eight hour day, which equates to 20 to 32 daily trips. The clinic will have 4 staff people, which equates to 8 daily trips. Therefore, the proposed use would generate approximately 28 to 40 daily trips. As shown above, the proposed audiology clinic is expected to generate fewer daily trips than the current uses. Therefore, from a traffic impact standpoint, the proposed use is less intense and will have less impact on the surrounding roadway system. TRAFFIC OPERATIONS IMPACTS Overall, the proposed use will likely have less impact on traffic operations than the existing uses. Observations at the site and discussions with the owner indicate the existing access point operates adequately with no significant problems. On-street parking does not occur very often in front of the building due to the availability of 13 off-street spaces. If a vehicle was parked on the street immediately north of the driveway, the sight distance looking to the north would be reduced. To mitigate this possible issue, we recommend that on-street parking be prohibited for a distance of 20 feet north of the access driveway. Memorandum to Joe Costa Page 6 of 6 July 25, 2007 CONCLUSIONS Based on information and analyses presented in this memorandum, we have developed the following conclusions: • The existing uses generate approximately 54 to 64 daily trips. The proposed use would generate approximately 28 to 40 daily trips. • The proposed audiology clinic is expected to generate fewer daily trips than the current uses. Therefore, from a traffic impact standpoint, the proposed use is less intense and will have less impact on the surrounding roadway system. • Observations at the site and discussions with the owner indicate the existing access point operates adequately with no significant problems. • On-street parking does not occur very often in front of the building due to the availability of 13 off-street spaces. If a vehicle was parked on the street immediately north of the driveway, the sight distance looking to the north would be reduced. To mitigate this possible issue, we recommend that on-street parking be prohibited for a distance of 20 feet north of the access driveway. DRAFT Comprehensive Bicycle Transportation Plan for the City of Edina Created by Community Design Group 1.011-1:1- 0 0.1 0.Z 0.3 0.4 0.F 10 I 3RriSTS nnert STATE OR COUNTY HIGHWAY 0 A The Comprehensive Bicycle Transportation Plan for 0),P0 yi\ro,?s the City of EDINA wzac 1,1 003 eu e S‘)s LEGEND 1 inch = 0.19 mile EDINA CORE LOOP it!,L ir"iIiii jl g `,n E INA IPLL , (67 aDY 0 COUNTRY CLUB .EN iriii ' MEP ROUTES UNDER CONSIDERATION eliNiD PROPOSED REGIONAL TRAILS PUBLIC SCHOOL ENROLLMENT U.S. HIGHWAY e <<<b. s 7TIEINRSIITI ATE HWY n 11:;/-n 11,1 I, I 13( )111.1L: a 1 HOVICRO 71-- 111114 4.41 Mt PO rmai; 101 1 11 :111 6 169 .lovvr A C 4 interIachen VANYAVENOVR4 I PPR, COP CAR PLACES OF WORSHIP • SCHOOLS 5AROPIPEPR Section 1: Vision, purpose and background The bicycle is the most efficient form of transport devised by humankind, allowing the average person to easily travel short or medium distances with minimal effort and energy expenditure - if bicyclists were to run on gasoline they would get the equivalent of 1,500 miles per gallon. Bicycles are non-polluting, easily maintained, and accessible to people through their whole range of ages, from the very young to the most senior adults. It is an empowering transportation choice that allows young and old to assert their independence by traveling at times and routes of their choosing under their own power. Cycling is also an active, healthful and fun activity. It provides opportunity for the kind of low- impact, sustained aerobic activity that can help lower the risk of heart disease, diabetes and other chronic conditions. It brings people into closer contact with their surroundings and with their fellow citizens, helping foster the interactions and feelings of connectedness that support wellbeing and mental health. Unfortunately, most communities in the U.S. do not provide a transportation infrastructure that supports the needs of bicyclists and that invites people to choose bicycling as a convenient and safe mode of travel for taking care of at least some of their daily needs. This Comprehensive Bicycle Transportation Plan summarizes, expands on, and presents the work of citizens and public officials in the City of Edina, Minnesota, to improve the level and quality of the bicycle transportation network in their community with the aim of increasing access to this mode of mobility. Vision and purpose Improving the conditions for bicycling in Edina has been an important priority for Edina residents, community leaders and elected officials for many years. This Comprehensive Bicycle Transportation Plan builds on the work already completed by the Bike Edina Task Force (BETF), city staff and Edina citizens towards the creation of a more bicycle-friendly Edina. Our vision "The City of Edina will be a progressive bicycle-friendly community where citizens can easily integrate cycling into their daily life" Our putpose Communities that make it more inviting for people to cycle, and that make the necessary investments in and improvements to their infrastructure, will see an increase in the use of bicycles in the everyday life of their citizens. The purpose of this document is to serve the efforts of Edina citizens, elected officials and city staff as they work towards increasing the city's bicycle orientation by providing access to best practices, developing and proposing Edina-specific recommendations and solutions, and assembling effective tools for improvement, with the end goal of making it safer and more convenient for cyclists of all ages and skill levels to choose to use their bicycles as the preferred mode of transportation for taking care of their daily needs. BACKGROUND About active living and community health A growing body of research demonstrates connections between a community's built environment and the health of its population. Places with infrastructure that supports walking and biking BETE - Rusk conversion from WEB text to doc 1.1.doc Page 1 of 28 Last printed 8/9/2007 3:21:00 PM have populations that are more physically active and have lower levels of obesity. A population that engages in regular, moderate physical activity has lower incidence of heart disease, stroke, hypertension, diabetes, colon cancer, osteoporosis, depression, and breast cancer. The Centers for Disease Control and Prevention (CDC) recommends getting 30 minutes of moderate physical activity 5 days per week. In 2005, only half of all Minnesotans Met this guideline, about the same as the national average. According to data collected by Hennepin County, 42% of residents of southern Hennepin County (including Bloomington, Richfield, and Edina) met the guideline in 1998. In 2002, 42.8% of residents of Bloomington, Richfield and Edina met the guideline [figure X. [2006 data should be available later this summer.] These exceed the federal goal of 30% of adults meeting the guideline, but fall short of the Prevention MN goal of 75% of adults being moderately active 5-7 days per week. Nationally, the effects of more sedentary lifestyles have especially impacted young people, with dramatic increases in obesity and reductions in regular physical activity. Children who are overweight are likely to become overweight adults. Likewise, children who learn the importance and pleasure of routine physical activity also carry these lessons throughout life. Shifting to a transportation system that is less reliant on automobile travel also has implications for other health issues, such as asthma, injuries due to car crashes, community connectedness, ... In adopting this Comprehensive Bicycle Plan, the City of Edina seeks to improve the health of its residents by increasing opportunities for routine physical activity through active transportation. About bicycles and transportation Bicycling is the most efficient form of transportation devised in human history. A rider on a bicycle is able to traverse distance with an energy efficiency that would be equivalent to 1,500 miles per gallon in a car. A low-cost and effective means of transportation that is quiet, nonpolluting, extremely energy-efficient, versatile, healthy, and fun, bicycles also offer low-cost mobility to the non-driving public, including the young and the old. The world's 800 million bicycles outnumber automobiles two to one, and annual bicycle production is more than three times annual automobile production. In the United States, bicycles were a popular means of transportation in the pre-automobile age. In 1880, bicycle enthusiasts formed the League of American Bicyclists, which successfully lobbied for a national network of paved roads. Throughout the United States today, bicycling is making a comeback as a viable transportation option. There are an estimated 100 million bicycles in the country, and Minnesota is one of the top states for bicycle ownership per capita. Bicycling for mobility has been growing in popularity as many cities work to create more balanced transportation systems and reclaim streets from auto dominance. In addition, recent national and local surveys find that many more people are willing to cycle more frequently if cities provide better bicycle facilities. Bicycle travel has increased in the past decade. MN DOT statistics show an increase from 8,000 to 10,000 bicycle commuters per day from 1990 to 2000. A US Census Bureau survey in 2005 found that Minneapolis has the second highest rate of bike commuters among large cities, 2.4%. Bicycle rider counts done in other city locations also show consistent increases. This increase is due to several factors ... The increased ridership, resulting advocacy, and increased policy and financial support from all government levels have resulted in significant bicycle transportation improvements. The following BEM - Rusk conversion from WEB text to doc 1.1.doc Page 2 of 28 Last printed 8/9/2007 3:21:00 PM Comprehensive Bicycle Plan is a direct result of these changes and is intended to set a visionary, proactive and achievable 15-year course toward fulfilling the mission of making bicycling an integral part of daily life in Edina. About Edina The City of Edina is a fully developed first-ring suburb situated immediately southwest of Minneapolis in Hennepin County, with a land area of approximately 16 square miles and a population of 47,425 people. Orisins Edina began as a small farming and milling community in the 1860s ... Geography Edina is located immediately southwest of Minneapolis in Hennepin County. Its total area is 16.0 square miles, of which 15.8 square miles are land and 0.2 square miles are lakes and other water bodies. Many major automobile transportation arteries run through or are close to Edina; Minnesota State Highways 62 and 100 divide the City into four sections or quadrants. Minnesota Highway 169 and Minnesota Highway 100 extend north and south. Interstate Highway 494 and Minnesota Highway 62 extend east and west. Minnesota Highway 7 is within three miles of the City. Interstate Highway 394 is within five miles. Though the City hosts many important commercial areas, residential areas comprise the largest portion of the City, which is now more than 95 percent developed. Many different neighborhoods exist within Edina, including Indian Hills, Viking Hills, Morningside, Country Club District, Cahill Village, South Harriet Park, Interlachen, and Hilldale, among others. Demographics and other population characteristics The 2000 US Census counted 47,425 people, 20,996 households, and 12,870 families residing in the city. Edina's 2000 population density was 4.7 people per acre. There were 21,669 units of housing, yielding an average density of 2.15 dwelling units per acre. The racial makeup of the city was 94.3% White, 1.2% African American, 0.1o/0 Native American, 3.0% Asian and Pacific Islander, 0.4% from other races, and 1.1°/0 from two or more races. Hispanic or Latino persons of any race were 1.1% of the population. Of the 20,996 households living in the city in 2000: • 26.5% had children under the age of 18 living with them • 53.8% were married couples living together • 5.8% had a female householder with no husband present • 38.7% were non-family households • 34.0% of all households were made up of individuals living alone • 18.5% of all households were made up of an individual living alone who was 65 years of age or older Edina's 2000 average household size was 2.24 and the average family size was 2.91 persons. In the city the population was spread out with 22.9% under the age of 18, 4.4% from 18 to 24, BETF - Rusk conversion from WEB text to doc 1.1.doc Page 3 of 28 Last printed 8/9/2007 3:21:00 PM 23.6% from 25 to 44, 26.5% from 45 to 64, and 22.7% who were 65 years of age or older. The median age was 44 years. For every 100 females there were 84.6 males. For every 100 females age 18 and over, there were 79.7 males. The median income for a household in the city was $66,019, and the median income for a family was $93,496. Males had a median income of $67,011 versus $41,742 for females. The per capita income for the city was $44,195. About 2.0% of families and 3.3% of the population were below the poverty line, including 3.6% of those under age 18 and 2.8% of those age 65 or over. The population level of Edina has grown slightly over the last twenty five years, going from 46,073 persons in 1980 to an estimated 47,570 persons in 2002 (an increase of 3.25% over that time). Schools Edina is part of the Independent School District 273, which serves children primarily from Edina. There are approximately 7500 K-12 students served by 1139 teachers and support staff in six elementary schools (Grades K-5), two middle schools (Grades 6-9), and one senior high school (Grades 10-12). The district administrative offices are located at the Edina Community Center. Elementary schools • Concord • Creek Valley • Cornelia • Highlands • Countryside • Normandale French Immersion Middle schools • South View Middle School • Valley View Middle School High Schools • Edina High School Economy and commerce Major employers in the City include: • Fairview Southdale Hospital • Jerry's Enterprises • Golden Valley Microwave Foods • Wells Fargo Funding Company • Nash Finch Company • International Dairy Queen • Regis Corporation • UnitedHealth Group BETE - Rusk conversion from WEB text to doc 1.1.doc Page 4 of 28 Last printed 8/9/2007 3:21:00 PM Major commercial areas include Southdale Mall (the first climate-controlled, fully enclosed shopping mall in the United States, opening on October 8, 1956). Other shopping centers include the Galleria, Yorktown and Centennial Lakes Plaza. The city shares another thriving commercial area at West 50th Street and France Avenue South with Minneapolis. Paths and recreation Edina's parkland and open space totals more than 1,550 acres (2.4 square miles or 15% of the City's surface area). The Edina Park and Recreation Department oversees 39 parks, which include amenities such as baseball, football and soccer fields; softball diamonds; basketball and tennis courts; outdoor skating rinks; playground equipment for young children; and picnic shelters. The Department also maintains eight miles of scenic pathways for bicycling, walking, jogging, cross-country skiing and snowshoeing. Other principal recreation facilities in the City include: • Braemar Ice Rink • Centennial Lakes Park • Edinborough Park • Edina Aquatic Center • Edina Art Center • Braemar Golf Courses • Braemar Golf Dome • Fred Richards Golf Course • Arneson Acres Park • Edina Senior Center Description of present bicycle conditions in Edina (overview) With the exception of a limited number of bicycle parking racks ... ### Section 2: Policies and objectives related to bicycling in Edina The 1998 Edina Comprehensive Plan The Metropolitan Council's 2030 Transportation Policy Plan includes several ... From the Metropolitan Councils 2030 Traniportation Policy Plan Policy 15: Develop and Maintain Efficient Pedestrian and Bicycle Travel Systems Safe, high-quality, continuous, barrier-free pedestrian and bicycle facilities must be developed, maintained and improved to function as an integral part of the region's transportation system. Compact, mixed-use development with facilities for pedestrians and bicyclists helps reduce short automobile trips. Over the last 10 to 15 years, the region has made an effort to direct a higher level of transportation investments to special facilities for pedestrians and bicyclists, either as freestanding projects or as part of larger transportation projects. As the region promotes the development of mixed-use centers, providing facilities for these non-motorized modes becomes an increasingly important component of planning at the city, county and regional level. As recognized in the federal surface transportation law, well-developed pedestrian and bicycle systems help promote energy conservation, reduce the pressure on the highway system, and preserve the environment. In addition, recent research indicates that residents of places designed with accommodations for bicyclists and pedestrians are more active and therefore healthier than residents of other areas. BETE - Rusk conversion from WEB text to doc 1.1.doc Page 5 of 28 Last printed 8/9/2007 3:21:00 PM Strategy 15a: Funding Priorities for Pedestrian and Bicycle Projects Funding priority will be given to bicycle and pedestrian projects that: • Serve the greatest number of likely users, especially commuters; • Support compact and mixed-use development; • Serve a valid transportation need or purpose; • Provide safety and security for users, or help educate residents regarding bicycle and pedestrian safety; • Are cost-effective; • Are integrated with other transportation modes; • Provide a direct connection to a multi-modal transfer facility; • Link schools, office, commercial, industrial, recreational and residential destinations; and • Fill gaps in or add continuous segments to the regional bicycle and pedestrian systems. Projects must be included in or consistent with the policies of a comprehensive plan or an official agency capital improvement program in order to receive federal funding (see Strategy 20c). Strategy 15b: Pedestrian and Bicyclist Linkages to Transit Linking pedestrian and bicycle facilities to transit is important to developing a multi-modal transportation system for the region. The Council installs bike racks on all buses. This allows travelers to use their bicycle at either end of a transit trip in order to reach their destination. Good sidewalk access and on-street bike lanes in the vicinity of bus stops and transitway stations can encourage travelers to use transit. Heated bus shelters, marked crosswalks, bike racks and lockers, and other facilities for pedestrians and bicyclists will be provided at park-and-ride lots, transit hubs and at major destination centers throughout the region, including the downtowns. To encourage a strong intermodal link, the operating policy for all transit modes, including LRT and commuter rail, will be to allow bicycles on board, and bicycle racks and lockers will be located at transitway stations. Bicycle and walking paths to the stations and on-site bike storage are important components to consider in station design in order to achieve strong connections with the community and create a quality bicycle/pedestrian environment around the stations. Strategy 15c: Pedestrian and Bicycle Elements of Local Comprehensive Plans No pedestrian or bicycle project will be funded through regional transportation project selection processes unless included in or consistent with the policies of a state or regional plan, a city or county comprehensive plan found to be consistent with Council plans, or an adopted capital improvement program. Pedestrian and bicycle elements of local comprehensive plans shall: • Promote safety of pedestrians and bicyclists; • Provide connections to adjacent (local and county) jurisdictions and their walkway and bikeway systems; • Fill gaps and remove barriers in the existing local, county or regional walkway/bikeway systems; • Design and locate walkways and bikeways to serve both travel and leisure purposes; • Provide pedestrian and bicycle facilities to and within high activity nodes, especially commercial and transit centers; and • Include programs for educating motorists, pedestrians and bicyclists to increase awareness of and respect for the rights and responsibilities of all three types of travelers. BEM - Rusk conversion from WEB text to doc 1.1.doc Page 6 of 28 Last printed 8/9/2007 3:21:00 PM Strategy 15d: Coordinated Planning Among Local Jurisdictions Local, county, regional and state agencies will coordinate planning efforts to develop efficient and continuous pedestrian and bikeway systems, eliminate critical gaps and ensure adequate interjurisdictional connections and signage. The Council publishes a Regional Parks Map that shows the state and regional off-road trails in the metropolitan area, and state, regional and local agencies are nearing completion of a metropolitan bikeway map. Cities and counties can use these maps as starting points to develop integrated metro wide walkway and bikeway systems. Strategy 15e: Pedestrian and Bikeway Improvements to Roadways When a principal or minor arterial road is constructed or reconstructed, off-road walkway designs and both on- and off-road bikeway designs should be considered, with special emphasis placed on safety and barrier removal. Bikeways and combined bicycle/pedestrian facilities shall meet MnDOT State Aid standards and AASHTO guidelines, and also consider Mn/DOT Bicycle Transportation Planning and Design Guidelines. Pedestrian facilities will be provided along roads when feasible, as many roads in the region currently do not have adjacent sidewalks or separated pedestrian paths. Bicycle facilities shall be provided within existing rights-of-way when feasible instead of acquiring exclusive new rights-of-way for these facilities. Every bridge that is newly constructed or reconstructed that removes or crosses a barrier for pedestrians and bicyclists must include a walkway and bikeway to allow these travelers safe access to the same regional resources as motorized vehicles unless a reasonable alternative exists within one quarter mile for pedestrians or one mile for bicyclists. When feasible, bicycle facilities should be separate from pedestrian facilities. Strategy 15f: Pedestrian and Bicyclist Education To maximize safe and pleasant pedestrian travel, the Council encourages educational promotions to increase awareness of and respect for the rights and responsibilities of pedestrians and bicyclists. Local, state and regional agencies should be encouraged to establish safety programs oriented toward educating the public in the proper use of sidewalks and crosswalks by pedestrians and of bicycle lanes and paths by bicyclists. Programs will also provide training in proper bicycling procedures such as making turns, stopping at stop signs and signals. In addition, programs will educate motorists regarding pedestrian roadway crossing laws, how to safely interact with bicyclists riding legally in the roadway, and generally to be aware of pedestrians and bicyclists. The Council also supports the implementation of Safe Routes to Schools programs at the local level and programs aimed at teaching children to walk and bike safely, including the use of proper equipment and 'helmets while bicycling. Section 3: Recommended bicycle network This section presents a fine-grained network of bicycle routes that allow the citizens of Edina easy, safe and convenient connections to the places they want to reach and that help make Edina a bicycle-friendly community that invites citizens to easily integrate cycling into their daily life. We recognize that the changes presented in this section will not happen overnight; nonetheless, an incremental approach that follows the recommendations listed here will yield appreciable improvements in the near term. Approach In general terms, the recommendations listed here respond to this approach: Every Street a Safe Street The majority of cyclists travel over surface streets. This Plan makes recommendations to ensure that every street of Edina's surface street network is safe and convenient for bicycling, walking, and enjoying. A high quality bicycle network will make it easy and convenient for the citizens of Edina to BETF - Rusk conversion from WEB text to doc 1.1.doc Page 7 of 28 Last printed 8/9/2007 3:21:00 PM use a bicycle to take care of many of their daily needs. Connecting to a wider network There are many existing bike trails in out region, and many cyclists in Edina who would like to easily connect to them so they can travel to work, shopping, and entertainment options. Connecting to surrounding trails and networks will increase convenience and use of bicycling as a primary mode of transport. Safe Routes for All Bicycling can serve the mobility needs of people over a wide range of ages and abilities. A network of Safe Routes connecting children to their schools will be an important builder of healthy life-long habits of active living and independence. Bigcling as a base for Communi0 Health A comprehensive bicycle system that is widely accessible and easy to use will work to improve community health by addressing lack of physical activity and related chronic conditions like obesity, diabetes, and cardiovascular disease. General recommendations In general, pavement markings for all streets carrying 4,000 vehicles or greater should include a white stripe indicating the right-most edge of the automobile travel lane. Specifically, this is recommended for 50th, Vernon, France and Xerxes Avenue Route map This section is in preparation Local route recommendations Regional route recommendations the ability to connect to a wider newtork of routes will help increase the number of destinations available to Edina citizens.mobility of It is important The Regional Canadian Pacific Trail (RCPT) Need for facility Providing inviting, safe and functional bicycle and pedestrian facilities has become more important over the past decade as interest in sustainable mobility choices and awareness about the consequences of designing communities around the automobile have increased. Ever- increasing congestion, growing rates of disease due to a lack of physical activity, and increasing stress on our natural environment are only some of the conditions that face our cities and communities today. Dedicated bicycle trails provide important mobility and transportation choices to our growing communities as well as provide recreation and exercise opportunities for our citizens. Bicycles have been used for over a century to meet people's transportation needs and are recognized by the City of Edina, Hennepin County, and the Minnesota Department of Transportation (Mn/DOT) as a legitimate mode of transportation. The Hennepin County BETE - Rusk conversion from WEB text to doe 1.1.doc Page 8 of 28 Last printed 8/9/2007 3:21:00 PM Department of Public Works has prepared a Bicycle Transportation Plan with a focus of providing infrastructure necessary to enable cycling to become a more viable transportation choice. Grade or barrier separated facilities such as the Regional Canadian Pacific Trail (RCPT) provide high quality express routes for commuters as well as car-free environments for beginning cyclists to gain skills, experience and confidence. Purpose and location The purpose of this shared use trail is to provide additional mobility and transportation choices and increased recreational opportunities for the public. The Canadian Pacific (CP) railroad's right of way runs the length of the City of Edina north to south, connecting to the City of Bloomington and the City of St. Louis Park. The RCPT will connect to Bloomington's existing trail network on the south and with the Hennepin County regional trail system in St. Louis Park, which provides connections to Minneapolis and more western suburbs. The RCPT will pass through residential, commercial and industrial areas within the City of Edina providing safe and efficient access to many areas of the city for both utilitarian and recreational purposes. Employees will be able to access job centers in Edina as well as being able to connect to other employment centers such as Minneapolis and Bloomington. The RCPT will serve multiple destinations while offering faster travel times and safer routes for cyclists and pedestrians. Community partners The successful implementation of the RCPT will require the cooperation of multiple communities and stakeholders including the City of Edina, the City of St. Louis Park and the City of Bloomington, as well as the Canadian Pacific railroad, the Three Rivers Park District, citizen groups like Bike Edina Task Force (BETF), and advocacy organizations like the Rail to Trails Conservancy and Transit for Livable Communities. Trail concept The RCPT is intended as both a north/south connection for bicycle commuters and a recreational trail. Because the RCPT is being added to already built out communities where space is tight the highest priority must be given to the proper functioning of the trails for all users including cyclists, pedestrians, skaters and wheelchair users. BETE - Rusk conversion from WEB text to doc 1.1.doc Page 9 of 28 Last printed 8/9/2007 3:21:00 PM To be successful and well used the trail must be designed in a way that allows for comfortable and efficient use by all members of the public. The trail design should include a six-foot wide pedestrian lane, a seven-foot wide northbound bicycle lane, a seven-foot wide southbound bicycle lane and a two-foot wide green median between the bicycle and pedestrian lanes. This design enables all trail users to coexist in a pleasant, efficient and safe manner. Liability and maintenance The City of Edina should assume all maintenance and liability issues associated with the trail within the City of Edina. The appropriate city public works department will undertake maintenance and the cleaning of litter, debris and the removal of snow and ice during winter months. City of Edina police will handle the policing of the trail and will be encouraged to employ bicycle patrols. The entire length of the trail must be well lit and plowed during the winter in order to allow for safe usage 24 hours a day, 365 days per year. Environmental considerations RCPT construction and maintenance will follow strict guidelines for protecting the natural environment. The trail will be landscaped for both aesthetic and environmental purposes. The City of Edina will be responsible for the management of the trail and the surrounding vegetation. Trail users The RCPT will be designated for both bicycle and pedestrian use. All motorized vehicles will be prohibited with the exception of electric powered wheelchairs for the disabled. The trail will be comprised of two continuous bituminous paths separated by a two-foot green median. North and southbound cyclists will have their own lanes (a minimum of seven-foot wide lanes) and pedestrians will have one lane for each direction of travel (a minimum of six-feet wide). An example of this practice is the Cedar Lake Trail in St. Louis Park and Minneapolis, Minnesota. RCPT opportunities and constraints To ensure the development of a successful, safe and highly used trail it is important for opportunities and constraints to be identified. Opportunities: • The RCPT has Edina City Council support BETE - Rusk conversion from WEB text to doc 1.1.doc Page 10 of 28 Last printed 8/9/2007 .3:21:00 PM • The RCPT has Hennepin County support • The RCPT has the support of surrounding municipalities • The City of Edina has a demonstrated need for more trails • A built trail will provide a safe means of travel for those already using the rail corridor illegally while protecting CP Rail from action taken by anyone hurt using the trail. • The RCPT will provide connections to residential areas, schools, parks, other planned city trails and regional trails. Constraints: • The RCPT right of way is actively used as a freight rail line • Portions of the trail encounter narrow rights of ways • The surrounding community is built out The Nine Mile Regional Trail (NMRT) ### Types of bicycle facility, reason/context for each, best practices (send to Appendix) Following is a brief summary of facilities, treatments and technologies that may be helpful in increasing Edina's bicyle orientation. Advance Boxes Advance boxes allow cyclists to wait in front of motorists at a red light and then enter the intersection first after the signal changes. Generally, they are well-marked by paint. Advance boxes are extensively used in Europe and have been piloted in several US cities including Davis, California. They are often accompanied by an exclusive bicycle signal (see Bicycle Signal Heads) that turns green a few seconds before the signal for motorists. Advance boxes work best in locations where: • Well-used bike lanes or Bicycle Boulevards exist; • The street to be crossed is busier than the street with the advance boxes; and • A large number of the cyclists using the advance boxes will be turning left. This gives cyclists extra time to move from the bike lane to the proper side of the travel lane to make a left turn. Bicycle Boulevards or Bicycle Streets Although bike boulevards or bicycle streets can be located anywhere, they are generally located on a street that is parallel to a nearby arterial street where bike lanes are not feasible. To attract bicyclists who want to travel at a steady pace, bicycle boulevards must be properly designed and engineered.. Typically, many stop signs are removed to give priority to bicycle movement. Other features of bicycle boulevards or bicycle streets include: • Minimal delays at stoplights • Restricted automobile access (aside from local traffic) • Traffic calming measures to reduce motor vehicle speeds and through trips • Special pavement markings denoting a bicycle boulevard • Reduction of speed limits to 25 miles per hour or lower • Installation of alternating one-way blocks or periodic closures for motor vehicles (when necessary to improve cycling conditions) BETE - Rusk conversion from WEB text to doe 1.1.doc Page 11 of 28 Last printed 8/9/2007 3:21:00 PM Bigcle Signal Heads Bicycle signal heads are stoplight signals that give cyclists a few seconds of a head start in passing through the intersection. They are especially useful when used in conjunction with Advance Boxes, and are also recommended in places where a right turn lane for motorists crosses a side bicycle path. Right-turning vehicles receive a red arrow signal during the green phase for bicyclists. Such bicycle signals have worked successfully in Davis, California and are common in Europe. Bigcle Parking Facilities Studies show that a lack of bicycle parking facilities is a significant barrier to bicycle use. Providing bike racks at locations like schools, shopping centers, workplaces, libraries, post offices, recreational areas, and other centers of activity will, at relatively low cost, help improve Edina's bicycle orientation. Racks placed on private property must be available for the general public. Racks should be located in highly visible locations near the front entrance of an establishment and closer to the building than motor vehicle parking. A number of cities (including Palo Alto, California and Madison, Wisconsin) require that all new developments provide adequate bicycle parking and specify that the spaces "cannot be farther away than the closest car parking space." Bike Lanes Bike lanes are on-street facilities at least 5 feet wide for each-way travel consistent with the flow of traffic and generally on the right side of the travel lane(s). In general, provide as much width as possible for bike lanes and consider novel treatments to make lanes more inviting and conspicuous (such as colored asphalt). On streets that are one-way for cars, consideration should be given to providing a contra-flow bike lane in addition to a bike lane going with traffic. (See Contra-flow Lanes). Two-way bike lanes (not separated), although in current use in Minneapolis and other US cities, are inconsistent with AASHTO standards. Bike lanes are generally marked with a painted line, although some bicycle lanes have physical barriers between motorized traffic and bicyclists. (See Raised Bike Lanes) Bike Paths or Multi-Use Trails Most bike paths are shared-use facilities that accommodate bicyclists, pedestrians, and skaters. These off-street facilities are often located along rivers, railroad corridors, utility easements, and canals, or through parks and other open space. In such places, bike paths and multi-use trails should safely allow for two-way travel with a minimum total width of 10 feet (12 feet when shared with pedestrians). When possible, pedestrians should be separated from the bicyclists on bike paths and multiuse trails. Two-way trails adjacent to urban streets (side paths) are not recommended due to the high number of intersections and driveway crossings. Rather, one-way on-street bike lanes for bicyclists (see Bike Lanes) and sidewalks for pedestrians are recommended. If "side paths" are deemed the only suitable solution, one-way trails should be placed on both sides of the roadway for bike travel in the same direction as motorized traffic. Such trails should be a minimum of seven feet wide and well marked with one-way directional arrows. Generally, two-way side paths will not be eligible under the NTP program because of safety concerns. Short bike paths and trails that allow bicyclists and pedestrians to travel between cul-de-sacs or dead end streets and other roads or destinations are strongly encouraged. These short paths should be well-marked as part of the "Dead End" signage in order to maximize use. (See Shortcuts). Bike Route The term "bike route" may denote any corridor recommended for bicycle travel. For planning purposes, the term is limited to roads marked with bike route signs. There is no uniform or consistent methodology to determine which roads are suitable for such a designation. As a result, BETE - Rusk conversion from WEB text to doc 1.1.doc Page 12 of 28 Last printed 8/9/2007 3:21:00 PM many bicyclists believe that designated "bike routes" do more harm than good, since they mislead motorists into believing that cyclists shouldn't travel on roads without such signs. Bike route' signs can help cyclists navigate gaps that exist in the bikeway network. In such situations, the signs should also include information directing cyclists to the nearest Bike Path or Bike Lane. Bike Stations Bike stations are facilities where people can park bikes, rent bikes, get bikes fixed, obtain maps, rent lockers, and sometimes even take a shower. Most bike stations, especially in Europe, are connected to a train station or other major transit hub, allowing for convenient multi-modal travel. Full-service bike stations with sheltered parking for 3,000 or more bicycles can be found in Germany, Japan, Denmark, and the Netherlands. Neighborhoods are encouraged to partner with nonprofit organizations and other civic groups to create local bike stations where bike riding and repair skills are taught to the public and where reconditioned bikes can be made available for rent or purchase at a low cost. Bridges/ Ovapasses This Plan does not recommend construction of overpass or similar structures where a suitable at- grade (ground level) crossing is possible. Studies show that most pedestrians and bicyclists will avoid an overpass if an at-grade crossing is available. Not only do overpasses and bridges cost far more to build, but they also take more time to use and demand more exertion from users. Techniques to reduce delays and increase the safety of non-motorists at major intersections should be fully explored before an overpass or Underpass is considered (see Signal Improvements, Trail Crossings, and Traffic Calming). Special bike and pedestrian facilities bridging rivers, creeks, railyards, or freeways are in some cases recommended, but they must demonstrate cost-effectiveness. Contra-flow Bike Lanes Special lanes allowing bicyclists to travel in the opposite direction of motorists on one-way streets have been successfully piloted in Minneapolis and other cities. Since this is an innovative strategy in the US,lanes need to be well marked with warning signs at all side streets. (In Copenhagen, Denmark and some German cities, bicyclists have two-way travel on all one-way streets - consequently, no special signs are required). Contra-flow lanes should be located on the side of the street that is consistent with normal two-way movement (e.g., northbound bike lane on a southbound one way street should be located on the east side of the street). To prevent wrong way riding within the contra-flow lane, a regular bike lane (on the opposite side of the street) should also be provided. Diverters Diverters are structures (including bollards, landscaped medians, or public art) that compel motor vehicles to turn right or left on a street where bicyclists and pedestrians are free to continue in the same direction. Street markings (preferably colored asphalt) should be used to help non-motorists safely cross a street and move through the diverters. This Traffic Calming approach is quite useful in creating Bicycle Boulevards. Four to Three Lane Conversions (see "Multiple Lane Conversion/Reduction Projects") Incentive Programs To encourage more people to walk and bike, many cities have started incentive programs. All city employees in Olympia, Washington, for instance, receive $2 per day if they walk, bike, or use public transportation to get to work. In Arlington, Virginia, city employees who ride or walk to work at least three times a week receive an extra $35 per month. The City of Westerville, Ohio, devised a program that provides employees with an extra 15 minutes of vacation time for each day they bike or walk to work (one day of vacation roughly every six weeks for full-time bikers and walkers). BETE - Rusk conversion from WEB text to doc 1.1.doc Page 13 of 28 Last printed 8/9/2007 3:21:00 PM These cities say that the incentives pay for themselves through savings in parking costs, health benefits, and increased productivity at work. And these programs are not limited to large employers: shopping mall management organizations, neighborhood business associations and other local entrepreneurs offer incentive to potential customers to arrive by bike by can help invite people. They benefit by lessening their need for additional (and expensive) automobile parking, free up spaces that can help attract customers arriving by automobile. Medians/Refuge Islands Medians can become a refuge for pedestrians and bicyclists trying to cross a busy roadway. With a safe haven in the middle of the street, bicyclists and pedestrians only need to negotiate half of the motor traffic at a time. This is especially important to elderly and disabled people as well as to those traveling with small children. To create a useful median, the median needs to have a curb cut and be at least six feet wide. A 10 foot wide median is the minimum recommended to accomodate cyclists pulling trailers. Mid-block Crossings -for bikes (southdale)? Mid-block crossings are often safer than intersection crossings because they are free of vehicle turning movements. These crossings are especially useful in areas with high levels of jaywalking, since they provide clear places to cross the street at often-jaywalked locations. Marked mid-block crosswalks should be accompanied by signs and/or special signals to ensure motorist compliance and pedestrian safety. Mid-block crossings (and trail crossings) on roads with more than two lanes should always be signalized or provided with Medians/Refuge Islands. Multiple Lane Conversion/ Reduction Projects A preliminary assessment indicates that several four-lane streets in Minneapolis and adjoining communities could be converted to three lanes with negligible impact on the level of service for motorists. Four to three lane conversions provide a single lane for each direction of travel, but allow for left turns from the center lane. These conversions typically free up enough space for Bike Lanes to be added on both sides of the street and to improve conditions for pedestrians. There is also considerable potential for six to five lane conversions and, on many one-way streets, three to two lane conversions. Four to three lane conversions have been successful even on major arterial roads with annual average daily traffic (AADT) greater than 25,000. Parking Benefit Districts Special parking districts can be instituted to provide dedicated funding for non-motorized travel improvements in a business node or corridor. The fees paid by motorists to park in such a district can be earmarked for new sidewalks, transit enhancements, lighting, Signage, police enforcement, and other costs. Highly successful examples of this strategy are described in the The High Cost of Free Parking by Donald Shoup (2005, APA Planners Press). The best known example of a parking benefit district is on Colorado Boulevard in Pasadena, California. Pedestrian Districts Special pedestrian zones offering wide sidewalks, public spaces, benches, scenic landscaping and other amenities can increase the safety of pedestrians and boost the spirit of community in an area. People will walk more regularly and interact with one another more frequently in a pleasant place away from the roar of traffic. A pedestrian district can range from an expanded sidewalk in one spot to a full-fledged Pedestrian Plaza or mall, which transforms life along an entire street. Pedestrian Scale Lighting Pedestrian scale lighting provides illumination for the sidewalk not just the roadway. It discourages BETE - Rusk conversion from WEB text to doe 1.1.doc Page 14 of 28 Last printed 8/9/2007 3:21:00 PM crime and makes it more inviting to walk at night. Many communities find these streedamps create a pleasant atmosphere that boosts pedestrian use even during the day. Pedesttian Plazas Pedestrian plazas are sections of business districts that are closed off to cars, or allow motorized access only for deliveries and loading. Such projects significantly boost the number of walkers. They often become lively gathering spots for the whole community and are common in many European South American cities. Notable American examples include: Santa Monica, California; Boulder, Colorado; Iowa City, Iowa; Burlington, Vermont; and Charlottesville, Raised Bike Lanes Also known as "cycle tracks," these on-street facilities are typically separated from motorized traffic by a parking lane. A rise roughly equal to half the usual curb height prevents cars in the parking lane from occupying any part of the bike lane. Raised bike lanes should be a minimum of eight feet to allow for riding two abreast and be built in one-way configurations on both sides of the street. In many ways, raised bicycle lanes provide the security of off-street Bike Lanes without the high costs for a separate right of way and without the inherent safety problems at crossings. Road Narrowing or Lane Narrowing It's commonly assumed that Bike Lanes, wider sidewalks and other improvements for bicyclists and pedestrians will require wider roads and more right-of-way. Experience in Minnesota and elsewhere, however, shows that significant improvements can be made without widening the current roadway. By re-striping travel lanes or reducing the number of travel lanes (often called a "road diet"), pedestrian and bicyclist needs can be accommodated without widening the street. • For sidewalks. Consider the following example: A residential street is built to a 44 foot (or greater) standard in many communities. If the street is has a curb, an additional curb can be built over the existing surface, six feet (+/-) in from the existing curb, and a sidewalk can be placed between the two curbs. Some adjustments to drainage inlets will have to be made. • For residential streets. It is not uncommon for local streets to be as narrow as 28 feet with parking on both sides. These are called queuing streets, since two vehicles cannot pass side- by-side when cars are parked on both sides. These have been demonstrated to be as safe (or safer) than wider streets, and they provide ample room for sidewalks while still preserving the landscaping. Many wider residential streets could be safely narrowed to these dimensions. • For collector streets and arterials. Where traffic volumes allow, consideration should be given to reducing travel lanes from four to three lanes, using a center turn lane to allow space for Bike Lanes on both sides of the street (see Multiple Lane Conversions). Less popular, but possible in many areas, is the elimination of parking from at least one side of the street. Reducing travel lane widths to 11 feet or lower (which in some cases require a variance from local, county or state officials), especially on streets with four or more lanes, can make room for bike lanes. Even if enough space for a regulation Bike Lane can't be achieved on both sides, simply having a wider curb lane can significantly improve the cycling environment. Many U.S. cities (including Boulder, Colorado and Portland, Oregon) have reduced lane widths on urban arterials to 10 feet in order to add space for bicyclists. Roundabouts Roundabouts, widely used in Europe and on the East Coast, offer an innovative solution for busy, problematic intersections and can benefit all road users when properly designed. Potential danger points for pedestrians and bicyclists can be greatly reduced, and crossing distances are also shortened. Roundabouts need to be designed to move traffic at no more than 18 miles per hour BETE - Rusk conversion from WEB text to doe 1.1.doc Page 15 of 28 Last printed 8/9/2007 3:21:00 PM through the intersection. Bike Lanes can be part of a roundabout, but it is actually safer to encourage cyclists to take up the full traffic lane to avoid crossing conflicts. All pedestrian crossings need to be well-marked, with prominent signs reminding motorists that pedestrians have the right of way. Recommended features include a landscaped center island, patterned concrete truck apron (a gradually sloped, flat curb), and a splitter island (an island in the roundabout that separates entering and exiting traffic) at each approach, which deflects traffic to the right and serves as a refuge for pedestrians. Some of the best examples of effective roundabouts are located around Green Bay, Wisconsin. Shortcuts Shortcuts are popular with bicyclists and pedestrians. When enough people discover a shortcut, they often make what is sometimes called a 'cow path' in a vegetated area. Planners look for these unofficial public paths (often through parks or schoolyards, across railroad tracks, or from dead-end streets) for opportunities to add sidewalks or trails. Creating more designated shortcuts is a proven way to encourage people to walk or bicycle. Sometimes right-of-way or easement needs to be negotiated. Because of their short distances, shortcuts are generally quite cost-effective. Signs and Signage All traffic control signs should conform to the Manual for Uniform Control Devices (MUTCD). Distance/Destination signs, which provide information about distance to particular destinations, are an effective way to promote walking and biking and should be considered as part of any bikeway or walkway project. In Portland, Oregon, signs include estimated riding times to key destination points. Daft Calming Traffic calming encompasses a series of measures that improve pedestrian safety and comfort, as well as helping motorists understand that they share the road with walkers and cyclists. There are numerous traffic calming strategies, including changing the geometry of a street, installing Diverters or Medians, planting trees within the right of way, elevating crosswalks, adding Bump-outs or Bike Lanes, Road Narrowing, using creative graphics, installing speed bumps, or markings on the roadway, and locating businesses and homes close to the street. The goal of traffic calming is to reduce vehicular speeds and make a corridor more pleasant and safe for pedestrians, bicyclists, and all road users. Trail Crossings There is considerable confusion among public officials and the public on the use of traffic control devices (including crosswalk markings) in spots where multi-modal trails cross streets and highways. Because trails are public right-ofways, and because bicyclists are defined as operators of vehicles, a crosswalk (whether marked or unmarked) legally exists wherever a Bike Path or Multi-Use Trail intersects the roadway. Bicyclists have the rights and duties of pedestrians when they enter a crosswalk, including the need to enter at a walking speed so their movements can be anticipated by roadway users. Any signage and markings on the roadway and trail way should conform to the Manual for Uniform Traffic Control Devices (NIUTCD). Uncle/passes Underpasses are not recommended where suitable at-grade crossings are feasible. When underpasses are necessary, they should be designed and constructed in a way that allows maximum light to shine in, and the entrances should be clearly visible from the street level. These measures will reduce personal safety concerns. (See Bridges/Overpasses). Minimizing the slope will increase safety and convenience. BET'? - Rusk conversion from WEB text to doc 1.1.doc Page 16 of 28 Last printed 8/9/2007 3:21:00 PM ### Section 4: Ancillary facilities Ancillaiy facilities are those provisions made for cyclists at the beginning and end of their trip. These "end-of-trip" facilities may include bike parking racks or lockers, showers and changing space for commuters, and bike repair shops where maintenance may be performed while the cyclist is at their destination. The importance of adequate ancillary facilities cannot be overlooked: if these are inadequate and are enough of an inconvenience (e.g. no bike parking is available) cyclists will next time choose a different mode for arriving or may choose another destination altogether. In a nationwide Harris Poll conducted in 1991, 42 percent of the respondents said that they had ridden a bicycle in the past year. Of this group, almost half said that they would sometimes commute to work by bicycle, or commute more often, if there were showers, lockers, and secure bicycle storage at work. The availability of convenient, secure bicycle parking is a critical factor in an individual's decision whether or not to use a bicycle for commuting. Good, secure bicycle parking offers these benefits: • it inexpensively and efficiently increases a building's parking capacity; • it serves those who use bicycles as a mode of transportation; and • it encourages bicycle use. Cyclists' needs for bicycle parking range from simply a convenient piece of street furniture, to storage in a bicycle locker that affords weather, theft and vandalism protection, gear storage space, and 24-hour personal access. Where a cyclist's need falls on this spectrum is determined by several factors: • Type of trip being made: whether or not the bicycle will be left unattended all day or just for a few minutes. • Weather conditions: covered bicycle parking is apt to be of greater importance during the wetter months. • Value of the bicycle: the more a cyclist has invested in a bicycle, the more concern she or he will show for theft protection. Many new bicycles cost $400-500, and often considerably more. • Security of area: determined by the cyclist's perception of how prone a given area is to bicycle theft. This is fairly subjective, and probably predicated to a degree on an individual's experiences with bicycle theft. Over 1,000 bicycle thefts are reported annually citywide. An additional need for some potential commuting cyclists are shower, locker, and changing rooms at trip destinations. For those cyclists needing to dress more formally, travel longer distances, or cycle during wet or hot weather, the ability to shower and change clothing can be as critical as bicycle storage. .Facility definitions Common terms describing end-of-trip facilities are defined below. BETF - Rusk conversion from WEB text to doe 1.1.doc Page 17 of 28 Last printed 8/9/2007 3:21:00 PM • Short-term parking: Bicycle parking meant to accommodate visitors, customers, messengers and others expected to depart within two hours. Requires approved standard rack, appropriate location and placement, and weather protection. • Long-term parking: Bicycle parking meant to accommodate employees, students, residents, commuters, and others expected to park more than two hours. This parking is to be provided in a secure, weather-protected manner and location. Long-term parking type will be either a bicycle locker, a locked room with standard racks and access limited to bicyclists only, or standard racks in a monitored location. • Shower and locker facilities: Any facility providing showers, changing space, and permanent clothes storage lockers sufficient to the needs of bicycle commuting employees. Present conditions Parking: there is very little bicycle parking available in the City of Edina. Where it exists, it has been provided haphazardly. Two notable exceptions are the commercial node at 50th and France, and Edina City Hall, where a standard bike rack is provided. Section 5: Transit integration Improving the bicycle-transit connection is an important part of making bicycling a part of daily life in Edina and the Twin Cities. Providing easy and convenient linkages between bicycles and mass transit (both bus and tail) helps increase the number of potential bicycle users by overcoming concerns about lengthy trips, personal security concerns, and tiding at night, in poor weather, or up hills Effective bike-transit linkages enable bicyclists to reach more distant areas and increase transit ridership on weekends and midday. The bicycle-transit link increases the cost efficiency of transit and makes access to transit more convenient for users, especially in a city like Edina, where relatively low population densities work against efficient provision of transit service within walking distance (one-quarter mile) of commuters. Although many transit agencies have built expansive automobile park-and-rides as an alternative to providing costly feeder bus service, growing concerns about air quality and transit agency budget cutbacks are leading to a re-examination of the appropriateness of the "park-and- ride" concept - especially when considering that many of the auto trips to park-and-rides are less than two miles - an easy cycling distance. Bicycling to transit instead of driving benefits communities by reducing taxpayer costs, air pollution, demand for park-and-ride land, energy consumption and traffic congestion with relatively low cost investments. There are four main components of bicycle-transit integration: • allowing bicycles on transit; • offering bicycle parking at transit locations; • improving bikeways to transit; and • encouraging usage of bicycle and transit programs. In Minnesota, MetroTransit has been an active partner for the integration of cycling with transit ridership. Some of MetroTransit's successful programs include: • bicycle accessibility on all buses and light rail cars • bicycle lockers at most park-and-rides and some transit centers; and • a proactive bicycles-on-transit marketing strategy BETI: - Rusk conversion from WEB text to doe 1.1.doc Page 18 of 28 Last printed 8/9/2007 3:21:00 PM • Guaranteed ride home program Bicycling to Transit Local and national surveys show that the biggest barrier to more frequent cycling, in general, is a lack of bikeways. Since transit stations have not been traditionally viewed as major destinations for bicyclists few safe and convenient bikeways from neighborhoods to transit stations have been developed. Such bikeways, along with secure bicycle parking at transit stations and bicycles on transit, are the keys to attracting bicycle commuters to transit from suburban and urban communities This Plan envisions improving the availability of bikeways to transit, and especially envisions significant access improvements to the Southdale Mall transit hub, the second-busiest hub in the Twin Cities region. Section 3 outlines the proposed network of bikeways, including those that will serve transit stations as major destinations. In addition, The Metropolitan Council, the regional government entity, is working to encourage mixed-use developments around transit and better bikeway planning around transit locations throughout the region. Planning and implementing bicycle-to-transit routes is clearly an area of opportunity for Edina in the future. Bigcle Parking at Transit The second component of promoting bicycle-transit integration is providing adequate bicycle parking at transit stations. Given the differing needs requirements between short-term and long- term parking, a mix of secure and temporary (see Section 5 for definitions) is recommended to be provided at each. Bi cycles on Transit Metro Transit has been a national leader in promoting cycling integration with the region's transit system. All Metro Transit buses and trains have bike racks, and the agency provides additional resources for cyclists who bike daily, and for the occasional rider. Additionally, cyclists who ride their bike three times a week or more are eligible for Metro Transit's "Guaranteed Ride Home" - a free program makes sure bicyclists can get home in an emergency. Encouragekent and Education Efforts for Bigcles and Transit Goals and implementation steps' 1) Encourage increased bicycle-transit trips Increasing the number of bicycle-transit trips will improve bicycle mode share in Edina as well as increase Metro Transit's ridership. 2) Improve integration between Southdale transit hub and bicycle network 3) Provide improved parking at Southdale 4) Provide bicycle racks at all transit stops in Edina BETE - Rusk conversion from WEB text to doe 1.1.doc Page 19 of 28 Last printed 8/9/2007 3:21:00 PM Section 6: Network and facility maintenance A bicyclist is riding on two very narrow, high-pressure tires. What may appear to be an adequate roadway surface for automobiles (with four wide, low-pressure tires) can be treacherous for cyclists. Fairly small rocks can deflect a bicycle wheel, a minor ridge in the pavement can cause a spill, a pot- hole can cause a wheel rim to bend.Wet leaves are slippery and can cause a bicyclist to fall. The gravel that gets blown off the travel lane by traffic accumulates against the curb, in the area where bicyclists are riding. Thus, it is important to properly maintain existing facilities. Bikeways will always be subject to debris accumulation and surface deterioration. Adequate maintenance will help to protect the investment of public funds in bikeways, so they can continue to be used safely. Poorly maintained facilities will become unusable and they may become a legal liability. Cyclists who continue to use them may risk equipment damage and injury. Others will choose not to use the facility at all. Maintenance budget It is a good idea to include maintenance costs and assign responsibility for maintenance when projects are planned and budgets are developed. A good rule of thumb is that 3-5 percent of infrastructure replacement costs should be spent on annual maintenance. For example, if a facility costs $100,000 to construct, $5,000 should be budgeted for its maintenance each year. Preventive maintenance reduces hazards and future repair costs. Life cycle cost analysis can be used to evaluate expenditures, such as the net value of using a higher quality, longer-lasting material initially. Management Plans A management plan is a useful tool to identify maintenance needs and responsible parties. Ideally, a management plan that prominently includes a maintenance component should be prepared before the bikeway or facility is constructed. Additionally, a management plan should include a means for users of the system to report maintenance and related issues and to promptly address them. Items to address in a management plan include basic operational and staffing questions such as: How frequently are preventive maintenance tasks performed? Who fills potholes? Who removes downed or dangerous trees? Responds to vandalism and trespass? Removes litter? Replaces stolen or damaged signs? Waters and weeds landscaping? Acts as the main contact? Does the work? Pays the bills? User-initiated maintenance requests Users of the system can act as the City's eyes and ears in protecting the quality of the bicycle infrastructure contemplated in this Plan. Establishing a formal mechanism for receiving requests for maintenance can help avert deterioration of the city's infrastructure investments and serve as a model of effective management for Edina's bicycle assets. Maintenance request program A Bicycle Facility Maintenance Request Program could help extend the reach of the city in protecting its infrastructure and providing bicyclists an inviting and safe bicycling environment. This program would respond to requests for small-scale, low-cost improvements, such as sweeping, repairing surface problems, and replacing unsafe gratings. Bicyclists could make a request using existing bicycle and Edina civic networks: • Designate the Bike Edina Task Force as keepers of this information - through their website • By sending in a maintenance request card - cards would be available at Edina bike shops, libraries, schools, and through Bike Edina, and City Hall • By directly contacting the City's Bicycle Program office. Staff at this office would catalogue all requests and route them to the appropriate Edina Public Works personnel. Requests for BETE - Rusk conversion from WEB text to doc 1.1.doc Page 20 of 28 Last printed 8/9/2007 3:21:00 PM work outside Edina's jurisdiction (for example for Three Rivers Trails) are sent to the appropriate jurisdiction, and requests that are outside the scope of the program are considered for Capital Improvement Program or other funding sources. The person making the request is contacted either by letter or telephone once action is taken Routine maintenance Snow and ice removal This Plan contemplates building a bicycle transportation network that will allow people to substitute many of their automobile trips by bicycling instead. Given Minnesota's weather, and the fact that many bicyclists already bike year-round (and that many more would also if adequate maintenance were given to bicycle facilities), snow and ice removal must be planned with the expectation that bicycle facilities will continue to be used during winter months. Care should be taken to place snow and ice well out of the portion of the travel lane that bicyclists use. Bike trails and paths should also be swept with regularity. Snow and ice buildup will inhibit wintertime use of bikeways. Bikeways, gutters and curb ramps should not be used as snow storage areas for snow removed from streets; policies should treat the clearance of snow from bicycle ways and road shoulders as being of equal importance as clearance of snow from the automobile travel lanes in streets. Sweeping Loose sand and debris on the surface of bicycle lanes, paved shoulders, and paved sections of shared use paths should be removed at least once a year, normally in the spring. Sand and debris will tend to accumulate on bicycle lanes because automobile traffic will "sweep" these materials from the automobile portions of the roadway, possibly increasing the amount of debris present. This is especially true for bicycle lanes that are located directly adjacent to a curb, where debris tends to collect against the curb. Keeping bicycle lanes well maintained becomes especially important. With experience, the Bicycle Program manager will be able to provide a list of high priority streets to the City's Public Works Department which will aid in planning resource allocations for street cleaning for routine service as well as for removing sanding materials used during winter snow and ice storms. Sitace repairs Bicyclists and pedestrians are more sensitive to problems in the roadway surface than motor vehicles. Small bumps and cracks that are barely noticeable to motor vehicles can cause a bicycle to crash or swerve into traffic. A smooth surface, free of potholes and other major surface irregularities, should be provided and maintained. Care should be taken to eliminate other physical problems. Requests for surface improvements should be made through the Bicycle Facility Improvement Request Program or through the City's inspection and maintenance schedule. Resurfacing / pavement overlays Street resurfacing projects provide ideal opportunities to greatly improve conditions for cyclists. However, if not done correctly (by, for example, leaving a ridge in a shoulder or bicycle lane), some conditions may worsen. Items to consider on resurfacing projects that will help improve conditions for bicyclists include: BETE - Rusk conversion from WEB text to doc 1.1.doc Page 21 of 28 Last printed 8/9/2007 3:21:00 PM • Utility covers and drainage grates should be raised to within 6 mm (1/4 in.) of the resurfaced pavement surface, and grates should be bicycle-safe grates . • Gravel driveways and alleys should be paved back 1.5 to 3.0 m (5 to 10 ft) from the edge of pavement or right-of-way to prevent gravel from spilling onto the shoulders or bike lanes. • Chip seals or placing pavement grindings to surface or resurface shoulders should not be used, as it will render the shoulder area unusable by most bicyclists. • Care should also be taken to raise the level of adjacent unpaved compacted shoulders so they are flush with the new roadway surface, as a vertical drop onto a low shoulder can cause a bicyclist trying to ride back onto the roadway to fall into the path of overtaking vehicles. • It is particularly important to avoid leaving a ridge in the area where cyclists ride, which occurs where an overlay extends part-way into a shoulder or bike lane. If possible, extend the overlay over the entire surface of the roadway to avoid leaving an abrupt edge. If this is not possible, and there is adequate shoulder or bike lane width, it may be appropriate to stop at the shoulder or bike lane stripe, provided no abrupt ridge remains. • One potential problem with resurfacing occurs when a road has been constructed over an old concrete roadbed that remains in place beneath the existing paved surface. In most cases, the old roadbed is much narrower than the current paved roadway and because of differential settling between it and adjacent material, surface cracking occurs on the paved surface. These longitudinal cracks typically appear from 0.3 - 0.6 m (1 - 2 ft) in from the edge line of the road, which is where bicyclists normally ride. Bicyclists are therefore forced to cross over the crack to use a shoulder, if one is available, or to tide in the travel lane. Many overlay projects offer a chance to widen the roadway for greater bicycle space, or to restripe the roadway with bike lanes. The Bicycle Program manager, working with the Bike Edina Task Force, should review each paving list and work with the City's Public Works Department to design and include bike lanes in repaving projects where possible. Signs and pavement markings Signs and pavement markings are important features of bikeways and roadways, and help ensure safe and convenient use of these facilities. It is critical that bikeway signs, striping, and legends be kept in a readable condition. Some recommendations to address these infrastructure elements include: • Inspect bikeway signs and legends regularly, include an inventory of signs to account for missing signs or damaged signs • Replace defective and obsolete signs as soon as possible. • Striping should be inspected and reapplied as needed. In some cases, striping may be visible, but has lost its slip resistance, which can be a • hazard to bicyclists. Depending on wear, repaint bike lanes on an annual basis. Bike lane stripes may wear out less often on lower traffic volume streets than on higher volume streets. • Use cold plastic for skip striping bike lanes across right turn lanes. • Repair problems with bike lane striping and markings on a request basis through the Bicycle Facility Improvement Program or through routine maintenance. Vegetation Vegetation encroaching into and under the bikeway is both a nuisance and a hazard. Property owners in Edina are responsible for ensuring their trees and shrubs do not cause safety problems. Violations can be repotted through the Bicycle Facility BETF - Rusk conversion from WEB text to doc 1.1.doc Page 22 of 28 Last printed 8/9/2007 3:21:00 PM Maintenance Request Program. Tree roots causing premature break-up of surfaces should be similarly reported. Drainage issues Drainage facilities may, over time, change grades and deteriorate over time. It is sometimes necessary to adjust or replace catch basins to improve drainage.A bicycle-safe drainage grate at the proper height greatly improves bicycle safety. The small asphalt dams that are sometimes constructed on roadway shoulders to divert storm water into catch basins are a hazard to cyclists. Some recommendations to improve cycling conditions as they relate to drainage structures include: • Raising low catch basin grates to the proper pavement elevation. • Modifying or replacing non-standard drainage grates with bicycle-safe grates. • Repairing or relocating faulty drains at intersections where the water backs up onto the curb cut or into the crosswalk. Additionally, event-related drainage issues (ie backed-up grates) and long-term drainage hazards (ie, unsafe grates) should be reported and addressed through the Bicycle Facility Maintenance Request Program, and proactively whenever bikeway improvements are made. Other maintenance activities Chip sealing Chip seals or placing pavement grindings to surface or resurface shoulders should not be used, as they leave a rough surface and render the shoulder area unusable by most bicyclists. In some cases, a chip seal will cover the travelway and part of the shoulder area. This leaves a ragged edge or ridge in the shoulder, with material of different height and texture, which is again a hazard for cyclists. If the shoulder or bike lanes area must be chip sealed, the entire shoulder area should be covered with a well-rolled, fine-textured material: 3/8"-10 or finer for single pass, 1 / 4"-10 for second pass. The shoulder area should be swept as soon as possible following chip seal operations. Patching activities Loose asphalt materials from patching operations often end up on the shoulder, where the larger particles adhere to the existing surfacing, causing a very rough surface. Fresh loose materials should be swept off the road before they have a chance to adhere to the pavement. Utility cuts Utility cuts can leave a rough surface for cyclists if not back-filled with care. Cuts should be backfilled and compacted so that the cut will be flush with the existing surface when completed. Extra care should be used when cuts are made parallel to bicycle traffic to avoid a ridge or groove in the bicycle wheel track. ### Section 7: Education and encouragement Although one important component for increasing bicycle use in Edina is the development of facilities that support people's choice to travel by that mode, another at least equally important factor will be providing access to information and tools that increase awareness of the city's bicycle infrastructure and invite people to include bicycling as part of their mobility habits. BETE - Rusk conversion from WEB text to doe 1.1.doc Page 23 of 28 Last printed 8/9/2007 3:21:00 PM This chapter provides an overview of recommendations for inviting more people into bicycling, for improving safety for children and adults, and for encouraging the use of the bicycle as an effective tool for making at least some of the several trips that people make within the course of the day. It is titled "education and encouragement" to acknowledge that both of these activities build on each other. Learning about safe riding helps assure the harmonious coexistence of bicycles and automobiles in the road, while learning about and encouraging people to use bikeway networks helps cyclists get to destinations - doing both together will help increase bicycle use in Edina. Education Cycling is a safe activity that can become even safer with improved education. Both motorists and cyclists need to do their part to make cycling safer and more attractive. Education, training and promotional programs are all integral parts of any bicycle transportation plan. Bicycle and pedestrian safety programs can help reduce the risk of crashes and injuries while giving new cyclists the confidence needed to regularly ride. Education of all road users - pedestrians, cyclists and motorists - is essential for non-motorists' safety and mobility. Education is shown to be one of the most effective and cost-efficient ways of reducing collisions and encouraging cycling. Excellent safety education resources are now available. A number of types of programs can be implemented: • In schools, pedestrian and cycling classes can be integrated with school transportation management programs (reducing child auto travel to, and traffic around schools), personal safety and fitness, and physical education programs. • Adult cycling skills classes may be taught at recreational facilities, provided through local traffic safety associations, or through local non-profit advocacy organizations. • Public education campaigns targeting motorists, cyclists, and pedestrians covering cyclists and pedestrians rights and safety skills (such as MnDOT's "Share the Road" campaign). As the number of cyclists continues to increase it is clear that the City of Edina and the Minneapolis/St. Paul Metropolitan area are in need of increased educational programming. Current barriers to meeting the demand for programming include fragmented responsibility and a lack of stable funding sources. Three main components are addressed under the "education" portion of this chapter. They center on: • Developing safe cycling skills in children, • Teaching adult cyclists their rights and responsibilities, and • Increasing motorists' awareness of bicyclists' rights on the road, and teaching them how to safely share the road with bicycles for children andyounspeople It is important to share information on safe bicycling with young people from early on. Not only will this help make them better cyclists, but will also keep fresh in their minds the fact that cycling is a useful and acceptable choice for transport. While it is not uncommon for schools in the US to provide automobile driver education for children 16 or older, it is rare to find similar provision of cycling education, even though most children seven and older are able to ride a bicycle and (because of poor provision of separated trails) routinely ride in streets that are also used by automobiles. BETE' - Rusk conversion from WEB text to doc 1.1.doc Page 24 of 28 Last printed 8/9/2007 3:21:00 PM In European countries where cycling serves a much larger portion of all trips it is a given that schools provide formal training in safe cycling for children staring in elementary school. In the Netherlands, for example, children undergo a three week training on cycling rules and maneuvers every year. It is easy to imagine that schools in the US could easily offer something similar, perhaps as a component within physical education classes (and one which could help promote a lifetime of safe physical activity). It is also a given that schools and other places where young people congregate need to provide a physical infrastructure that support children's cycling by making sure that adequate bike parking, and well-marked trails or lanes, are available. some approaches School children are most effectively reached when an action-oriented teaching approach and a repetitive practice process are coupled with awards and incentives. Awards and incentives can consist of certificates of completion or bicycle/pedestrian licenses, free or reduced-cost bicycle helmets and other accessories, or discount coupons for area bicycle shops. To reach the most children, it is important to work closely with schools to insure that school-age children are receiving an age-appropriate bicycle safety message and are learning skills that will help them function safely on the public right-of-way. messages The following messages should be consistently taught: • Wear a helmet. In the event of a bicycle crash, wearing a helmet reduces the risk of serious head injury by up to 85%. • Obey all traffic laws. Bicyclists have the same rights, and consequently the same responsibilities as motorists. • Look both ways before crossing streets. • Always ride with the flow of traffic. • Be predictable. Always signal your intentions. • Be visible. Wear light-colored clothing and bright or reflective clothing and always use a front light and rear reflectors at night. • In addition, very young children (seven or less) should ride with supervision. for senior gclists Although it may be rare in the US to see a senior person on a bicycle, the experience in other countries with developed bicycle infrastructures is quite different ... for other adult bigclists Adult bicyclists fall into several different categories of riders. Some adults are comfortable riding on busy streets and mixing with traffic while others prefer quieter streets or off-street paths. There are adults who ride a bicycle only a few times a year and those who ride often but primarily for recreation. Finally, some ride for their profession, such as bicycle police or messengers. Each type of cyclist has their own concerns and philosophy about how bicycles fit into the transportation system. Education and encouragement efforts must recognize this and tailor messages to each group. It is also important to reach as wide a range of bicyclists as possible. Since adults do not often group together as a captive audience as school children do, it is important to offer a wide range of opportunities to improve their knowledge and skills related to bicycling. BETE - Rusk conversion from WEB text to doe 1.1.doc Page 25 of 28 Last printed 8/9/2007 3:21:00 PM messages The following messages should be consistently taught: • Be alert. Watch for other users and sudden behavior changes. Also, pay careful attention to potential road hazards, such as potholes and gravel. Adjust speed to maintain control of the bicycle. • Obey all traffic laws. Though it is tempting to run through traffic signals and stop signs, do not do it. Bicyclists have the same rights, and consequently the same responsibilities as motorists. Disobeying traffic laws gives cyclists a bad reputation and is potentially dangerous. • Always ride with the flow of traffic. Ride where motorists and others expect cyclists, and never against traffic. • Be predictable. Signal your turns, do not weave in and out of traffic, and stay as far to the right as is practicable, except when: • traveling the same speed as traffic (as in a downtown area) • avoiding hazardous conditions • preparing to make a left turn, passing another vehicle or using a oneway street (in which case riding alongside the left curb is permitted) • the roadway is too narrow for a bicycle and a motor vehicle to travel safely side by side • riding alongside another cyclist in a manner that does not impede the normal movement of traffic • Be visible. Wear light-colored, bright or reflective clothing and use front lights and rear reflectors or lights at night. • Wear a helmet. • Stay off sidewalks, whenever possible. In Oregon, bicycles are legally classified as vehicles and should behave as such. Unless specifically signed for shared use, as on bridge sidewalks or off-street paths, sidewalks are intended for use by pedestrians, not cyclists. When using sidewalks, bicyclists are required to warn pedestrians audibly when passing (verbally or by use of a bell), yield the right-of-way in conflict situations, and travel at a walking speed at driveways and intersections when a motor vehicle is approaching. Remember, motorists are not expecting cyclists coming at them at driveways or approaches. • Do not drink alcohol and ride. You are operating a vehicle.Take it seriously. for motorists The goal in educating motorists is to foster a broad and general public awareness and respect for bicycling.Many motorists are already occasional or regular cyclists themselves in some capacity, and can be encouraged to ride more often. All motorists should be taught good driving behavior and information about cyclist behavior to help improve safety. • Be alert. Watch for other users and sudden behavior changes. Pay attention especially at intersections. • Obey all traffic laws. What would amount to a minor fender bender between two motor vehicles could be a serious injury for a cyclist in a bicycle-motor vehicle crash. Also, driving the speed limit and coming to a full stop at red lights creates a safer environment for all. • Be predictable. Signal your turns well before an intersection. The law requires use of turn signals in advance of intersections, and cyclists depend on turn signals to judge where to be. • Be patient. Cyclists have a right to travel on every road except limited access freeways. Passing bicyclists just before a stop light or sign creates an atmosphere of unnecessary hostility. BETF - Rusk conversion from WEB text to doe 1.1.doc Page 26 of 28 Last printed 8/9/2007 3:21:00 PM • Do not honk unless necessary. Cyclists can hear and see motor vehicles; honking simply jars their nerves. • Give room. Cyclists have to react to hazards that a motorist may not see (e.g., glass, storm grates, dogs, car doors). Follow and pass at a safe distance. If everyone were to behave according to these principles, bicycle-motor vehicle crashes would decrease rapidly, as would many other types of crashes. Promotion and encouragement How do we invite a recreational biker to try commuting to work on her bike rather than her car? How do we get a driver to get on their bike to take care of an errand or shopping trip? What are some of the tools we can use to get more people to choose to bike (or at least try biking) instead of driving for their daily trips? This section includes some tools that may be helpful in helping prepare the ground for the kind of changes the Plan seeks to support in people's travel behavior. Increased non-motorized transportation can help achieve Transportation Demand Management (TDM) objectives, and provides other community benefits including improved public health, and local economic development. There are a number of strategies to help encourage and promote walking and bicycling to support these objectives. Examples include: • Transportation demand management programs, such as parking cash out (giving commuters who don't drive to work the cash equivalent of parking subsidies provided to drivers), which provide financial incentives to use travel alternatives such as walking and cycling. • Parks, recreational programs, or non-profit groups can sponsor walking and cycling events and activities, particularly on trails and cycling routes. • Tourist promotion materials can highlight walking and cycling. • Special bicycle events can raise the profile of cycling in the community. Bike to Work Week offers commuters an opportunity to try cycling. The event may include special publicity, special guidance to first-time bicycle commuters on choosing a route, or special breakfasts for bicycle commuters. Bike to Work Week events have been held in many Twin Cities communities for several years. Bike Maps A bicycle map can be published which shows cycling facilities, recommended routes, roadway conditions (shoulders, traffic volumes, special barriers to cycling, etc.) hills, recreational facilities, and bicycle shops to help potential cyclists identify their best routes. Enforcement The effective enforcement of traffic laws establishes the real boundaries between acceptable and unacceptable behavior for motorists and cyclists. Present Minnesota law treats bicycles as vehicles, equivalent to automobiles in their rights and responsibilities. However, it is also important to recognize, when discussing enforcement, that bicycles are also quite dissimilar to automobiles in their safety and performance characteristics, and that because of those differences, enforcement against illegal behavior of automobiles affecting cyclists should be a priority. Bicycles do not have crumple zones: a collision between an automobile and a bicycle will always have more serious consequences for the cyclist than for the auto driver. In European countries where cycling is prioritized, the law recognizes this fact and assigns responsibility for automobile-bicycle accidents to the driver of the automobile unless it can be shown that the cyclist deliberately caused the collision. In Germany, the Netherlands and Belgium, for example, BETF - Rusk conversion from WEB text to doe 1.1.doc Page 27 of 28 Last printed 8/9/2007 3:21:00 PM automobile drivers are responsible for collisions with cyclists, even if it resulted from cyclist misbehavior. In the long term, reorganizing enforcement statutes to confer additional privileges to cyclists will help the create the conditions to encourage additional use of human-powered vehicles. In the meantime, adequate traffic law enforcement is necessary to establish can reduce conflicts and collisions and help foster lifelong traffic safety habits in young people. Safety experts recommend targeting the following automobile and bicycle traffic violations: • Motorist's failure to yield or stop for pedestrians and cyclists when required by traffic law. • Excessive motor vehicle speed. • Intoxicated driver and cyclists. • Cyclist riding in the wrong direction, against traffic. • Cyclists riding at night with inadequate lighting. Effective enforcement requires overcoming various barriers. Non-motorized traffic violations, particularly by children, are often considered a low priority by police and the community. Standard traffic fines may appear excessive. Cyclists and pedestrians may ignore citations unless police departments develop a suitable processing system. ### Section 8: Tools for Implementation Policy goals: Although the 2000 Census does not specifically include a category for bicycle commuting, according to ask, about present, close to This Plan presents a set of design improvements and education and encouragement policies and initiatives that seek to increase bicycle use in Edina. ### BETF - Rusk conversion from WEB text to doc 1.1.doc Page 28 of 28 Last printed 8/9/2007 3:21:00 PM MEMORANDUM CITY OF EDINA DATE: TO: FROM: SUBJECT: August 10, 2007 ETC Members Jack Sullivan August 16th 2007, ETC meeting ETC Members, I'd like to take a few minutes to inform you of the upcoming meetings that are being held regarding the Transportation Comprehensive Plan for the City of Edina. In your packet you will find a DRAFT version of both the Bikeway Comprehensive plan and the Transportation Comprehensive Plan. Everyone has worked very hard to provide the documents for your review in such short time frame since the land use was finalized. There are some omissions in the draft plans that will be completed in the next month. Please review the information and bring comments and questions to the August 16, 2007 ETC meeting. At this meeting Community Design Group (for the Bike plan) and WSB (for the Trans. Plan) will be giving presentations on the respective processes. You'll be able to ask questions, give comments and help shape the final drafts of these plans. On September 6, 2007 staff will hold a workshop at City Hall (time and location to follow) that will allow further opportunity to ask questions and refine the Transportation Comprehensive Plan. This will give the consultants time to make improvements and revisions in order to work towards a final finished product. Then at the September 20, 2007 you will have an opportunity to recommend the Transportation Chapter of the Comprehensive Plan to the City Council for their consideration. Contact me with any questions you have regarding the process or the information presented. 8.0 TRANSPORTATION 8.1 Introduction 8.1.1 Transportation Planning Overview Effective transportation planning is critically important for a community such as Edina. Residents must be provided with transportation facilities and services which meet mobility needs in an efficient and safe manner. Transportation facilities, at the same time, need to be planned and constructed so as to limit social, environmental, and aesthetic impacts to the greatest degree feasible. In addition, residents who cannot or choose not to drive need to have transportation options to meet their daily needs. There is fundamental link between transportation planning and land use planning. Successful land use planning cannot take place without taking transportation considerations into account. Conversely, transportation planning is driven by the need to support existing and future land uses which the community supports and/or anticipates. Chapter 5 of this Comprehensive Plan identifies existing and planned future land uses. The remainder of this section has been prepared with the goal of supporting the land use vision identified in Chapter 5. 8.1.2 Transportation Policies 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. 3. Emphasize improvements to management, maintenance and utilization of the existing street and highway system. 4. Design/enhance residential street systems to discourage through traffic and to be compatible with other transportation modes including transit, bicycle and walking, including traffic calming measures on local streets and, in some cases, collector streets. 5. Design/enhance collector and arterial roadway corridors to minimize through traffic on local streets in the functional classification system, and to be compatible with other transportation modes including transit, bicycle and pedestrian. 6. Use adequate transitions and buffers including, but not limited to, earth berms, walls, landscaping and distance to mitigate the undesirable impact of high volume roadways. 7. 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. 8. Encourage beautification of local corridors, where appropriate, with amenities such as boulevard trees, decorative street lighting, and monuments. Edina Transportation Chapter — Draft 1 August, 2007 Roadway Function and Access 1. Provide logical street networks to connect residential areas to the regional highway system and local activity centers. 2. Adequately control access points to the regional roadway system (including minor arterials) in terms of driveway openings and side street intersections. 3. Provide access to the local street system (including collector and local streets) in a manner that balances the need to safely and efficiently operate the street system with the need for access to land. 4. Encourage intra-area trips on minor arterials rather than the principal arterial system, and promote serving regional trips on the metropolitan highway system. 5. Separate, to the extent possible, conflicting uses on the public street system in order to minimize safety problems. Give special attention to pedestrian and bicycle routes. 6. Provide access to redeveloping sites using current functional classification and standards rather than the existing access at the sites. 7. Review and update regional and local functional street classification and coordinate with adjacent cities and Hennepin County. Establish subcategory classifications and criteria for local streets if warranted. Revise local roadway classifications when warranted. 8. Review and monitor citywide traffic volumes, congestion, existing traffic calming devices and measures, accident history, vehicle violation history, speed limits and enforcement. 9. Educate public on vehicle operations including public relations campaigns that focus on individual responsibilities to each other rather than individual rights only. Educate the public also on the role and value of the roadway functional classification system. 10. Review and recommend traffic calming policies and consider traffic calming implementation where requested by residents. 11. Implement measures to reduce non-local, cut-through traffic in cooperation with County and State efforts by developing a local traffic calming policy to mitigate the effects of cut-through traffic. Identify the origin and destination of cut-through traffic. 12. When requested by the Edina Transportation Commission and/or the Planning Commission, review land use that may impact traffic implementations. Continue to monitor adjacent community redevelopment and other activity that potentially Impacts the City of Edina. Roadway Maintenance and Operation 1. Cooperate with other agencies having jurisdiction over streets and highways in Edina to assure good roadway conditions and operating efficiency. Edina Transportation Chapter — Draft 2 August, 2007 2. 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. Maintain roads by repairing weather-related and other damage. 4. Use economic and environmentally sound management techniques for snow and ice removal. 5. Replace substandard bridges and bridges that present safety or traffic problems. Transit/TDM 1. 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. 2. Encourage the legislature to continue a dedicated source for funding for efficient mass transit. Review and recommend policies necessitating a Transportation Demand Management and/or a mass transit component with all types of development. 3. Find a location for an additional Park and Ride facility to be established in close proximity to major mass transit routes. 4. Review all major new developments in light of the potential for ridesharing including bus accessibility, preferential parking for carpools/vanpools, and mixed-use development. 5. Support HOV bypasses and other preferential treatments for transit and high occupancy vehicles on streets and highways. 6. Include transit planning in the construction or upgrading of streets and highways. 7. Pursue development of a demonstration project to provide a circulator system within the Greater Southdale Area. Parking 1. Review new developments for adequacy of parking based upon need, the potential for joint use of parking facilities and opportunities to encourage ridesharing. 2. Continue to limit on-street parking in and near congested commercial areas. 3. Work with appropriate commissions such as Planning and Zoning to review City Code, Section 850.08 Parking and Circulation to identify parking based upon needs. 4. Evaluate present City parking facilities. Where appropriate, amend Section 850 to provide Transportation Demand Management and transit users some spaces in City- owned ramps. Edina Transportation Chapter — Draft 3 August, 2007 Pedestrian/Bicycle 1. Provide accessibility to pedestrians and bicycles at major activity centers, including necessary storage facilities. 2. Create pedestrian and bicycle interconnections among major generators, with continuity across major roadways and other barriers. 3. Review and recommend construction of pedestrian and bike paths throughout Edina cooperatively with the Three Rivers Park District and Hennepin County. 4. Promote safe walking, bicycling and driving. Promote vehicle driver respect for bicycles and pedestrians along with bicyclists and pedestrian observance of signs and use of designated paths for travel. 5. Support inclusion of pedestrian and bicycle access planning when upgrading roadways, bridges and redevelopment projects. 6. 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. 7. Provide adequate signage along all bike paths including areas of conflict with pedestrians and automobile traffic. Goods Movement 1. Serve major truck users and intermodal facilities with good minor arterial access to the metropolitan highway system. Funding and Jurisdiction 1. Pursue and support regional or multi-community funding sources for improvements that provide regional or multi-community benefit. 2. Support research efforts into more efficient and cost-effective management, maintenance and replacement of street surfaces. 3. Support governmental jurisdiction over roadways that reflect the role of the roadway in the overall transportation system. 4. Develop and support legislation permitting a transportation utility. Edina Transportation Chapter — Draft 4 August, 2007 8.2 Existing Conditions 8.2.1 Roadway Network Overview/Existing Traffic Levels The City of Edina within the regional roadway network is depicted on Figure 8.1. It can be seen that Edina is a first-tier suburb within the 1-494 beltway. Important regional roadways which pass through or adjacent to the City are: 1-494, Trunk Highway (TH) 169, TH 100, and TH 62 (Crosstown). Cities which are adjacent to Edina are: Minneapolis, St. Louis Park, Minnetonka, Eden Prairie, Bloomington, and Richfield. Figure 8.2 provides an aerial photograph of Edina roadways and the land uses they support. Figure 8.3 provides current traffic volumes on roadways serving Edina. Functional Classification The functional classification system is the creation of a roadway and street network which collects and distributes traffic from neighborhood streets to collector roadways to arterials and ultimately, the Metropolitan Highway System. Roads are placed into categories based on the degree to which they provide access to adjacent land versus provide higher-speed mobility for "through" traffic. Functional classification is a cornerstone of transportation planning. Within this approach, roads are located and designed and to perform their designated function. The functional classification system used in the City of Edina, as described below and shown in Figure 8.4, conforms to the Metropolitan Council standards. The Metropolitan Council has published these criteria in the Transportation Development Guide/Policy Plan. This guide separates roadways into five (5) street classifications, including principal arterials, minor arterials, major collectors, minor collectors and local streets. These classifications address the function of state, county and city streets from a standpoint of the safe and efficient movement of traffic through the City while providing satisfactory access to residents and businesses located within the City. Principal Arterial Roadways. The metropolitan highway system is made up of the principal arterials in the region. Principal arterials include all Interstate freeways. Interstate freeways connect the region with other areas in the state and other states. They also connect the metro centers to regional business concentrations. The emphasis is on mobility as opposed to land access. They connect only with other Interstate freeways, other principal arterials, and select minor arterials and collectors. The principal arterials through or adjacent to Edina are: • 1-494 • TH 100 • TH 169 • TH 62 (Crosstown) Minor Arterial. The emphasis of minor arterials is on mobility as opposed to access in the urban area; only concentrations of commercial or industrial land uses should have direct access to them. The minor arterial should connect to principal arterials, other minor arterials, and collectors. Connection to some local streets is acceptable. The Metropolitan Council has identified "A" minor arterials as streets that are of regional importance because they relieve, expand, or Edina Transportation Chapter—Draft 5 August, 2007 complement the principal arterial system. The "A" minor arterials in the Edina area are summarized in Table 8.1, below. - "A" Minor Arterial Roadways Roadway From To Type CSAH 17 (France Ave.) Southern City Limit Northern City Limit Reliever Arterial Valley View Rd. TH 62 66th St. Reliever Arterial 66th St. Valley View Rd. Eastern City Limit Reliever Arterial Washington Ave. Valley View Rd. 78th St. Reliever Arterial Valley View Rd./78th St./Edina lnd. Blvd./77t1 St 176th St. Western City Limit Eastern City Limit Reliever Arterial CSAH 21 50th St. TH 100 CSAH 17 (France Ave.) Augmenter Arterial All other minor arterials are considered "B" minor arterials. The "B" minor arterial roadways in Edina are identified in Table 8.2, below. — "B" Minor Arterial Roadways Roadway From To CSAH 158 (Vernon Road/Gleason Road) TH 62 (Crosstown) TH 100 Blake RdAnterlachen Rd. North City Limits Vernon Ave. Gleason Rd TH 62 (Crosstown) Valley View Rd. Valley View Rd./Tracy Ave. Gleason Rd. Olinger Blvd. Valley View Rd./Braemar Blvd/Dewy Hill Rd. TH 169 Cahill Rd. Cahill Rd. 78th St. 70 th St. W. 70th St. Cahill Blvd. CSAH 17 (France Ave.) Norniandale Rd/Valley View Rd. Benton Ave. TH 62 (Crosstown) Valley View Rd./69th St. W. 66th St. Eastern City Limit W. 77" Ave./Minnesota Dr. Parklawn Ave. Edinborough Way Edinborough Way W. 76th St. CSAH 31 (Xerxes Ave.) Wooddale Ave. W. 50 th St. Valley View Rd. Collector Streets. The collector system provides connection between neighborhoods and from neighborhoods to minor business concentrations. It also provides supplementary interconnections of major traffic generators within the metro centers and regional business concentrations. Mobility and land access are equally important. Direct land access should predominately be to development concentrations. In order to preserve the amenities of neighborhoods while still providing direct access to business areas, these streets are usually spaced at one-half mile intervals in developed areas. Collector roadways in the Edina are summarized in Table 8.3, below. le 8.3 Collector Streets Street From To Lincoln Drive TH 169 Maloney Ave. Maloney Avenue Lincoln Drive Blake Road Brookside Ave. Interlachen Blvd. North City Limit 44th St. Brookside Ave. East City Limit Noimandale Rd. Benton Ave. Eden Ave. Eden Avenue Vernon Ave. 50th St. 49 1/2th St./51st St. France Ave France Ave. Edina Transportation Chapter — Draft 6 August, 2007 54th St. Wooddale France Ave. Southview Lane/Concord Ave/58th St. TH 100 France Ave. 60 th St. France Ave. Xerxes Ave. Wilson Rd./Normandale Rd. Eden Ave. Benton Ave. Benton Ave. Tracy Ave. TH 100 Tracy Ave. Vernon Ave. Olinger Blvd. Olinger Blvd. Vernon Ave. Tracy Ave. McCauley Trail Gleason Rd. Valley View Rd. Gleason Rd. Valley View Rd. W. 78th St. Valley View Road Braemar Blvd Gleason Ave. Valley Lane Valley View Rd 66th St. 66th St. Valley Lane Valley View Rd. Antrim Rd. Valley View Rd. 70th St. 70th St. Antrim Rd. Cahill Rd. 70 th St. France Ave. York Ave. Hazelton Rd. CSAH 17 (France Ave.) CSAH 31 (York Ave.) Parklawn Ave. CSAH 17 (France Ave.) CSAH 31 (York Ave.) Concord Ave. Valley View Road Southview Lane CSAH 31 (York/Xerxes Ave.) Northern City Limit Southern City Limit Metro Boulevard Edina Industrial Boulevard 70t1 Street 62"d Street France Ave. Valley View Rd. Local Streets provide the most access and the least mobility within the overall functional classification system. They allow access to individual homes, shops, and similar traffic destinations. Through traffic should be discouraged by using appropriate geometric designs and traffic control devices. Local streets in the Project Area are depicted on Figure 8.4. Jurisdictional Classification Roadways are classified on the basis of which level of government owns and has jurisdiction over the given facility. The three levels of government that have involvement are the State of Minnesota (Mn/DOT), Hennepin County, and the City of Edina. Mn/DOT owns/maintains the Trunk Highway (TH) system, Hennepin County the County State Aid Highway (CSAH) and County Road (CR) system. The City owns/maintains the local streets, including Municipal State Aid (MSA) streets. Figure 8.5 provides a graphic depicting the jurisdictional classification of the overall roadway network serving Edina and its residents, businesses, and institutions. Problem Locations The primary current problem locations are identified below. Trunk Highway system congestion — Peak period congestion occurs on nearly all of the trunk highway segments passing through or adjacent to the City. This includes 1-494, TH 169, TH 100, and TH 62 (Crosstown Highway). In addition to the mainline congestion, queuing from ramp meters provides a source of localized congestion on the City street system as discussed under the following heading. Freeway interchange queues — Peak period queuing occurs at most freeway ramps. In particular, the older freeway interchanges with TH 62 at Xerxes Avenue 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. Edina Transportation Chapter — Draft 7 August, 2007 Through traffic on local streets — Various residential areas experience, or perceive that they experience, large amounts of through traffic. These neighborhoods include: Parkwood Knolls, the Tracy Avenue/Valley View Road area, and White Oaks/County Club area. France Avenue/West 50111 Street Intersection — This intersection, in the middle of a popular older commercial area, is affected by high pedestrian traffic levels as well as high vehicular traffic volumes. It is a destination for local as well as many non-local visitors. France Avenue from the TH 62 interchange through the Greater Southdale area — The TH 62/France Avenue interchange does not have enough storage capacity for queued vehicles as discussed under a previous heading. 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— This roadway segment, with a freeway interchange at one end, and a major commercial area on the other, experiences traffic levels which cause difficulties for adjacent homeowners. West 77 11 Street/Edina Industrial Boulevard interchange with TH 100— This interchange experiences congestion related to freeway access and local traffic. 8.2.2 Safety Analysis Under preparation. Identification of locations with high frequency of crashes (Figure 8.6, under preparation), generalized assessment of trends, causes, areas for further investigation. 8.2.3 Existing Transit Service and Facilities Paratransit Under preparation. Scheduled Transit The key transit facility in Edina is the Southdale Transit Center. This is part of the Southdale Shopping Mall. It includes a covered shelter area with route/schedule information. The Southdale Transit Center is one of the busier transit centers in the Twin Cities, with eight transit lines which stop and link at this location. There are also 100 parking spaces at a park and ride lot at this location. Scheduled transit service for Edina residents is currently provided by Metro Transit (a division of the Metropolitan Council) and by Southwest Metro Transit. The existing scheduled service to Edina residents is depicted on Figure 8.7 and summarized on Table 8.5, below. Table 8.5 — Existing Scheduled Transit Service in Edina Route Number Service Route/Area Service Description 6 Edina (includes Southdale Transit Center), Uptown, downtown Minneapolis, University of Minnesota High frequency local service, all day/evening, all week; 5-15 minute headways 46 Edina (includes 5061/France), south Local service all day/evening, all Edina Transportation Chapter — Draft 8 August, 2007 Minneapolis, St Paul week: 30-60 minute headways 114 Edina (includes Southdale Transit Center), south Minneapolis, Uptown University of Minnesota Commuter/student service during a.m. and p.m. rush hours, weekdays 146 Edina (Vernon Ave.), southwest Minneapolis, downtown Minneapolis Commuter express (1-35W) service during a.m. and p.m. rush hours, weekdays 152 Edina (includes Southdale Transit Center), Lake Street, University of Minnesota Commuter/student express (I- 35W) service during a.m, and p.m. rush hours, weekdays 515 Edina (Includes Southdale Transit Center), Richfield, South Minneapolis, Bloomington (includes Mall of America), Veterans Medical Center (alternate route) Local service, all day/evening, all week; 10-30 minute headways 538 Edina (includes Southdale Transit Center), Bloomington (includes Mall of America) Local service, all day/evening, all week; 30-60 minute headways 539 Edina (includes Southdale Transit Center), Bloomington (includes Nonnandale Community College, Mall of America) Local service, all day/evening, all week; 30-60 minute headways 540 Edina, Richfield (includes Best Buy Headquarters), Bloomington (includes Mall of America) Local service, all day/evening, all week; 15-30 minute headways during a.m./p.m. rush hours, otherwise 30-60 minute headways 568 Downtown Minneapolis, south Minneapolis, Edina, Minnetonka (Opportunity Partners) Weekdays only, one a.m. run from Minneapolis to Opportunity Partners; one p.m. run from Opportunity Partners to Minneapolis 578 Edina (includes Southdale Transit Center), downtown Minneapolis Commuter express service (TH 62 and I-35W) during a.m. and p.m. rush hours 587 Edina, downtown Minneapolis Commuter express service (TH 100 and 1-394) during a.m. and p.m. rush hours, weekdays 631 (Southwest Metro Transit) Chanhassen, Eden Prairie, Edina (Southdale transit Center) Weekday service, morning through evening; approximately 10 runs per day each direction Note: all routes are Metro Transit with the exception of 631, which is Southwest Metro Transit. 8.2.4 Non-Motorized Transportation Pedestrian Facilities The existing and proposed network of sidewalks and pathways serving the City of Edina is depicted on Figure 8.8. Potential future sidewalk strategies and improvements are further addressed in Section 8.7. Bicycle Facilities The existing Bicycle facilities are depicted on Figure 8.8. In 2006, the City initiated the Bike Edina Task Force (BETF), made up of interested citizens and City staff. The City of Edina applied for and received a Blue Cross Blue Shield Physical Activity Edina Transportation Chapter — Draft 9 August, 2007 Promotion grant to prepare a Comprehensive Bike Plan. This Bike Plan has been prepared under the supervision of the BETF. Its primary findings and recommendations are summarized Section 8.7 of this Comprehensive Plan. 8.2.5 Freight Movement Under preparation. 8.2.6 Aviation Under preparation. 8.3 Transportation Planning Context Under preparation. Reference review of transportation plans by other agencies such as Hennepin County and adjacent cities, as well as applicable studies. 8.4 Roadway/Network Planning 8.4.1 Traffic Forecasting To evaluate and plan for future network improvements, it is necessary to project what future traffic levels will be. Consistent with Metropolitan Council guidelines, traffic forecasts were made for the year 2030. These forecasts were made using the Metropolitan Council Regional Model. The foundation of the traffic forecasting model is the use of Transportation Analysis Zones (TAZs). The boundaries of TAZs within the metropolitan area are defined by the Metropolitan Council. The TAZs used in the forecasts for this Transportation Plan are identified on Figure 8.9. Information regarding planned/anticipated future land use is established for individual TAZs. This data includes population, household, and retail/non-retail employment information. The regional model uses the social and job data from each zone, combined with roadway information, regional travel tendencies identified from Travel Behavior Inventory surveys, and other factors, to generate and allocate trips throughout the study area. The regional model is very complex; using it for specific locations or cities requires appropriate application procedures and local adjustments consistent industry standards for travel demand forecasting. The modeling methodology is further discussed in Appendix T-1. The TAZ inputs used to generate 2030 results were based on the land use information discussed in Chapter 5 of this Comprehensive Plan. The resulting traffic volumes are provided on Figure 8.10. 8.4.2 Deficiencies and Improvement Needs Under preparation. Edina Transportation Chapter —Draft 10 August, 2007 8.4.3 Roadway Functional Classification The role and importance functional classification as a central transportation planning concept has been discussed in Section 8.2.1. The existing roadway functional classification map is provided as Figure 8.4. In its 1999 Transportation Plan the City of Edina proposed four changes in the functional classification map for roadways serving the City. All of these changes entailed elevating the classification of the roadway to "A" minor arterial: 1. Valley View Road between TH 62 and France Avenue — adopted by Met Council 2. West 78th Street between East Bush Lake Road and Washington Avenue — adopted by Met Council 3. Washington Avenue south of Valley View Road — not adopted by Met Council 4. West Bush Lake Road south of West 78th St. — not adopted by Met Council Since that plan was prepared and adopted, the first two have these revisions has been made, as identified on Figure 8.4. However, the remaining two reclassifications have not been made. The City will continue to work with the Metropolitan Council, as well as Mn/DOT and the Cities of Eden Prairie and Bloomington to advance the re-classifications. The City's position is that Washington Avenue reclassification is justified by the fact that this roadway serves to relieve traffic levels on a principal arterial, TH 169. Similarly, the West Bush Lake Road relieves an interchange between to principal arterials, TH 169 and 1-494, thus justifying consideration of a reclassification. Although West Bush Lake Road is within Bloomington, it, and other proposed designations for roads in Bloomington north of 1-494, affects the ability of the Edina roadway system to perform effectively. The City of Edina will continue to coordinate with the City of Bloomington on this issue. 8.4.4 Roadway Jurisdictional Issues In general, it is good policy that Hennepin County and Mn/DOT assume responsibility for and jurisdiction over the arterial network, and cities assume responsibility for the collector and local street systems. This is, to a large extent, the situation in Edina. The existing roadway jurisdictional classification system is depicted on Figure 8.5. 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. Hennepin County, in its Transportation System Plan, identifies three roadway segments that are candidates for tumback to the City of Edina: • CSAH 20 (Blake Road/Interlachen Boulevard) from north City limit to Vernon Avenue • CSAH 31 (Vernon Avenue) from 50th Avenue to south City limit • CSAH 158 (York Avenue) from TH 62 to TH 100 Edina Transportation Chapter — Draft 11 August, 2007 At the time of the 1999 Transportation Plan, the City of Edina felt that the turnback of CSAH 20 was logical given roadway use and access characteristics, and the transfer has in fact taken place. Regarding the other segments, the City of Edina does not support either turnback option. These segments should remain under County jurisdiction for the following reasons: • CSAH 31 — This roadway serves an inter-community function, connecting Bloomington, Edina and Minneapolis. It also links with TB 62. It carries a significant percentage of traffic not originating or terminating in Edina. • CSAH 158 — This roadway, an "A" minor arterial on the regional system, serves an inter- community function, and is therefore appropriate for Hennepin County jurisdiction. It carries a substantial percentage traffic not originating or terminating in Edina. In the event the City is ultimately required to accept one or both of the transfers identified above, it should ensure that the roads are brought up to the appropriate design and maintenance standards prior to accepting transfer. 8.4.5 Access Management Under preparation. 8.4.6 Travel Demand Management Under preparation. 8.5 Community/Aesthetic Design for Transportation Facilities Community design goals and treatments were discussed in detail in Chapter 5 of this Comprehensive Plan. Roadways are an important component in community design because they represent a significant percentage of the overall land area of any community, they represent public space which the City has jurisdiction over (the municipal right-of-way area), and because they are obviously very visible to many travelers, local and non-local. Chapter 5 established a number of guidelines which included creating a hierarchy of thoroughfares from a character/aesthetic perspective. It is emphasized that such a hierarchy would be distinct from functional classification system discussed in this chapter. While there may be significant overlap, the functional classification network is used to determine functional design parameters such as number/width of lanes and access spacing, as well as more general network planning to promote efficient movement (motorized and non-motorized) throughout the entire City. On the other hand, the community design hierarchy of thoroughfares involves aesthetic or contextual design elements such as landscaping/streetscaping, as well as guidelines that reinforce the need for safe and enjoyable pedestrian and biking activity. As discussed in Chapter 5, the recommended hierarchy of thoroughfares includes the following: • Primary Thoroughfares — Centrally located street that services multiple land use functions. Only France Avenue south of TH 62 is in this category. • Residential Thoroughfares — Important, linking roadways which run through largely residential neighborhoods, including Vernon Avenue, Interlachen Boulevard, and North France Avenue. Edina Transportation Chapter — Draft 12 August, 2007 • Business District Thoroughfares — Serve commercial and office centers. Examples include York Avenue, 66th Street, 77th Street, and Metro Boulevard. The locations of these areas categories are provided on Figure 5.x, and more detailed discussion and guidance is provided in Chapter 5. Another important component of the Community Design Plan which pertains to transportation and roadways is the guideline for gateways. Gateways define areas with character and a sense of place, and can include such features as street or other lighting, signage, street furniture and public art, and other streetscape improvements. Many of these elements are in place in various districts throughout the City, but other locations could be identified and improved. Further detail on this topic is provided in Chapter 5 of this Comprehensive Plan. 8.6 Transit Plan Scheduled Service The City of Edina, as an inner ring suburb, has good transit service relative to much of the overall metro region. The existing service and facilities are identified on Figure 8.7. The Southdale Transit Center is one of the busiest transit facilities in the region, and there is generally good commuter service to downtown Minneapolis. However, transit service in western portions of the City is quite limited. Additionally, the need has been identified to evaluate additional park and ride capacity to improve the usability of commuter service for Edina residents. This will be discussed further under the facilities heading, below. As has been discussed in Chapter 3 of this Comprehensive Plan, the population of Edina is aging to a greater degree than many communities in the region. This trend will likely increase the demand for transit services in the coming years. The City should track this and other factors including increasing gasoline costs to assess on-going demand for enhanced scheduled transit service. The City should work with Metro Transit and Southwest Metro Transit to advance such service as demand is identified. Metro Transit provides the great majority of transit service in Edina, and it would make the determination if service revisions or enhancements would be viable for its service areas. The ability to plan and provide additional transit service is subject to a significant degree by state and regional funding that Metro Transit receives. Facilities Assessment of park and ride lot at TH 100/50th Street - under preparation. Shuttle Service Identification of potential shuttle service for the Greater Southdale Area (per Edina Promenade Study), and perhaps other shuttle/circulator service to support scheduled transit service elsewhere — under preparation. 8.7 Non-Motorized Transportation Pedestrian Facilities Under preparation. From a planning and transportation perspective, an enhanced network of sidewalks would be preferred to promote non-motorized access/connectivity as well as healthy Edina Transportation Chapter — Draft 13 August, 2007 activity on a community-wide basis. However, there are many issues to consider and input from the Edina Transportation Commission will be very valuable. Bike Facilities This section will summarize information and findings from the Comprehensive Bike Plan which is currently (August 2007) being prepared under the supervision of the Bike Edina Task Force. A preliminary draft of the Comprehensive Bike Plan has been reviewed, and based on this review it is anticipated that the text and information in this portion of the Transportation Chapter will be structured as follows, perhaps in more condensed form: • Mission and Purpose • Overview of Met Council Policies-supporting bike facilities and programs • General Approach: every street a safe street; connecting to a wider network; safe routes for all; bicycling as a base for community health • Sumniaty of Regional Trail Planning: Regional Canadian Pacific Trail; Nine Mile Regional Trail; others • Overview of Types of Facilities: off-road trails; striped bike lanes; "bicycle boulevards," bicycle signal heads; bicycle stations, others • Recommended Bike Routes and Facilities • Integration with Transit 8.8 Other Transportation Issues These sections will be prepared in accordance with Metropolitan Council requirements: • freight • aviation Edina Transportation Chapter — Draft 14 August, 2007 GRAPHICS NORTH 4•17 ,f-ek I o 15000 FT 30000 FT City of Edina, Minnesota Comprehensive Plan Regional Roadway Network Figure 8.1 11PjAV-•::= Minnetonka St Louis Ar Park — °e - ...1, 1211114Nr romp. isur; PROJECT LOCATION COUNTY: .,pmemai., HENNEP I N IMIPIIP'.1 lisio...malop. 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X City of Edina, Minnesota Comprehensive Plan 2030 Forecast Daily Traffic Volumes APPENDIX T-1 Discussion of Traffic Modeling Techniques — under preparation APPENDIX T-2 Access Management Guidance/Information — under preparation MINUTES OF THE Edina Transportation Commission Thursday, June 21, 2007 Edina City Hall 4801 West 50th Street Council Chambers MEMBERS PRESENT: Les Wanninger, Warren Plante, Jean White, Marc Usem, Geof Workinger, Steve Brown, Paul Mooty MEMBERS ABSENT: Hilah Almog, Marie Thorpe STAFF PRESENT: Wayne Houle, Jack Sullivan, Sharon Allison I. Call to Order The meeting was called to order by Chair Wanninger. II. Public Comment None III. Old Business None IV. New Business a. New Commission Member – Paul Mooty was welcomed to the ETC by Chair Wanninger. b. Southdale Medical Facility – 6525/6545 France Avenue Assistant City Engineer Sullivan said both staff and WSB, the City’s traffic consultant, reviewed the traffic report and is recommending approval. Sullivan said trips per day will increase by about 10% and in looking at various intersections, the turn lanes were found to be nearing capacity; however, these will not adversely affect the overall network. He is concerned with where the contract parking that is currently in existence will be displaced to since it will no longer be allowed with the new development and asked the developer to address this directly. Mr. Rickart of WSB said he had nine concerns and they were all addressed by the developer. His primary concern was traffic backing up on 65th Street and a possible solution is restriping to provide a left turn lane in the future if it becomes an issue. Comments from commissioners: Going north on France towards Highway 62 is congested, was this area looked at as part of the study? This area was not looked at and it is not anticipated that it will be any busier than it is today as a result of the development. City Engineer Houle said if new developments are built within the Comprehensive Plan land use they will fit into the existing transportation 2 system; however, they are currently reviewing the land use to see how the system will be affected. Was future development of the hospital taken into consideration? Existing conditions were evaluated, but future expansions were not considered. Rickart said they cannot take into consideration unknown redevelopments; however, when the land use study review is completed and is added to the transportation model, they will be able to project out a number of years and the model will show them what is to come and when they will need to modify the roadway system. Parking – there will be no net loss to parking. Commissioner Brown noted that he is professionally involved with the building and therefore will limit his comments. He asked for clarification on the queuing to France which is almost at capacity. Mr. Rickart said Hennepin County is in the process of evaluating the timing on all the signals on France Ave so the queuing of one to two cars may no longer be an issue. Accident history of the area was not considered as part of the transportation plan but is included in the traffic study. U-turn at Drew and 66th is allowed because of the right-in, right-out only entrances and because of the current parking set up. Testimony by developer, Dennis Zylla Developer Zylla said a suggestion to eliminate one entrance on W. 65th would create an unsafe situation on the property because of the distance that customers would travel to parking. He said their responsibility will be to educate their customers on the changes that they are making. He said they are hoping to use Drew more to relieve some of the pressure from W. 65th and W. 66th. Regarding parking, he said they currently have 350 vacant stalls in the ramp on peak days. One change, he said, is to allow customers to park anywhere in the lot, including the first floor of the ramp. There is also an underground garage that is not being used. Adding a second curb cut into the ramp was discussed but they concluded that it would not be approved by the City because of wanting Drew to be the main road and they would not be in favor of closing any of the other entrances. Comments from commissioners In the northwest area, City Engineer Houle suggested putting in a sister signal that would be tied in to the signal at W. 65th and France which would reduce the queue lanes. Queuing on W. 65th would be reduced, but exiting from the building would increase. Adding crosswalks at W. 65th and W. 66th were recommended because crossing, as observed, is dangerous for pedestrians. Motion A motion was made by Commissioner Usem to approve the traffic study with the conditions that they look at installing a traffic signal as suggested by City Engineer 3 Houle in the northwest area and improved signage for pedestrians. The motion was seconded by Commissioner White. 6 voted ayes, 1 abstained (Brown). c. Draft Gateway AUAR Traffic Study – Presentation by Lynn Miller, WSB Miller said the AUAR was done as a result of redevelopment plans that were received for the Pentagon Park area and the Council decided to do a study that would look at the broader area instead of being site specific. This is the first AUAR for the City and the process involves a 30-day comment period from the Council, Met Council and other agencies as well as the ETC and the Planning Commission. At the conclusion of the 30-day comment period, the comments will be drafted and another 10- day comment period will begin. There will also be an open house. At the end of this final comment period, the study will go back to Council for approval. Two major concerns from the ETC were that the City of Bloomington’s Comprehensive Plan was not considered in the study, as well as W. 70th Street traffic study that is under way. Commissioner Brown motioned to release the AUAR study to the public. Motion was seconded by Commissioner White. 6 voted ayes, 1 voted nay (Commissioner Workinger). V. Approval of Minutes a. Regular Meeting of April 19, 2007 Commissioner Brown motioned to approve the minutes of April 19, 2007. Motion was seconded by Commissioner White. All voted ayes. VI. Planning Commission Update (Commissioner Brown) Commissioner Brown said the primary focus of their meetings have been discussions related to the Comp Plan. VII. Open Discussion None VIII. Staff Liaison Comments (Sullivan) a. Current Sidewalk Plan i. City of Edina Transportation Plan ii. City of Edina Transportation Commission Policy Commissioner Wanninger said he wanted this on the agenda so that the ETC can give some input concerning sidewalks since the Transportation Plan is currently under revision. This will be discussed at the next ETC meeting. b. Safe Routes to School Funding Assistant City Engineer Sullivan said the funding will be available after July 1 and a consultant will be hired to develop the project plan. c. Northeast Edina Transportation Study Update The following areas are scheduled to be completed this summer or fall: • West 50th Street: lengthening the east-bound right turn lane at Halifax and W. 50th and widening of the northerly curb line at France & 50th; 4 • Restriping design along France to be completed soon, with approval from City of Minneapolis and Hennepin County; W. 44th & France to be restriped too, but will need to complete parking proposal first; • Traffic signal at Interlachen Blvd and Vernon Avenue will be completed by fall; • The Country Club Utility and Roadway project is scheduled for 2008; d. Transportation Comprehensive Plan Update Staff is still waiting for the land use study to be completed to finish the Transportation Comp Plan. Expected completion of the land use portion is 2-6 weeks. e. W. 70th Street/Cornelia Area Study Update The next SAC meeting is scheduled for July 26, at Southdale Mall. f. W. 70th Construction from France to York Avenue This project was recently awarded by the Council and is scheduled to begin July 2. IX. Adjournment Meeting was adjourned. 1 X . ct INTERSTATE 35W & HIGHWAY 62 June 15, 2007 A Joint Venture Mayor James Hovland \lot Esc)), City of Edina r. 13 .4 17 S. tt7 0( 1 o .ct o rc c, f.- a 4801 West 50th Street Edina, MN 55424 Dear Mayor Hovland: ri- OF TR Construction season is upon us! As you are aware, the Minnesota Department of Transportation is doing major reconstruction in the I-35W Crosstown Commons area. It is projected that this project will continue through 2010. As part of the Crosstown Communications Team, we want to make sure that you and your constituents are well informed of project happenings every step of the way. One of the best ways to stay informed of project activities over the next four years is to subscribe to the Crosstown Project Listserve. This listserve will provide you with weekly e-mail updates on the project. You will be in the inside loop of all project happenings — from road closures to detour routes. Subscribing is easy: 25. Go to www.mndot.gov and under construction projects click on "Get Project Emails". 26. Enter your email address and click submit. 27. Enter information as requested. Make sure the box for 1-35W/Hwy 62 (Crosstown) updates is checked. 28. Click Submit That's it! You will receive an email confirming that you have subscribed for Crosstown project updates. Simply respond to the email, and you are all set to receive updates. You can unsubscribe to the listserve at anytime. If you do not wish to be notified of all project updates, we are also happy to notify you for only larger road closures. Please contact us at the phone number listed below if you are interested in just major road closings. We understand that any type of construction can be taxing, let alone a project as large as this one. It is our hope that we can make the next few years as easy as possible for your city. If you have any questions regarding the project, or would like to request specific information, please do not hesitate to contact us at 1-866-743- 6590. Project Hotline: 1-866-743-6590 Project Website: www.mndot.gov Project Email: crosstown@rranow.corn Sincerely, J Miciano Public Information Coordinator CC: Gordon Hughes, City Manager Debra Mangen, City Clerk TIC dIJO I IIIC LCIIUdI indyel ui dli CAl/CtUtICIIL that goes well beyond what most far would risk to build their child into a sport. Anpion. C31.1111c1LCu ..p.t -tu,s.n.n.r a ycat Id.. .ay. 10.- Id aje...aname, Please see COVER STORY next page n 'Complete streets' programs give more room for pedestrians, cyclists Percentage of hospitals hiring 0° foreign-educated nurses, by place from which they were recruited: Finding help elsewhere Source: American Hospital Association 0/1°' 5116 9 \ OVC s 2.. (4\2' Fer G roun Reiax, FedEx. ship with th( " M, Money: i,ucics fuel talk of 'correction' New week begins on Wall Street after dramatic sell- off. How previous pullbacks compare, 1B. Sarbanes-Oxley Act seen as success. 6B. Sports: Contador wins Tour de France Alberto Contador of Spain wins scandal-plagued race by the second-thinnest margin in history 12C. ru Life: Lots of D'oh! for `Simpsons Movie' Highly anticipated animated film exceeds expecta- tions with $71.9 million haul on opening weekend. 1D. 0. Two genes appear to increase risk of developing multiple sclerosis, new studies show. 7D. By John 0. Buckley USA TODAY Snapshots® By David Stuckey and Julie Snider, USA TODAY :(1101,p11-11icionk u 10-11711Di 1 11 rcoiTtfirT 1 State-by-state 8A o 89505 01005 9 Market trends 5B *COPYRIGHT 2007 USA TODAY ,a division of Gannett Co., Inc. Subscriptions, customer service 1-800-USA-0001 www.usatodayservice.com Advocates say roads should be used for more than just autos By John Ritter USA TODAY A growing number of states and local governments are rejecting a half-century of transportation practice and demanding that streets accommodate all types of travel, not just automobiles. The concept of "complete streets" — with bike lanes, side- walks and room for mass transit — has attracted a diverse national alli- ance of supporters, including ad- vocates for senior citizens and the disabled. Fourteen states, six counties, 10 regional governments and 52 cities have complete-streets policies, ac- cording to the National Complete Streets Coalition. In Illinois, a com- plete-streets bill awaits the gover- nor's signature. In California, a bill passed one house. Massachusetts and at least 11 cities — including Seattle, Honolulu, Chicago, Salt Lake City Madison, Wis., and Jackson, Miss. — have ap- proved complete-streets policies since last year, the coalition says. Some states, such as Oregon and Florida, have had the equivalent of complete-streets policies for years, but the "overarching concept jelled just in the last few years," coalition Cities drivin Some cities with the "complete streets" pro • Charlotte • Chicago'SanDiego • Colorado -. .San Francisco • Springs "West Palm. • Honolulu .Beach, Fla. • Iowa City" • Santee: National Con plee StreCtS CoalitiOn City orColorado Spring In Colorado Springs: Bicycle lanes were added to South Tejon Street Role of demographics Seniors' support, 4A coordinator Barbara McCann says. Sen. Tom Harkin, D-Iowa, plans to sponsor a federal complete- streets bill, spokeswoman Jennifer Mullen says. "We didn't build sidewalks here for 50 years," says Norm Steinman, planning manager for Charlotte's transportation department. "Streets designed by traffic engi- neers in the '605, '70s, '80s and '90s were mostly for autos." Advocates say complete-streets can help fight obesity by making it easier to walk and give seniors who don't drive more options. "As an aging society, we need to look at the ability to get where we want to go not just as the driver of a car," says Elinor Ginzler, AARP's liv- able communities director. "Walk- ing safely getting to the bus stop safely, has to become more pos- sible." Critics say the policies ignore decades of transportation planning that carved cities into networks of roads according to their function. "I'm not really a big fan of com- plete streets," says David Hartgen, emeritus transportation professor at the University of North Carolina at Charlotte. "You encourage driv- ers to divert to other neighbor- hoods. You're dumping your auto pollution on someone else. And ul- timately it's not very effective. You haven't changed total travel." The League of California Cities opposes the complete-streets bill because it would require local gov- ernments to adopt it without allo- cating more planning money. "It's not that we don't agree with the ideas behind the bill," says Bill Higgins, the league's senior attor- ney. Auto club AAA hasn't taken a po- sition on complete streets, but ad- dressing all street users' needs up- front "is a good thing," spokesman Geoff Sundstrom says. IIZJ Laly GU 114 1 P.. VIL VS.,/ disability benefr 1 53 million, has risen] in the past five , agency figures shoe "It's a combinduon of two demograp the population getting larger and the po ring older," Astrue says. Under a system set up a half-centu. agencies first review disability claims, a takes three to four months on average. 0 lion people who file disability claims eac 65% are initially denied. Those who appei al hearings before administrative law ju( ally, 62% of the appeals are approved. The average wait for a federal heariq nine months in Harrisburg, Pa., to 31 ma ta, mostly due to staffing differences. "It r tinuing disaster, financially and emotioi lions of people," says Tom Affleck, an Ad who works on such cases. The agency also has reduced the nt proved cases it periodically reviews. As E ple are getting paid benefits that the 'n to, just because we don't have the staff cases," says Witold Skwierczynski, pre National Council of Social Security A Field Operations Locals. Astrue is pursuing changes, from mak sionate" early decisions to holding more tonically, so geographic disparities are le can't look the Congress in the eye right we're doing our job as well as we can do Shining moment for 75,000 cheer at Cooperstowi Gwynn and Cal Ripken Jr. are in c) 5 A -roec.„ L Sharing States wi plete streets grams: 10 Cali% P. Florida n Illinois' Kentucky MatYla Massa 0- North n Oregon • Perms* n Rhode n South • Termess Vermo I. Virgin I -Passed a tell. emor's sigriatu Source: Na plete Stree the road th "corn- " Pro- mia nd chusetts Carolina an Island Carolina ee nt ia awaiting goy- re tional Com- m Coalition MONDAY, JULY 30, 2007 - USA TODAY Nation Narrowed roads gain acceptance in Colo., elsewhere Effort to add bike lanes and sidewalks finds support despite cities' congestion problems By John Ritter USA TODAY When Colorado Springs decided to make streets friendly to users other than cars, county officials howled. They threatened to withhold $3 million in transportation mon- ey if the city narrowed a street in front of county office buildings to add sidewalks and bike lanes. The city went ahead and redesigned Te- jon Street's traffic pattern under its "com- plete streets" program. It's part of a nation- al trend that has dozens of state and local governments considering the needs of pe- destrians, bike riders, seniors, the disabled and mass transit when they plan new roads or reconfigure existing ones. Nearly a year later, the Tejon Street changes — its new "road diet" — have held up and the controversy has died, city trans- portation manager Craig Blewitt says. "A lot of people asked, 'Why are we reducing the number of lanes when the city has a congestion problem?'" he says. "Once this was talked through and explained, oppo- nents decided to support it.' Proponents such as Louisville Mayor Jer- ry Abramson say complete-streets policies make a city more livable and give residents options besides driving. Seniors who don't drive can walk safely and get to bus stops. A goal is to "calm" traffic on less busy streets. The concept even does its small part in the fights against obesity and global warm- ing, proponents say, because it encourages exercise and reduces greenhouse-gas emissions through fewer vehicle trips. America's demographics are driving the complete-streets movement, Abramson says. 'The society is getting older. We're jogging, walking, bicycling much more than ever before," he says. Empty nesters leaving big suburban homes for downsized urban living want friendly, walkable streets, he says. Critics such as David Haagen, emeritus professor of transportation at the Univer- sity of North Carolina-Charlotte, say pres- sure from interest groups such as senior advocates and bicycle organizations is forc- ing changes that can disrupt a road net- work beyond the stretches that have got- ten a complete-streets treatment. "It's really just arrogance and selfishness on the part of usually very small groups of individ- uals," Hartgen says. 'They exert political power to 'take back the street,' but the street is not theirs to take back." Sooner better than later Even skeptics such as the League of Cali- fornia Cities concede that it's smarter and cheaper to design sidewalks, bike paths and transit amenities at the start of a pro- ject than to add them later. "The argument that persuaded Illinois legislators (to pass a complete-streets bill last month) is that it's cheaper to do it right the first time," says Barbara McCann, coordinator of the Na- tional Complete Streets Coalition. In Illinois, safety was also a focus of the debate over the bill awaiting the governor's signature. After a 17-year-old boy was killed in 2000 riding his bike across the only bridge over the Fox River outside Cary, his family won a wrongful death lawsuit against the state. Pub- lic pressure forced the state to add bike and pedestrian ac- cess to the bridge. Complete-streets designs usually take account of road types. Bike lanes and side- walks aren't appropriate on freeways, for instance. When a city respects needs of 50-and-older residents in designing streets, "you abso- lutely make it livable for ev- erybody else," says Elinor Gin- zler, the AARP's livable communities director. Complete streets make eco- nomic sense in Colorado, says Dan Grunig, executive direc- tor of the group Bicycle Colo- rado. A state study in 2000 found that 70% of the 700,000 visitors to mountain resorts who bicycled during their stays came from out of state and spent at least $141 million. 'A perfect storm of issues' Cheri Harem, Chicago's acting transpor- tation commissioner, says user-friendly streets are a priority of Mayor Richard Da- ley. "We decided to formalize the policy last year to make a stronger statement," Harem says. The public has bought into complete streets, she says, because the city won't modify a street without seeking community feedback Oregon's 1971 law requiring sidewalks and bike paths on most of the state's roads is considered the first major move toward complete streets. Over the years, creating bike access became popular in many parts of the country. Now state and local govern- ments, like Chicago, are say- ing, in effect, let's consider all users every time we build or rebuild a road. 'There's an awakening be- cause of a perfect storm of is- sues coming together," says Randy Neufeld, head of the Chicagoland Bicycle Federa- tion. As concerns grow over an obesity epidemic, cities see how streets, and the ability to be physically active on them, affects residents' health, he says. Rising gasoline prices, the push to cut greenhouse-gas emissions and aging baby boomers who are getting out of their cars are all factors ad- vancing the complete-streets movement, Neufeld says. Mark Leno, a California assemblyman who sponsored a bill that passed one chamber, cites estimates that if every resi- dent of a city of 100,000 replaced one car trip with one walking or biking trip once a month, emissions of carbon dioxide, a key greenhouse gas, would be cut by nearly 4,000 tons a year. "So this tiny little consideration of ac- commodation of the roadway, this rela- tively simple act, has far-reaching implica- tions," Leno says. n "Complete" movement grows, 'IA City of Colorado Springs Cheyenne Boulevard in Colorado Springs: This residential street southwest of down- town was reconfigured in 2006 to add a center turn lane and bicycle lanes on both sides. Suburbs shift gears, make room for bikes Page 1 of 3 StarTribune.com MINNEAPOLIS - ST. PAUL, MINNESOTA Suburbs shift gears, make room for bikes Bike lanes and links to trails are some of the measures that leaders in Edina and other cities are considering to help cyclists. By Mary Jane Smetanka, Star Tribune Last update: July 22, 2007 — 8:01 PM Denise Watson likes to bike. She hits the road four or five times a week for 20-mile bicycle trips around the Twin Cities, circling the Minneapolis lakes, visiting St. Paul, heading for Lake Minnetonka. Trouble is, she lives in Edina, where 260 miles of roadway offer a grand total of one street with a designated bike lane. That doesn't stop Watson, who knows a quiet route near her home that allows quick access to area bike trails. But she worries about less experienced bicyclists in her busy, car-oriented suburb. "It just scares me to death seeing kids go down Interlachen [Boulevard] on their bikes; it's so narrow," she said, talking on her cell phone from her car. "Oh ... I just passed one of my daughter's friends. She's going the wrong way on the road on her bike, talking on her cell phone. It's not a real bright thing to do." Edina is just one of the Twin Cities suburbs taking a second look at making life easier for bicyclists. Much of the work is in connection with transportation and park-and-recreation proposals that are being written for comprehensive plans that will go to the Metropolitan Council next year. Many of the roads in older suburbs such as Edina, Bloomington and Richfield were built right after World War II. Unlike newer cities such as Eden Prairie, which has an extensive off-road bike path system, older suburbs have to work mostly with existing roads to accommodate bicyclists. Some suburbs are working together to try to link up with Minneapolis' bikeway network. Hennepin County's park system, the Three Rivers Park District, also is trying to help coordinate bike plans. "There's quite an interest in a number of different suburbs to see bike lane development," said Bob Works, coordinator of the bicycle and pedestrian section of the Minnesota Department of Transportation. "Drivers are becoming more aware of the fact that bicycles are legal vehicles on the roads, and because there are more bicyclists, there's more tolerance to seeing them on the road." But even in the biking community, there's a difference of opinion about what kind of bikeway development should be emphasized. Cities often choose off-road paths because they're concerned about the safety of younger bike riders, said Bob Byers, senior transportation engineer for Hennepin County. Passionate adult bicyclists -- in Byers' words, the "road warriors" -- often want on-road access in the form of 4- to 6-foot-wide http://www.startribune.com/462/v-print/story/1317684.html 7/23/2007 Suburbs shift gears, make room for bikes I C— Page 2 of 3 shoulders for bikers. "We advocate for both," Byers said. But in the case of developed suburbs with mature street systems, he said, "there are no real good solutions." One way: Lane conversions One quiet way that some cities have tried to accommodate bikers while also slowing traffic is by converting four-lane roads to three-lane streets. With one lane going either way and a center turn lane, the change often leaves wide shoulders that are perfect for bicyclists. Minneapolis, St. Paul, Crystal, Robbinsdale and Bloomington have switched four-lane roads to three lanes. But national standards call for a formally striped bike lane to be at least 5 feet wide. Some of the new shoulders on redesigned roads are just 4 feet wide, so cities often don't officially mark them as bike lanes. Bikers find them anyway. That's the case with 102nd Street in Bloomington. "There's no bike lane, but it's more receptive to bikers and they're using it," said Larry Lee, the city's director of community development. In Crystal, parts of Medicine Lake Road and Bass Lake Road have been or will be converted to three lanes. The main motivation is to cut down car speeds, with new space for bikes a bonus, said Tom Mathisen, Crystal's city engineer. "We don't say we're doing it for bike lanes," he said. "Down the road, we'll see if we post it has a bike lane." 'The demand is there' In Edina, the city set up a bike task force after bicyclists protested a plan to put a bike trail on Interlachen Boulevard. The path would have crossed more than 60 driveways in 2 miles, which bicyclists said was unsafe. Steve Rusk, an avid bicyclist, leads the Edina task force, which will develop a plan for bikeways and propose specific routes later this summer. The plan will be forwarded to the City Council and eventually become part of Edina's comprehensive plan. The city's previous comprehensive plan deals with bicyclists and pedestrians in a mere 70 words, Rusk said. Yet a 2006 survey of Edina residents showed that 64 percent selected walking and biking trails as one of their top four priorities for recreation. "We know the demand is there," Rusk said. "Not a day goes by that you can't find people in Edina riding bikes." Rusk thinks Edina could find room for some striped bike lanes by converting some four- lane roads to three lanes. Connecting with the Cedar Lake Trail and bike trails in Bloomington should be a priority, he said. He hopes the plan serves all types of http://www.startribune.com/462/v-print/story/1317684.html 7/23/200— Suburbs shift gears, make room for bikes 1 X C Page 3 of 3 bicyclists, from schoolchildren to adults who want to commute to work or ride a bike to a restaurant. Watson said she would love that. While she's not afraid to bike anywhere, streets that were more bike-friendly would make her ride even more, she said. She thinks it's true of her neighbors, too. "It would increase everyone's chance to bike," she said. Mary Jane Smetanka • 612-673-7380 • smetan@startribune.com @ 2007 Star Tribune. All rights reserved. http://www.startribune.com/462/v-print/story/1317684.html 7/23/2007 It's likely that the Southwest line will be built—eventually. The issue is how long it will take, and whether, from an economic stand- point, it makes sense to wait very long. Congestion Tax "Hiawatha was always meant, in my mind, to be a catalyst," says McLaughlin, who chairs the Hennepin County Regional Railroad Authority. The authority was formed in 1980 by the Min- nesota Legislature to plan and implement light- • rail transit in the county and its board consists of the Hennepin County commissioners. The tion: drew up an environmental impact state- ment for what would become the Hiawatha line. Years of legislative and neighborhood re- sistance ensued and delayed further develop- ment until 1998, when the availability of fed- eral funds made it more attractive for legisla- tors to provide state funds for the project. The railroad authority contributed $85 million for the total Hiawatha development and construc- tion bill, which was around $715.3 million. 'We wanted to get something built so people could see it, kick the tires, understand how it works," McLaughlin says. "If people could see lar to Hiawatha's, though, because as ever ence with that line has shown, the train is use by more than just commuters and more tha just the people who live near the stations. And Lindahl does support the creation c the Southwest line, citing rapid growth in th community. From 1990 to 2000, the south western part of the metropolitan area saw a 1 percent jump in population and employment Business groups have become supporters, toc The chambers of commerce for Edina an Eden Prairie have come out in favor of build ing the line, as has the TwinWest Chambet which represents businesses in ii PROPOSED RAIL LINES / its 2030 Transportation Policy Plan, the Metropolitan Coun- County, based on its efforts to expedite the project. The Met cil identifies Tier 1 lines for completion before 2020 and Tier 2 Council estimates completion in the mid-2020s and gives no lines for completion after that Note that cost and completion cost estimate. Meanwhile, the council has to reduce Central Cor- estimates for the Southwest light-rail line are from Hennepin ridor costs by $200 million to obtain federal funding. Name Thiel Lines Route . . . Completion Cost - Central Corridor Light rail .. Downtown Minneapolis, ti downtown St. Paul' 2014' $932 million Northstar Heavy,rait Downtown Minneapolis. to Big Lake (north 'of, Elk River) 2009 $309.9 million- n TlarZ Lines Southwest Light rail! Downtown Minneapolis to Eden Prairie: 2015 - $1.4 billion (see possible routes On facing page) Red Rock Corridor Heavy rail and/or „ dedicated bus line. DOWntoWn St. PauttO Hastingt: Bus line could operate in a few yearsi rail later $422 million • • - Rush Line Corrtdcii! Heavy rail andkr.- dedicated bus line -, Downtown St Paul to Rush City, Bus line befdre 2026, rail later N/A —6 west-suburban cities, including St Louis Park, Hopkins, and Minnetonka "We've been on board with this fa some time," says Jason Flohrs, Twin West's director of government affairs "We're just pushing it really, jus. crunching the numbers and saying 'Hey, we don't have the space, the ca. pacity on our roadways, to get peoplc where they need to go." Transportation activists often refer to a "congestion tax." The concept is based largely on studies of major met- ropolitan areas done by the Texas Transportation Institute, which esti- mated in 2003 that the typical Twin Cities driver wastes $722 a year in productive time and fuel because traf- fic isn't moving at close to posted speeds. "That cost is going up rather than down," asserts Rick Krueger, ex- ecutive director of the Minnesota Transportation Alliance, a St. Paul-based advocacy group. Multiply that by an estimated 1.98 million driv- state's Department of Transportation, in coop- eration with the authority began to acquire de- commissioned railroad rights-of-way in the '80s, including the Milwaukee Road rail bed be- tween Lake Street and 1-94 that became part of the Hiawatha line. But building that first line was a long slog. Land along Hiawatha Avenue had been cleared for transportation purposes as early as the 1960s, with the idea of building a multi- lane highway. Talk of building a light-rail line there began to be kicked around in the 1970s, and in 1985, the Department of Transporta- it, I believed, people would ride it. And Hia- watha proved that people will really ride it" But would Hiawatha's ridership levels be equaled on a Southwest line? David Lindahl, manager of economic development for Eden Prairie, notes that less than a quarter of his city's residents work in downtown Minneapo- lis. "The rest of the Eden Prairie folks are working in Eden Prairie and in Bloomington and in other suburbs. . That's a pretty major investment, bringing light rail out here to serve only 10 or 15 percent of our population." The railroad authority does project numbers simi- ers in the seven-county metropolitan area in 2005 and the total bill is $1.4 billion. More roads, he adds, won't lower this "tax." The Metropolitan Council, the state entity that oversees transit planning for the area, projects that by 2030, the Twin Cities region will need to absorb a million more people. "If you're go- ing to do a million new residents and you're going to figure out what that will require? First of all, it's going to require—if one in six of them drive during rush hour, which is about what you'd expect—you end up with a need in the Twin Cities of 37 square miles of additional parking," says Krueger, who gets TWIN CITIES BUSINESS 4, JUNE 2007 • LRT lA route •••n •• LRT 3A route • LRT 3C route D STATION all PARK & RIDE STATION Louisiana Hopkins Blake Shady Oak Rowland Highway 62 Opus Golden Triangle R/5 The TwinWest Chamber of Commerc sniel Duffy doesn't see a Southwest light-raIl line as a complete solution to congestion—bus , transit and, yes, more roads will be needed create a "multimodar solution. But roads alone can never be a complete solution either, Duffy has concluded: We can't build enough roads to keep up with congestion." Potential SW LRT Routes LRT 2030 Ridership' 201$ Capital Cost 201$ Operatiilg Cost 23,506 , $865 million $12 million 27,0QO $12 billion $16 million RT 4C 28,100 $1.4 billion $1.7 million Source: Hennepin County Regional Railroad Authority . Intermodal Station Royalstan Van White 4th Str 8th Stree 12th Street Franklin 28th Street his data in part from Donald Shoup, a profes- sor of urban planning at the University of Cal- ifornia in Los Angeles who's written extensive- ly on transportation issues. "Some of that is going to be ramps, with spaces on top of one another, but generally speaking, ramps don't get real high. It's not like you can go 50 stories up for a parking ramp. Then you're going to need 1,400 lane miles of main arteries put in. And you're going to need 10 times that num- ber for regular streets." The estimated cost of that much construc- tion in order to lift the burden of the conges- tion tax? Here's just part of the answer. A lane- mile of freeway can cost between $5 million and $10 million, more if land has to be ac- quired and buildings torn down, which would be inevitable in the Twin Cities area. That brings the cost closer to $15 million a lane- mile. Doing the math, the cost to build those main arteries alone would be $21 billion. There is no inexpensive way to untangle Highway 5 congestion. The estimated cost of the pro- posed Southwest light-rail line ranges from $865 million to $1.4 billion, depending on the route that's finally chosen. But it would be worth it, say advocates in- cluding Dan Duffy, principal with Daniel K. Duffy Architects in Minnetonka, who is the TwinWest Chamber's representative on the Southwest Transitway Policy Advisory Com- mittee, a group whose members, representing 21st Street West Lake Uptown Lyndale Beltline Wooddale get to their jobs, to help businesses move goods through the metro area," Duffy says. In his neck of the woods, "the public mindset has changed tremendously from the last few years—ifs grown in support for a Southwest Corridor line." The congestion tax is one of the main rea- sons why advocates believe it's important to fund a faster start-up of the Southwest line— and of the other metro area rail lines that are being proposed (see sidebar on facing page). "We subject our residents, truckers, and other users of our highways to increasing delays during the entire period of postponement-- a nontrivial and increasingly costly matter in the region with the second-fastest rate of growth of congestion in the country," says McLaughlin, citing more Texas Transportation Institute research. In addition, "we risk far' - Mitchell Southwest Eden Prairie Town Center Station business organizations and municipalities, are developing potential routes for the Southwest light-rail line. "With more congestion and traffic, busi- nesses would like to be able to help people to 1/3 ,A374- 1) Piannin Time 7years Cast $9 million, covered With federal grants (80 Percent) and ' Ramsey County Regional Rail Authority (kat funds (20 Percent) 'Project partners,' including the Metropolitan COuncit''' county rail authorities, municipal governments along the routeF and the Minnesota Department of Transportation, discuss potential routes and stations. Alm) during this pbaseia draft . Environmental Impact Statement is written, analyzing econom- ic and environmental impacts of the line. For Central COrridor: MT, the planning Phase began In earnest in 2000 and ran through June 2006. • fling? Here are the steps in the process along with time frames, based On Work being done for the Central Corridor routc. ow long does it take to get a lighi7rall line 'up and runt; IX 3/5 further behind in the growing line of proj- - seeking federal funds." Can Light Rail Pull Its Own Weight Economically? Many opponents argued that the Hiawatha light-rail line shouldn't be built unless it was self-supporting, with all of its operat- ing costs paid by riders. That would be comparable to the situation with state highways, whose construction and mainte- nance costs are mostly covered by user fees of various kinds. (County roads and side streets, however, rely in part on property- tax funding.) According to Minnesota Department of Transportation projections for 2008-2009, license tabs will cover 27 percent of the to- tal state highway budget (of which less than 7 percent goes to administrative expenses); state fuel taxes, 34 percent; grants funded by the federal fuel tax, 17 percent; the mo- tor vehicle sales tax, 9 percent; with the re- maining 13 percent covered by other feder- al grants, other fees, and income from agency investments of idle cash. In contrast to that, 2006 figures from Metro Transit, which is operated by the tropolitan Council, show that just 30 per- cent of operating costs for its buses are cov- ered by passenger fares. The Hiawatha light-rail line did significantly better, with a "farebox recovery ratio" of 42 percent. That means that transit lines require state and federal subsidies of more than 50 percent. But advocates argue that the subsidies pay off—that a good transportation system actu- ally helps build economic strength. Jim Erkel is land use and transportation director for the St. Paul-based Minnesota Center for Environmental Advocacy and co-author of the group's 2006 report "Getting on Board: Transit's Role in Regional Econom- ic Competition." "One of the biggest points I tried to make in 'Getting on Board' was that transit really serves three economic functions: basic mobility, congestion management, and location efficiency (and the economic develop- ment that would flow from it)," Erkel says. "In this region, we have spent a lot of time argu- ing between the mobility function—in some ways treating it as nothing more than a wel- fare program that is grudgingly provided and MARK E 4) Conatruction Time: 3-4 years Cost The current estimate Of $932 million will need to be reduced by about $200 million to secure FTA funding. A final construction budget for the Central line has not yet been developed. --G. R. reluctantly paid for—and the congestion man- agement function, helping suburban residents get through the congestion caused by the sprawling pattern of growth they have benefit- ed from." But, he adds, Federal Transporta- tion Administration studies show that public transit's best ROI "comes from supporting lo- cation efficiency—that is, a more compact arrangement of housing and jobs." He says Denver is the most recent example of this: "Last November, Denver opened up its fourth light-rail line. It is 19 miles in length and has 14 stations. Before a single fare- paying passenger stepped onto one of those trains, Denver already had $4.25 bil- lion in economic deVelopment either con- structed, in construction, being permitted, or walking through preliminary planning within a half mile of the 14 stations. Not bad for an investment of $879 million." "Getting on Board" compares the Twin Cities with other urban regions that are fur- ther along in developing transit systems. With regard to the proposed Southwest light-rail line, Dallas provides the most use- ful comparison. The Texas city expanded its 45-mile light-rail system into the suburbs a few years ago, and reported in September 2005 that office properties near the line's suburban stations had increased in value 53 percent compared to only 19 percent for properties that weren't near the tracks. Erkel also points to the Washington, D.C.-based Urban Land Institute's "Emerg- ing Trends in Real Estate" to support his ar- guments. He says ULI picked up early on public transit's capacity to stimulate mixed- use, compact forms of development and to establish a 24/7 character in a community, which in turn attracts the skilled work force needed for a knowledge-based econo- my "When ULI looks at the places where smart investors should put their money, the Twin Cities doesn't even rate a mention. In- stead, its economic competition of Denver, Dallas, Phoenix, San Diego, and Seattle are touted, and in almost every case, the fact that a transit system is planned and funded makes a difference," Erkel says. "In this re- gion, we argue endlessly about the wrong things and then build one project at a time. As we spin our wheels, our competition is more than happy to be passing us by" Building or expanding roads can't deliver the same benefits as mass transit, he explains: "The economic efficiency of transit-oriented de- velopment results from the fact that it doesn't have to rely as much on personal trips taken by vehicles and the roads needed to support them. Transit allows land to be used much more in- tensively—and therefore economically—than if it is supported only by roads." While developers have built condominiums along the Hiawatha line, the best local exam- 2) Preliminary Engineering. Tittle: 2 years' !, Cost $45 million The Metropolitan Council and the project partners finalize station locations, project costs, and management plans. They. must demonstrate the ability to develop the project and identi- fy state and local funding sources. In this phase, the Metropolitan Council takes over management of the project: This phase also includes the design and location of tracks,: electrical lines, and station platforms. ' 3) Final Engineering and Design . . Time: 12-18 months . Cost $30 million Preparation of final constrUctiOn plans and specifications, and a final project management plan and financial plan. The Metropolitan Council pursues federal funding at this stage. The Federal Transit Administration (FTA) determines whether to approve a Full Funding Grant Agreement, a mUitiyear contrac- tual agreement that formally defines the project scope, cost, and schedule.- , TWIN CITIES BUSINESS • JUNE 2007 Gve 97; pie of the kind of development Erkel describes is what's .planned at Hiawatha's Bloomington Central station. St. Paul-based McGough Companies is building a complex of condo- minium, office, hotel, and retail space that will create a kind of village around the station. Proponents of the Southwest light-rail line say there are even better opportunities for such developments there, especially along route 3A, one of three potential routes. Its Eden Prairie stations are positioned close to the city's top business parks, notably the City West area and the Golden Triangle. "These business parks that are in the 494 ring are just going to become more and more valuable as land becomes more expensive," says Eden Prairie's Lindahl. A straight shot to the airport on 494 and a cluster of high-tech and med-tech businesses are keys to that. "De- velopers are buying up these 20-year-old, 30- year-old, single-story, office/warehouse/manu- facturing-type buildings, and they're looking at redeveloping those into higher-density office buildings or multistory flex industrial," he says. To be sure, not everyone is enthusiastic about building more light rail. One skeptic is Phil Krinkie, president of the St. Paul-based Taxpayers League of Minnesota, who as a state legislator until 2006 was one of the Hi- awatha line's most notable opponents. Now that it's up and running, he still isn't con- vinced that it can be called a success. Its pro- ponents "have kept changing the goal posts" in terms of cost and ridership as a way to measure its alleged success, he says. "I re- member when light-rail advocates said we'd have 40,000 riders" a weekday, he adds, and when cost predictions were less than half of what the line's final pricetag was. In addition, Krinlde points to a recent re- port from the Minnesota Department of 'Transportation, which says that the total num- ber of congested miles in the metro area was 267 in 2006, down from 277 in 2005 and 293 in 2003. (A congested mile, according to the department, is a mile of traffic moving slower than 45 miles per hour.) The report attributed this reduction to the completion of major road construction projects in late 2005 and 2006. Based on this report and other studies, Krinkie believes that "it's not true that you can't build your way out of congestion." He asserts that light rail is primarily "about eco- nomic development, not moving people more efficiently," and he believes that buses, if the public wants them, would be cheaper and more flexible than rail for public transport. "It's Not a System Yet" Development possibilities aside, congestion may still be a bigger factor in growing support for the Southwest light-rail line, according to Lindahl; "I don't know that our city council { 'We've had a great history here of investing in infrastructure—that's one of the reasons I think we've out- performed the national economy, on average." has taken a position in that regard, but I can safely say that the transportation and mobility benefits probably outweigh to some extent the economic development potential." Anyone who has driven on Highway 5 or 212 around Eden Prairie during the ever-lengthening rush hours knows whereof Lindahl speaks. So for now, more of the area's commuters are jumping onto buses. "In the past three years, we're up over 50 percent" in ridership, says Len Simich, CEO of Southwest Transit, which provides bus service from the south- western suburbs to downtown Minneapolis and the University of Minnesota. "It's bee credible growth." About 4,000 people Southwest Transit's posh buses daily. "On an average day, we'll beat a car by 15 to 20 min- utes" because buses can use "sane lanes" and shoulders, says Simich. He's been involved in the planning commit- tee for the Southwest light-rail line and ac- knowledges that if it's built, it would require his bus company to "retool a little bit," altering its routes. And more buses would be needed. No one seems to believe that simply building a light-rail line will be a panacea for the south- west metro's transportation problems. "There are still a lot of people that are rely- ing on 494 and a few other roads to get to their jobs. And there's virtually no mass-tran- sit service or cross-commute services between Bloomington and Eden Prairie and Eden Prairie and Plymouth," Lindahl says. In other words, a light-rail transit line, how- ever helpful, can't stand alone. As TwinWest's Flohrs observes, it's not the ridership numbers on any particular route that matter. The ques- tion is "what kind of new ridership are we go- ing to attract and what kind of vehicles are we going to take off the roads when you Southwest, when you have Central Cori when you have the Red Rock Corridor [a heavy-rail commuter line that would run be- tween Hastings and downtown St. Paul], and you can actually go somewhere in the Cities?" The Hiawatha line has been a catalyst—a good start, in Flohrs's view: "Right now, if you're living in Minneapolis and you want to go to the mall, great; or if you're flying in and you want to go to downtown, good. But it's not a system yet." And to get from one line to a system—of trains and buses—billions of dollars will be needed. Finding the Juice Last fall, Parsons Brinckerhoff, the New York engineering firm that Hennepin County hired as a consultant for the Southwest line, estimat- ed a price tag of $1.2 billion for route 3A, based on completion in the mid-2010s. An al- location of half a million dollars to draft an en- vironmental impact statement and do prelimi- nary engineering for the line was made part of a bonding bill that was vetoed May 1, and no other money is earmarked for the project. f TwinCities BUSINESS Twin Cities Business and the National Association ( Corporate Directors encourage you to nominate an individual who has made significant contributions as a corporate board member. Nomination Deadline - June 15, 2007 lorninees must be a Minnesota resident who serves on the urd of a public or private for profit company of which he or she is neither an employee nor a m aor shareholder. To obtain a nomination form visit www.tcbmag.com or call 612-336-9288 Honorees will be celebrated at an awards dinner and ogram on October 25 and featured in the October issue of Twin Cities Business. Sponsored by: redrikson kkji46 AJETCHOICE f)(40L 5/ Last November, Minnesota voters gave transportation fund- ing a big boost by approving a constitutional amendment that would dedicate all state motor ve- hicle sales taxes to transportation purposes. Previously, only about 54 percent of this revenue went directly toward transportation. Under the new mandate, all of it will gradually be shifted to trans- portation by 2011-60 percent to roads, 38 percent to Twin Cities area public transit, and 2 percent to outstate transit. However, the Metropolitan Council found that revenues from the motor vehicle sales tax would be much less than expected, due mostly to a drop in car sales. The result was a hole in the regional public-transit budget—which in- cludes Metro Transit buses, sub- urban providers such as the Southwest Transit bus lines, the Hiawatha light-rail trains, and Metro Mobility--of $23.2 million for the 2008-2009 biennium. Paw- lenty's proposed budget would plug that hole by dedicating rev- enue from the sales tax on leased vehicles (which weren't covered in the transportation amend- ment) to highways and public transit, with 38 percent going to metro-area transit. That would gradually generate as much as $90 million per year by 2010. Many public-transit advocates want the Metropolitan Council's 2030 blueprint for regional transit (including the Southwest light- rail line) enacted by 2020 to meet growing needs. But that would re- quire an estimated $276 million in additional annual funding. To help generate it and provide a less volatile revenue stream than vehicle sales taxes, Senator Steve Murphy (DFL-Red Wing) and Representative Ron Erhardt (R- Edina) proposed this year a half- cent sales tax increase for the seven-county metro area to fi- nance new rail and bus lines as part of a larger transportation- funding package. Proponents say it would generate about $226 mil- lion in its first year, 2008. If passed by the legislature, the measure will go before Minnesota voters this fall—that is, if it over- comes the governor's veto, which wasn't likely as of early May. There's also a business con- stituency whose objections must be overcome. In a recent message to members, Minnesota Chamber of Commerce President David Ol- son noted that his organization opposes the half-cent regional sales-tax boost for public transit (though it does support a five cent per gallon increase in the gas tax for more roads). Olson wrote: "The sales tax alone, if imposed only in the metro counties, is pro- jected to generate up to $345 mil- lion this biennium. The signifi- cance? Business pays 45 percent of all sales taxes." Long-term solutions cost mon- ey now, but their visible benefits are typically far in the future. That's where the political polari- ties regarding funding collide. And in that sense, perhaps not everything changed when the Hi- awatha line opened for business. McLaughlin believes there will be some kind of productive resolution, and the basis for his optimism is the success of the Hiawatha line, which itself took so long to get built. "We've had a great history here of investing in infrastruc- ture—that's one of the reasons I think we've outperformed the national economy on average," he says. "But it's time for another generation of investment in transportation infrastructure. I think Hiawatha has proven light rail can work here." He chuckles: "Even here!" 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