Loading...
HomeMy WebLinkAbout2007-10-18 Meeting PacketAGENDA Regular Meeting of the Edina Transportation Commission 6:00 PM, Thursday, October 18, 2007 Edina City Hall 4801 West 50th Street Council Chambers I. Call to Order II. Comments a. Chairman Comments b. Public Comments III. Old Business a. City of Edina Comprehensive Plan – Transportation Chapter* IV. New Business a. Bike Edina Task Force – Bike Comprehensive Plan* b. Southeast Edina Traffic Model Presentation c. Edina Gateway – Pentagon Redevelopment* d. Northeast Edina Traffic Study Implementation* e. W. 70th Street/Cornelia Area Traffic Study - Set dates for Open House and Public Hearing V. Approval of Minutes a. Regular Meeting of September 16, 2007* VI. Planning Commission Update (Commissioner Brown) VII. Open Discussion VIII. Staff Liaison Comments (Sullivan) a. Election of ETC Chair and Vice Chair* b. Final AUAR – Gateway Study Area c. “Pace Car” signage d. York Avenue and Hazelton Pedestrian Indicators e. Project updates IX. Miscellaneous Articles for Information a. SMART Signals* b. Traffic Control Signs for 50th St. Speeders* c. Upcoming Guest Column by Les Wanninger* X. Correspondence from Residents* XI. 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. 8.0 TRANSPORTATION 8.1 Introduction 8.1.1 Transportation Planning Overview packground „ -{ Formatted: Font: Bold ) 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 negative social, environmental, and aesthetic impacts to the greatest degree feasible. In addition, residents who cannot or choose not to drive need to have transportation options to meet their daily needs. There is 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. In 2003, the City formed the Edina Transportation Commission (ETC). It is made up of citizens appointed by the Mayor with approval from the City Council. It advises the City Council on transportation issues facing the City, including congestion, roadway improvement projects, and non-motorized transportation needs. This transportation chapter was prepared under the guidance of the ETC. pbiectives Formatted: Font: Bold ) There are three primary objectives of this Transportation chapter: • To provide a guidance document for City staff and elected officials regarding the planning and implementation of effective transportation facilities and systems over the planning horizon. • To give private citizens and businesses background on transportation issues and allow them to be better informed regarding the City's decision-making on transportation issues. • To communicate to other government agencies Edina's perspectives and intentions regarding transportation planning issues. The preparation of the document also has provided stakeholders with the opportunity to have input into the transportation planningprocess. Deleted: planning Previous TAransportation Plan -f Formatted: Font: Bold Formatted: Font: Bold Formatted: Font: Bold The previous Edina 'Transportation Plan was prepared in 1999. The work in this Chapter has used that document as a base. The key changes relative to the 1999 document are, as follows: Formatted: Bulleted + Level: 1 + Aligned at: 0.25" + Tab after: 0.5" + Indent at: 0.5" • Update of transportation policies ( Deleted: August Edina Transportation Chapter —Draft Dctober, 2007 Formatted: Font: Not Bold Formatted: Font: Not Bold, Italic I Formatted: Font: Not Bold ( Formatted: Font: Not Bold, Italic ( Formatted: Font: Not Bold Deleted: other transportation modes ) Deleted: including transit, bicycle and walking, including • Revised traffic forecasts based on trends over the last 5-10 years and on an updated land • use map Presentation of most current crash data and preliminary evaluation - - -( Formatted: Bullets and Numbering • Update of roadway network planning and improvement needs • Preliminary evaluation of additional transit service (circulator service for western Edina, • and shuttle service for Greater Southdale area) Provision of sidewalk policy and_plan • Summary ()Thy of Edina Comprehensive Bicycle Transportation Plan (2007) Formatted: Font: Italic • Summary of design guidelines for transportation facilities from a community/aesthetic desien perspective 8.1.2 Transportation Policies Formatted: Indent: Left: 0.25" ) ,The policiesprovided in this section are based on the policies from the 1999 fdina Transportation Plan, the 2005 fdina Transportation Commission Policy, and current discussions and deliberations by the City. , Roadway Design 1. Design roadway facilities constructed in conjunction with re-development projects according to the intended function. 2. Upgrade existing roadways when warranted by demonstrated volume, safety or functional needs, taking into consideration environmental limitations. 3. Emphasize improvements to management, maintenance and utilization of the existing street and highway system. 4. Design/enhance residential street systems to discourage through traffic and to be compatible with,biking and walking. This includes consideration ofpaffic 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. 9. Monitor and address transportation requirements associated with demographic trends, such as an aging population. Edina Transportation Chapter — Draft I October, 2007 2 Deleted: August Roadway Function and Access I. 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. through roadway design and signage, intra-area trips on minor arterials rather than the principal arterial system, and promote serving regional trips on the metropolitan highway system. 5. Separate, to the extent possible, conflicting uses on the 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. 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. 13. Evaluate and implement measures required for school safety. 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 3 I October, 2007 Deleted: August 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. 3. Maintain roads by repairing weather-related and other damage. Continue current on- going pavement improvement plan 4. Use economic and environmentally sound management techniques for snow and ice removal. 5. Replace substandard bridges and bridges that present safety or traffic problems. 6. Track developments regarding the most current transportation systems and technologies, evaluate and implement as warranted. 7. Support state legislation to decrease statutory urban speed limits from 30 to 25 miles per hour. Transit/TDM I. 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. Deleted: I 2. Review and recommend policies necessitating a Transportation Demand Management Plan and/or a mass transit component with all types of development. Review and implement substantive requirements associated with these TDM Plans, potentially including TDM escrow accounts, transit passes, preferential parking for car-poolers, and other measures. 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 circulator system within the City. Parking I. 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. ( Deleted: August Edina Transportation Chapter — Draft Oc_itc21;.)e 2007 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. Specific parking requirements will be addressed in small area Plans for given study areas. Pedestrian/Bicycle I. 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 appropriate signage along areas of conflict with pedestrians and automobile traffic. 8. It is best to separate pedestrian traffic from bicycle traffic to ensure desired safety conditions. When a bicycle facility is provided, consideration should also be given to providing a corresponding pedestrian way where possible. This could be as a separate facility or through striping. Goods Movement I. 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. Edina Transportation Chapter — Draft 5 I October, 2007 Deleted: 9 Deleted: August 4. Encourage the legislature to continue a dedicated source for funding for efficient mass transit. 5. Encourage the legislature to provide stable, long-term roadway' funding for capital, operating/traffic management, and maintenance. 6. Develop and support legislation permitting a transportation utility. 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, 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) Edina Transportation Chapter — Draft 6 I October, 2007 Deleted: August 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 complement the principal arterial system. The "A" minor arterials in the Edina area are summarized in Table 8.1, below. Table 8.1 - "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 66'h St. Valley View Rd. Eastern City Limit Reliever Arterial Washington Ave. Valley View Rd. 78th St. Reliever Arterial Valley View Rd./78th St./Edina Ind. Blvd./77th St./76th 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. which have the same function as "A" minor arterials. hut are not eligible for federal funds. ,The "B" minor arterial roadways in Edina Deleted:. are identified in Table 8.2, below. Table 8.2 — "B" Minor Arterial Roadways Roadway From To CSAH 158 (Vernon Road/Gleason Road) TH 62 (Crosstown) TH 100 Blake Rd./Interlachen 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. 70th St. W. 70th St. Cahill Blvd. CSAH 17 (France Ave.) Normandale Rd./Valley View Rd. Benton Ave. TH 62 (Crosstown) Valley View Rd./69th St. W. 66th St. Eastern City Limit W. 77t1 Ave./Minnesota Dr. Parklawn Ave. Edinborough Way Edinborough Way W. 76th St. CSAH 31 (Xerxes Ave.) Wooddale Ave. W. 50" 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. V_ Edina Transportation Chapter — Draft I Oi_at212 2007 _ -I Deleted: q [ Deleted: August 7 Table 8.3 Collector Streets Street From To Lincoln Drive TH 169 Maleney Ave. Maloney Avenue Lincoln Drive Blake Road Brookside Ave. Interlachen Blvd. North City Limit 44th St. Brookside Ave. East City Limit Normandale Rd. Benton Ave. Eden Ave. . Eden Avenue Vernon Ave. 505h St. 49 1/2th St./51st St. France Ave France Ave. 54th St. Wooddale France Ave. Southview Lane/Concord Ave/58th St. TH 100 France Ave. 60th St. France Ave. Xerxes Ave. Wilson Rd./Normandale Rd. Eden Ave. Benton Ave. Benton Ave. Tracy Ave. TB 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 66' St. 66th St. Valley Lane Valley View Rd. Antrim Rd. Valley View Rd. 70th St. 70th St. Antrim Rd. Cahill Rd. 70th 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 70th Street 62" Street France Ave. Valley View Rd. Washington Ave. Valley View Rd. 7' St. 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 City 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. -{ Formatted: Superscript t Deleted: August Edina Transportation Chapter — Draft 8 I Octollec, 2007 Municipal State Aid Streets Cities in Minnesota with populations greater than 5,000 are eligible to ieceive Municipal State Aid (MSA) funding from the state Highway User Tax Distribution Fund. The basic purpose of this program is to help local wvemments construct and maintain collector and arterial roadways which have consistent design standards and which are well integrated into the overall network of collector and arterial roadways. The State Aid office of Mn/DOT has established clearly defined design requirements for MSA streets. These requirements ensure that capacity, operational, and safety goals are met in a uniform manner from community to community, and that street systems are well coordinated with each other. Based on State Statute, sections 169.80 and 169.87. Mn/DOT does not allow cities to restrict truck traffic on MSA streets. Edina's current (2007) MSA network is identified on fivire 8.6.- These roadways are eligible to Formatted: Font: Bold, Italic receive MSA funds for maintenance and/or improvement projects. The MSA network is reviewed every year and may be revised subject to Mn/DOT State Aid review and approval., - -{ Formatted: Font: Not Bold 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. 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/Country Club area. France Avenue/West 50th Street Intersection — This intersection, in the middle of a popular older commercial area, is affected by high pedestrian traffic levels as well as high vehicular traffic volumes. It is a destination for local as well as many non-local visitors. 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 70'h 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. ( Deleted: August Edina Transportation Chapter — Draft 9 October, 2007 West 771/7 Street/Edina Industrial Boulevard interchange with TH 100 — This interchange experiences congestion related to freeway access and local traffic. 8.2.2 Safety Analysis Five-year Mn/DOT crash data for the period 2002-2006 was obtained in Geographic Information System (GIS) format. The locations and frequencies of crashes during this timeframe for Edina are depicted on Figure 8.4 Much of this data is consistent with what would be intuitively anticipated: • The highest crash locations are-at interchanges involving trunk highways • The overall France Avenue corridor has a relatively high number of crashes, particularly at the TH 62 interchange, and at higher-volume cross streets However, locations of particular interest are those that seem surprisingly high relative to traffic volumes, and therefore may have unique design or other problems which should be corrected. These locations include the following: • TH 100/TH 62 interchange — While the interchanges generally have high accident counts, this one has the most crashes of the interchanges by a significant margin. The majority of these crashes appear to be where the eastbound-to-northbound loop merges onto northbound TH 100. The City should coordinate with Mn/DOT to further investigate this location and potential deficiencies that may be corrected. • Northbound TH 100 at exit ramp to W. 50th Street/Eden Avenue • TH 62/Gleason interchange • France Avenue at W. 58th Street • France Avenue at W. 65th Street • France Avenue at Minnesota Drive • W. 70e Street at Metro Boulevard • Vernon Avenue at Interlachen Boulevard These locations should be monitored and further evaluated as deemed appropriate by City staff. In addition to the locations above, the 50th Street and France intersection is an ongoing location of safety concern which should be monitored. The Mn/DOT data files are such that individual intersections, areas, or corridors can be analyzed in detail. For each given study area, crashes can be sorted/analyzed in terms of severity of accident, type of accident, and other factors. For severity, the categories range from fatality to property (vehicle) damage only. The primary types of accidents include rear-end, head-on, sideswipe, right angle, left turn. Different types of intersection conditions and/or deficiencies will lead to different patterns of crash types. The outcomes for given study areas can be compared to statewide averages for a given type of facility to assess the magnitude of the problem relative to expected conditions for that facility type. Deleted: 6 Deleted: August Edina Transportation Chapter — Draft 10 I Octobe 2007 ( Deleted: 7 Deleted: S Deleted: 5 ,•( Deleted: August 8.2.3 Existing Transit Service and Facilities Paratransit Paratransit services are currently provided by Edina Dial-a-Ride Transportation. Door to door service is provided using a wheelchair lift-equipped van on a first come-first serve basis. Hours of operation are Monday through Friday, 9 a.m. to 3 p.m. 24-hour advance notice for scheduling is required. Fees are $3 per one-way ride, and anyone living within Edina is eligible. 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 Metro Transit 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.A, and summarized on Table 8.4 below. Table 8.4.— 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 50th/France), south Minneapolis, St Paul Local service all day/evening, all 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 (I-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 (B-E Service) Edina (includes Southdale Transit Center), Bloomington (includes Mall of America) Local service, all day/evening, all week; 30-60 minute headways 539 ( B-E Service) 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 Edina Transportation Chapter — Draft Oetobeii 2007 11 Deleted: 8.2.5 . Freight Movement Under preparation.7 9 8.2.6 Aviationl Under preparationl Formatted: Font: Bold, Italic Formatted: Font: Bold, Italic ( Formatted: Font: Italic Formatted: Font: Italic Partners; one p.m. run from Opportunity Partners to Minneapolis 578 Edina (includes Southdale Transit Center), downtown Minneapolis Commuter express service (TH 62 and 1-35W) 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. Routes 538 and 539 comprise w tat is termed Bloomington-Edina (B-E) Area Transit Service, which is planned and financed by Metro Transit, but is contracted out to private operators. B-E service uses smaller van-type buses rather than full-sized 40-foot buses. 8.2.4 Non-Motorized Transportation Pedestrian Facilities The existing and proposed network of sidewalks and pathways serving the City of Edina is I depicted on Figure 8.9, Potential future sidewalk strate_gies and improvements are further addressed in Section 8.7. - Deleted: 8 Bicycle Facilities I The existing Bicycle facilities are depicted on Figure 8.14, Deleted: 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 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. _ 8.3 Transportation Planning Context Transportation facilities should effectively serve land uses which the City supports and/or anticipates. The remainder of this chapter was prepared with the goal of supporting the land use vision identified and discussed in Chapter 5. This includes the land use map provided on figure_ _ _ 5.x.Other aspects of the planning context are studies that the City has performed such as the i_Vortheast Edina Traffic Study and theydina Promenade Urban Design Plan. A key aspect of transportation planning is effective coordination between different government agencies as transportation authorities. In the case of Edina, this includes the Metropolitan Council, Mn/DOT, Hennepin County, and neighboring communities. As part of the process of preparing this transportation chapter, transportation planning documents prepared by other agencies were reviewed and considered. This included the following: • Metropolitan Council 2030 Transportation Policy Plan Edina Transportation Chapter — Draft 12 I October, 2007 Deleted: August • Mn/DOT Statewide Transportation Plan • Hennepin County Transportation System Plan • Transportation plans of adjacent communities The Edina transportation chapter will be distributed for outside agency review prior to being finalized for submittal to the Metropolitan Council. Comments made and potential resulting revisions will be summarized in a technical memorandum for the project and potentially included as an appendix to the transportation chapter. 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./h. 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 with 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 8.3. 8.4.2 Deficiencies and Improvement Needs General The City of Edina is considered fully developed and therefore it is not expected to see substantial traffic increases over the planning horizon in many locations. However, with the anticipated redevelopment of land use in some locations, combined with regional traffic trends and considerations, there will be some areas of significant traffic growth. Taking into account projected future traffic conditions, together with current issues, the following areas have been identified for recommended improvements and/or monitoring and further evaluation: • Gateway area redevelopment • France Avenue (1-494 to TH 62) • W. 70th Street • East-west connector corridor Edina Transportation Chapter — Draft 13 I October, 2007 Deleted: Figure Deleted: 0 Deleted: August Deleted: I (Deleted: I Deleted: 2 These areas will be addressed under the following headings. The final heading will address a summary of implementation considerations and requirements. Within the context of this planning level information, individual projects will be identified to be included in the City's Capital Improvement Programs over the next ten years (until the next Comprehensive Plan Update is required). Gateway Redevelopment Area Improvements In 2007 the City prepared an Alternative Urban Areawide Review (AUAR) for an area generally bounded by TH 100 to the west, Fred Richards Golf Course/76th Street to the north, France Avenue to the east, and Minnesota Drive to the south (see Figure 8.1. The impetus behind this AUAR was a private developer purchasing a series of parcels within the Study Area with the intent to perform redevelopment. The City decided to review the potential for greater redevelopment within the commercial and industrial area along West 77th Street adjacent to these recently acquired parcels. The AUAR reviewed four different scenarios: 1 — Comprehensive Plan (1998), 2 — Master Plan (proposed by developer), 3 — Maximum Commercial, and 4 — Maximum Residential. Each of these scenarios required its own set of roadway improvements to accommodate the development envisioned for the given scenario. These improvements are depicted on Figure 8.1Z Perhaps the _ most notable observation is that Scenario 3 (Maximum Commercial) would require reconstruction of the 77th Street Bridge over TH 100 to provide additional through and turning lanes. Funding requirements may preclude the implementation of this scenario in the foreseeable future. The AUAR identifies improvements which will be required for various generalized development outcomes which can be envisioned at this time. The specific improvements which will be required, and the schedule of those improvements, will be dictated by the development projects which are actually proposed and occur over time. It is recommended that the City clarify to developers early in the plan review procedures for this overall area that they must address transportation improvement needs in a proactive manner. The City will coordinate with developers regarding the planning and funding of the improvements, but developers will be required to perform their "fair share" such that needed improvements are identified and implemented in advance of the added traffic volumes. A conceptual east-west connector corridor north of 1-494 has been identified for further evaluation and potential long-term implementation. This corridor, identified on Figure 83,3,and_ using W. 78th Street, Viking Drive, W. 77th Street, and W. 76th Street with enhanced continuity, will be further discussed under a separate heading, below. The improvements addressed in the Gateway Area AUAR are considered short to mid-range improvements, with the east-west connector corridor being a long-range concept. France Avenue (TH 62 to 1-494) France Avenue between TH 62 and 1-494 carries high volumes of traffic. The design of the roadway, 4-lane divided with turn lanes, has a high level of capacity, and roadway actually operates better than what perhaps is the common perception. For example, motorists must wait more than one signal cycle to proceed through an intersection only infrequently even at peak travel times. However, as traffic levels increase into the future as projected on Figure 8.3, congestion on the main portion of this stretch of roadway will become more of a concern. The (Deleted: August Edina Transportation Chapter — Draft 14 I OcAsge 2007 largest operational problems for this stretch of roadway have to do with France Avenue's connections to TH 62 at the north, and 1-494 at the south. TH 62 and central areas The primary issue at TH 62 is that there is not enough bridge width to provide storage for vehicles waiting in queues on France Avenue at the interchange. For the France Avenue/TH 62 interchange, the option to make physical improvements is severely limited based on funding availability. To reconstruct the bridge and interchange to allow more vehicle storage and better geometries would be very costly, and neither Mn/DOT nor Hennepin County (France Avenue is a County roadway) have identified funding for such a project. One means to improve this situation is through traffic management, attempting to spread the traffic more equally between the interchanges at Valley View Road, France Avenue, and Xerxes Avenue. Both the Valley View Road and Xerxes Avenue interchanges currently do serve to relieve the France Avenue interchange, but efforts can be made to increase this affect. Options which could be further explored include employee training for businesses in the area to promote use the alternate interchanges as much as possible, and improved signage indicating the option of using alternate interchanges. However, it is not known how effective such measures could be, short of significant operational or infrastructure projects. One option which has been raised is based on making France Avenue one-way in one direction, and Xerxes/York Avenue one-way in the opposite direction. This would improve the combined operational characteristics of the roadways, but access difficulties would likely make it not viable. There currently do not appear to be any physical/infrastructure projects which could readily be implemented and would have clear benefits in terms of re-directing traffic from France Avenue to York/Xerxes Avenue. However, as redevelopment takes place in the Greater Southdale area, the City should promote access and street design to such that Xerxes/York Avenue is a viable access alternative to France Avenue. An important limitation of Xerxes/York Avenue in terms of serving as an alternate route for France Avenue is that it does not have an interchange at 1-494. As will be discussed under a separate heading, the City should investigate an enhanced east-west connector corridor north of I- 494. This would tie into Richfield's 76th /77th Street corridor. A conceptual alignment is provided on Figure 8.1. One of the benefits of such a connector route is that it could make the use of Xerxes/York Avenue as an alternate to France Avenue more viable. East-west traffic flow would be enhanced in the southern portion of the City with connections to both France Avenue and York Avenue. 1-494 Area The primary operational difficulty on France Avenue at the south end at 1-494 relates to the single southbound right turn lane to accommodate both motorists using the ramp to westbound 1-494 and those using the loop to eastbound 1-494. This causes excessive southbound queuing in the right lane. The proximities of Minnesota Drive and W. 78th Street to the interchange exacerbate this problem. Hennepin County has identified a roadway re-striping plan which would help address this problem. This plan separates the traffic turning onto the westbound 1-494 ramp from the traffic turning onto the eastbound loop. The City will work with the County to ensure that this improvement takes place. [ Deleted: 2 [ Deleted: August Edina Transportation Chapter — Draft 15 Octobe; 2007 W. 706 Street The section of W. 70 Street between TH 100 and France Avenue is prcjblematic because it experiences relatively high traffic levels for a roadway passing through' a residential setting. The traffic levels are due in large part to the basic context of the segment. At one end of the segment is an interchange with major highway (TH 100), and at the other end is an important "A" minor arterial roadway (France Avenue) and a major commercial center (greater Southdale area). Traffic levels are currently at the high end of the capacity for a 2-lane roadway with turn lanes, and residents in the vicinity have difficulties with traffic conditions. The Metropolitan Council has designated this stretch of W. 70th Street as a "B" minor arterial roadway. Arterial roadways generally serve a greater mobility function than access function. The City of Edina has commissioned a W. 70th Street study. This study is currently underway and will make recommendations regarding potential roadway improvements to address operational/safety requirements and citizen concerns. The results of this study are anticipated in Spring/Summer 2008. East-West Connector Corridor A significant transportation difficulty facing the City is that there is not a continuous east-west reliever roadway on the north side of 1-494. Motorists making east-west trips north of the freeway must proceed through a series of roadway segments which are currently not well coordinated or tied into a larger roadway network. Coordinating with adjacent communities, a conceptual corridor has been identified which is depicted on Figure 8.14 (see "Bridge and Continuity Improvement area"). This improvement area would tie into W. 78Th Street west of TH 100 at its west end, and would tie into 76th Street at its east end. It would involve a new bridge crossing of TH 100, which would relieve traffic levels on the W.77th Street/Edina Industrial Boulevard bridge over TH 100. The rationale behind this concept is to provide a roadway which would serve a similar function to American Boulevard in Bloomington and the 76th/77th Street corridor in Richfield. It would tie directly into the Richfield corridor. As stated above, it would relieve congestion through the TH 100/W. 77th Street/Edina Industrial Boulevard interchange. It would generally allow more efficient east-west movements and tie into the larger Edina network more effectively. For example, it would make Xerxes/York Avenue easier and more logical to use as an alternative to France Avenue to relieve traffic levels on France. It would allow access to France Avenue to be closed at Minnesota Drive. It would likely make this portion of Edina a more attractive location for business and office development because of improved mobility and access. Because this roadway would support and help operations on trunk highways (TH 100 and 1-494), Mn/DOT and the Federal Highway Administration (FHWA) would be supportive of such a project. The City should explore the availability of state and federal funding to help advance this concept if it is deemed viable. It should be emphasized that this long-term corridor improvement plan is only conceptual at this point. However, it is recommended that the City continue to explore the concept and discuss it with adjacent communities, Mn/DOT, and Hennepin County. The potential benefits of such a corridor could be quite significant, just as American Boulevard has benefited Bloomington, and the 76th/77th corridor has benefited Richfield. Edina Transportation Chapter — Draft 16 October 2007 Deleted; / Deleted: August Deleted: studied --(Deleted: detail under another contract ) [Deleted: -I Deleted: 2 ( Deleted: August Summary of Key Implementation Considerations and Requirements TH 62/France Avenue Bridge Reconstruction — The congestion at this interchange is excessive and this has been a difficult problem for a number of years. This was identified in the transportation section of the 1999 Edina Comprehensive Plan and discussed under a previous heading in this document. The only way to adequately address the problem is to reconstruct the bridge at this location. This project would cost approximately $15 million. Neither Hennepin County (France Avenue is a County roadway) nor Mn/DOT have identified funding for this project. The implementation actions recommended for this project include the following: • Continue to coordinate with Hennepin County, Mn/DOT, and the City of Minneapolis to communicate the ongoing need for this project and attempt to identify funds. • Apply for grant funding for the project. • Coordinate with commercial and medical entities which are served by the interchange to identify their willingness to participate in the financing of the necessary improvements to help serve their own interests. W . 7e Street — This issue is currently being addressed in detail in a separate,inz separate study. The recommendations will reflect technical analyses as well as input from the public and from Edina officials. Once these recommendations are advanced (anticipated by Spring or Summer 2008), the City should promptly take steps to implement them, balancing sensitivity to local considerations and perceptions with regional (Metropolitan Council) requirements as well as the City-wide need for an efficient arterial roadway network. Gateway Redevelopment Area Improvements — The City should require, early in the plan review procedures for redevelopment projects proposed in this area, that transportation improvements be clearly identified and addressed. The City will expect developers to plan, coordinate and finance their fair share of the required improvements in a proactive manner. East — WestSonnector Roadway — The City should continue to coordinate with neighboring communities, Hennepin County, and Mn/DOT to advance the planning and evaluation of the general corridor identified on Figure 8.11, It is likely a long-term concept, but as redevelopment is proposed and implemented in the southern portion of Edina, consideration should be given to this potential corridor in terms of long term right- of-way issues and access design. 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. For "B" minor arterials and above, the Metropolitan Council determines functional classification for individual roadways. Local authorities may request changes (either from arterial to collector or from collector to arterial), but must provide sound justification for the request, and the Metropolitan Council makes the final determination. For collector roadways, the jurisdiction which owns and operates the facility has the authority to define functional classification status. Edina Transportation Chapter — Draft 17 I October, 2007 Deleted: 3 Deleted: 3 Deleted: TH 100 Deleted: August The City of Edina desires three changes in functional classification, which are depicted on Figure 8.4 and discussed below. They all are proposed reclassifications to arterial functional status. - Deleted: 5 Washington Avenue south of Valley View.Road — This reclassification is iustified by -{ Formatted: No underline the fact that the roadway serves to relieve traffic levels on a principal arterial, TH 169. West Bush Lake Road South of W. 78th Street — This roadway relieves an interchange between two 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 and the Metropolitan Council on this issue. Xerxes/York Avenue between American Boulevard (Bloomington) and TH 62 — While it is currently classified as a collector roadway, this is a Hennepin County roadway (County State Aid Highway 31), which carries over 20,000 vehicles per day, It links an "A" minor arterial at the south (American Boulevard) with a principal arterial to the north (TH 62). It serves to relieve traffic levels on France Avenue (County State Aid Highway 17), and the City hopes to increase this role for York/Xerxes in the future. The City will coordinate with Hennepin County and the Metropolitan Council to evaluate and potentially implement a reclassification of this roadway segment to arterial status. 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 sate (Mn/DOT) jurisdiction that are under _ _ - - consideration for turnback to Hennepin County. However, Hennepin County, in its Transportation System Plan, identifies three roadway segments that are candidates for turnback to the City of Edina: Deleted: s • CSAH 20 (Blake Road/Interlachen Boulevard) from north City limit to Vernon Avenue • CSAH 31 (Vernon Avenue) from 50th Avenue to south City limit (see Figure 8.14 • CSAH 158 (York Avenue) from TH 62 to,I-494 (see Figure 8.1k 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 TH 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. Edina Transportation Chapter — Draft 18 I October, 2007 -1 Formatted: Font: Bold, Italic ( Formatted: Font: Bold, Italic — -{ Deleted: Under preparation. r I Formatted: Font: Bold, Italic - -{ Formatted: Font: Italic 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 Access management refers to balancing the need for access to local land uses with the need for mobility and safety on the roadway system. Arterials generally have limited access, collectors allow a greater degree of access given their combined mobility/access function, and local streets allow the—most access of the roadway functional categories. Appropriate access control preserves the capacity on arterial streets and improves safety by reducing the need for traffic to divert to local streets. It separates local turning movements from higher speed "through" traffic, concentrating traffic linkages at intersections controlled with traffic signals, roundabouts, or other measures. Mn/DOT and County roadways serving Edina are identified on ,Figure 8.5. For Mn/DOT roadways, Mn/DOT's access management guidelines apply. These guidelines are included in ‘Ippendiv T-2. For County roadways, Hennepin County access management guidelines apply. These guidelines were established in the Hennepin County,Transportation System Plan, and are included inLippendix T-2. In instances of local site redevelopment, the City will continue to work with these guidelines in the site plan review and approval process. ,The City's existing ordinance on curb cut placement limits theylacement and number of accesses to local and collector roadways under City jurisdiction. General guidelines include the following: • No driveway on a local street is to be within 50 feet of a street intersection - - Formatted: Bullets and Numbering ) • When properties adjoin two streets. the access should be to the lower volume street -{ Formatted: Font: Not Italic 8.4.6 Transportation Demand Management The primary emphasis of Transportation Demand Management (TDM) is to reduce the number of vehicular trips on congested roadways during peak travel times. Since the many or most these trips are commuter (work) trips, TDM strategies primarily involve the workplace context and associated travel behavior. The primary methods or strategies are identified below: • transit • car/van-pooling • telecommuting • flex-time • non-motorized commuting In general, the policies or incentives to promote TDM activities are provided through employers. For example, employers can provide monthly discounts or passes to employees to use transit. They can provide coordination services to match up individuals for car/van pooling activities. They can allow or promote telecommuting, particularly in various industries for which face-to- Deleted: August Edina Transportation Chapter - Draft 19 Octe 2007 Deleted: a given magnitude threshold Formatted: Bullets and Numbering { Formatted: Indent: Left: 0.25" face contact is not important for task performance. Similarly, employers can allow or promote flex time, which enables employees to travel to/from work at non-peak travel times. Regarding non-motorized commuting, the provision of shower and changing facilities is often helpful to promote bicycle commuting. There are a number of reasons for employers to promote TDM activities. In some cases, vehicle parking is at a premium and anything they can do to reduce parking requirements is beneficial. Another example may be a large employer or group of employers accessed by congested road systems. If these employers can reduce rush hour trips into their facilities and associated congestion, it benefits their workers and makes their places of business more attractive places to work. Some employers wish to reduce-vehicle trips to their facilities simply because it is "the right thing to do" for environmental reasons. Cities can increase TDM activities through promotional activities and by coordinating with key employers to identify and implement TDM plans. Cities may require TDM plans for new developments if they are large enough to have significant traffic impacts. The City of Minneapolis actively uses this approach, for example. Cities can also form or coordinate the formation of Transportation Management Organizations (TM0s). These organizations pool resources and strategies to get the biggest "bang for the buck" for reducing traffic levels in a given area. The City of Edina is an active member of the 494 Corridor Commission, which is a TMO striving to limit single occupancy vehicle trips on 1-494. It is difficult to project the quantitative benefits of Transportation Demand Management activities with confidence. However, as fuel prices increase and congestion on major roadways in the metro region increase into the future, the demand for and potential of this approach will increase accordingly. The City of Edina currently requires developers proposing projects over with the potential for significant traffic impacts too submit TDM plans as_p_art of the_plan review and approval process. The thresholds which are currently in place requiring these plans to be generated are projects that would: • generate 1.000 or more vehicle trips per day, or • uenerate 100 or more trips during any one-hour period, or • increase the traffic levels on an adjacent roadway by 50 percent or more The City's requirements in terms of commitment to TDM activities and programs within the TDM plans are currently not rigorous. For example, these plans often simply identify existing transit service within the vicinity of the proposed project to suggest future TDM activities. It is recommended that the City evaluate the option of adding "teeth" to TDM requirements for developers, perhaps using the Minneapolis program as a guide. 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. Deleted: August Edina Transportation Chapter — Draft 20 Octobere 2007 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. • 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 8.6.1 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 84 The Southdale Deleted: 7 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 (Deleted: August Edina Transportation Chapter — Draft 21 I October, 2007 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. Edina is somewhat unique in that west of TH 100 it has a relatively suburban feel and character, and east of TH 100 its form and character is more urban. The transit model for more suburban areas is filled in many communities by the Minnesota Valley Transit Authority (MVTA), whereas Metro Transit service is typically more geared for urban settings. It may be advisable for the City to have discussions with MVTA regarding the possibility of enhanced MVTA service in the western portions of the City. 8.6.2 Facilities Metro Transit has performed an evaluation of a potential park and ride facility at the TH 100/W. 50th Street interchange. This assessment indicated there will be,ilemand for a 200-300 vehicle _ _ _ Deleted: be facility within the next 10-15 years, and would thus be a desirable location. A private developer has proposed redeveloping the site of the current City of Edina Maintenance Facility north of Eden Avenue in the southwest quadrant of the TH 100/50th Street interchange area. The City and the developer have coordinated on this issue, and the redevelopment project appears to be viable from the City's perspective pending on-going negotiations. Metro Transit has had discussions with the developer regarding the provision of additional decked parking for a park-and-ride facility as part of the project (the developer would be compensated for this construction). Metro Transit staff has indicated that this would be a favorable location in terms of bus access and circulation. A park-and-ride facility in this location would be of significant benefit for City residents desiring express service to downtown Minneapolis. This is particularly true given that there currently is only limited transit service in the western portion of the City. The City should continue to coordinate with the private developer and Metro Transit to advance this project. Whatever alternative may be ultimately selected for final development, careful assessment of local traffic and other impacts will be required, including mitigation measures as deemed necessary through analysis and local input. 8.6.3 Local Circulator Service As discussed above, there is very limited Metro Transit Service in the western portions of Edina. The City has had discussions with Metro Transit to provide additional service to the western areas, perhaps as circulator service. This would involve smaller vehicles which would seat between 12 and 18 riders. Metro Transit has determined that there is not enough demand in this area for it to viably provide such service, given its funding limitations. Metro Transit staff has cited the relatively high income levels and high rates of car ownership as factors limiting the demand for additional transit service in these areas. The desire for local transit service covering.the western portion of the City is an issue which was raised during the public involvement process for this Comprehensive Plan Update. The City has decided to evaluate, on a preliminary basis, the option of providing its own circulator service. This would provide service to the western portions of the City and would give those who cannot I drive or choose not to and alternative travel mode to use. y_ Edina Transportation Chapter — Draft 22 C_2121e 2007 Deleted: The City, along with the City of Bloomington, currently operates the B- E line, which provides scheduled service between the Edina Transit Center and the Mall of America. The circulator service discussed in this section could potentially be provided as an extension of B-E services.I Deleted: August Deleted: A conceptual local circulator plan has been identified to help evaluate the viability of this type of service in Edina on a preliminary basis. Please note that there are many alternative approaches and levels of service which could be pursued regarding local circulator service, and the example provided in this section serves onk iii [ Formatted: Font: Bold ) Formatted: Font: Bold J ) t Formatted: Font: Bold, Italic [ Formatted: Font: Bold, Italic ) Deleted: <#>Service Provided 14-772-1 Deleted: The primary considera( [31. ( Deleted: x ( Deleted: Formatted: Font: Not Bold Formatted: Font: Not Bold ) Formatted: Font: Italic ) Formatted: Font: Not Bold Formatted: Centered ) ( Formatted: Centered ) Formatted: Centered ) Formatted: Font: Not Bold The general economics of the service identified in Table 84 below. ,The general economics of the two scenarios are a summarized in the table below. A more detailed discussion of the assumptions and analysis,is provided inilppendix Table 8.6 - Circulator Transit Service Planning Level Cost Estimes Cost Category Baseline Full Service . ,Capital Cost (vehicles) $150,000 $250,000 ..- Annual Operating Costs , - vehicle maintenance ins $ 15.000 $25,000 4- - fuel $36.800 $95.200 . - drivers $76_,101) $457,600, . - administrative $26,5p0 $68,600, . ,Total Annual Operating Costs $255,100 $646,400 4. ) ) Formatted: Font: Not Bold Formatted: Centered ( Formatted: Font: Not Bold , • -1 t Formatted Table ) ) Formatted: Font: Not Bold Formatted: Font: Not Bold { Formatted: Centered - 1 • - ( Formatted: Font: Not Bold . r - - t Formatted: Font: Not Bold ) Formatted: Centered ) ) Formatted: Font: Not Bold Formatted: Font: Not Bold Formatted: Font: Not Bold Formatted: Centered Formatted: Font: Not Bold , o yt Formatted: Font: Not Bold ,t( Formatted: Centered ( Deleted: Page Break Deleted: August Formatted: Font: Not Bold ) [ Formatted: Font: Not Bold ) ;Two analytical scenarios have been established to highlight potential operating and cost considerations which would have to be more closely evaluated prior system initiation. These scenarios are summarized on Table 8.5. below. • Table 8.5 - Circulator Transit Service Scenarios Operating Parameter Baseline Service Full Service Route See ,Figure 8.15 See f1eure8.15 Hours of Operations M-F: Between 6 a.m. and 6 M-F: Between 6 a.m. and 10 p.m. p.m. Weekends: Between 8 a.m. Weekends: Between 8 a.m. and 4--p.m. and 4 p.m. Type Vehicles Cutaway Van — ADA Cutaway Van — ADA Compliant Compliant Number Vehicles Three (two operating. one in Five (four operating. one in reserve) reserve) Service Operations One vehicle circulates one Two vehicles one direction. direction, the other circulates the other two circulate the the other: each van is on a other: each van is on a one- one-hour cycle for the whole hour cycle for the whole route, route. so the system has one so the system has 30 minute hour directional headways directional headways The primary question which is difficult to answer with this level of analysis is the potential ridership which would be generated. As Metro Transit staff has pointed out, the average income/auto ownership in Edina is high relative to the overall Metro region, which factors against high ridership. There are not many examples of local circulator routes in the Metro Area to draw upon as indicative of potential results which might be achieved in Edina. Local circulator service which is analogous to the analytical example outlined above is currently provided by the City of Shakopee through operations by Scott County (Route 496 E and W). While this service has been in place for approximately four years and is effectively provided, ridership response has been disappointing. Through 2006 and half of 2007, this service has averaged less than 50 riders per day. However, caution is required to draw too much from one city/program example to another. Edina Transportation Chapter - Draft 23 October 2007 Further evaluation would have to be performed to get a relatively firm estimate regarding ridership associated with the identified circulator transit service. An alternative approach that could be used to provide circulator service to cover the western 4, portion of the City could be termed a hybrid fixed route/flex route service. Upder this approach a portion of the coverage would be based on timed fixed route stops and the other portion would be "free roaming" service based on called requests for rides. An example of this approach might include a northern service line (north of TH 100) and a southern service line (south of TH 100). The northern line would originate at the Southdale Transit Center and would proceed north on France Avenue and west on 50th Street using a fixed schedule. Once it got west of TH 100, it would pick up riders wherever they call-for service for, say, one half hour west of TH 100. The transit van could provide drop-offs as well as pick-ups west of TH 100 during this "free roaming" time. At a set time, the transit van would proceed back to a location in the proximity of TH 100 on 50th Street and would retrace its route back to the Southdale Transit Center according to its established schedule. The south line would use this same approach, but using 70th Street as its east-west fixed route, and would provide "free roaming" service generally south of TH 62 and west of TH 100. The advantage of this approach would be that there would be door-to-door service west of TH 100, where there currently is the most limited coverage. At the same time it would provide efficient connection to key destinations east of TH 100. jt would require a management/trackine system such that residents in the "roamine area could call in advance to identify when and where they would like to be picked up. This would add significantly to the management costs for local transit service. Deleted: 1 Alternative approaches which could be considered are discussed belowl Additional service and alternate route locations relative to the example outlined above — Rather than having two transit vans in service at all times, it may be preferred to double this such that directional headways are every half hour as opposed to every hour. This would add roughly $100,000 to the capital costs (assuming continued use of one spare vehicle), and would increase operating costs by approximately $250,000, based on the general assumptions identified above. Hours of service could also be extended into the evening, and this would add to operating costs accordingly. The route identified on Figure 8.14 could be fine-tuned to have better coverage to indidual locations pending further evaluation of trip sources1 Formatted: Indent: Left: 0" Deleted: Hybrid fixed route/flex route service — U The information and discussion provided above is intended to stimulate preliminary but systematic consideration circulator service which could increase transit coverage in western Edina. To move this issue forward, a more detailed study will be required to address the following issues: Deleted: (Formatted: Font: Not Bold • Clarify the City's understanding of potential ridership; who will use the service and at what times? • Preferred service type and frequency • If fixed route, identify the optimal routes and stops • If a hybrid fixed route/flex service, identify optimal operating parameters • Hours of operations • Fare structure Regarding fare structure, it would have to be understood that the provision of circulator service would not be self-sufficient from a cost perspective. Almost all transit service provided in this country is government-subsidized, in many instances heavily so. Providing this type of service would be a demonstration of the City of Edina's commitment to providing superior service to its residents by providing alternatives to reliance on car usage. -I y 8.6.4 Greater Southdale Area Shuttle Service _ Deleted: 1 Studies conducted for the City of Edina have performed preliminary assessments of potential shuttle transit service serving the greater Southdale area as part of larger investigations. The most recent of these has been the Edina Promenade Urban Design Plan (URS Corporation). This document identified a concept involving small bus or tram service shuttling passengers from the Southdale hospital complex to the north to Edinborough on the south end. The study Deleted: August Edina Transportation Chapter — Draft 24 I October, 2007 recommends use of an alignment partially down the center of the study area, and partially along its east side on York Avenue as depicted on Figure 8.1i Deleted: 5 A meeting was held with representatives of Metro Transit in August of 2007 on transit issues pertaining to the City of Edina, including this potential shuttle service. Metro Transit felt that one option which could be explored is the use of an existing Metro Transit line, perhaps 578, to provide service along the general route identified on Figure 8.1§,_ This line has relatively frequent headways and could work adequately in this application. However, there is not sufficient clearance underneath the Galleria for a full-sized transit bus. In addition, the City would ,desire more distinctive and appropriately sized (smaller) busses to perform this function. Deleted: 5 [ Deleted: may It is recommended that the City perform a study, potentially in conjunction with circulator service referenced above, to assess the viability and implementation requirements associated with proposed shuttle service for the Greater Southdale area. Such a study would address the following topics: • Clear definition of what function the service is supposed to provide and who its patrons would be • Review of similar systems elsewhere • Potential use of an existing Metro Transit Line • Assessment of vehicle types • Service delivery (City operation vs. contractor) • Preferred route alignment (efficient running time vs. comprehensive "front door" service) • Infrastructure improvement requirements • Traffic control requirements • Overall cost considerations • Business coordination issues • Recommendations for pilot project 8.6.5 Light Rail Transit tight Rail Transit (LRT) was raised as an issue of interest in the public involvement_portion of the Comprehensive Plan preparation process. Therefore, a brief overview of,LRT issues as they pertain the City of Edina is provided below, LRT projects are very capital intensive because they require dedicated rightszof-way with rail and electric,power installations, and the cars themselves are ex_pensive, Due tope costs involved. LRT corridors generally need to be on a regional scale to justify the necessary jnvestments. Therefore, the planning and implementation of LRT systems are primarily the responsibility of the Metropolitan Council and the metro-area counties. Because of their size, the cities of Minneapolis and St. Paul have also been very involved in the planning process for certain corridors. The Metropolitan Council has identified a series of transitway corridors for planning purposes. This network is included asp:vire 8.17. The Hiawatha LRT Corridor, connecting downtown Minneapolis, the MSP International Airport. and the Mall of America, has been completed. The Central LRT Corridor, connecting Downtown Minneapolis and Downtown St. Paul has received federal funding and is anticipated to be operational in the next 4-5 years. ' Deleted: I i { Formatted: Font: Not Italic Deleted: Under Preparation. Will clarify that regional transitways are the responsibility of the Metropolitan Council and the Metro counties. These are long range and capital-intensive projects on a regional scale. The only planned transitway affecting Edina is the Southwest Corridor (Light Rail Transit) from Downtown Minneapolis to Eden Prairie passing just north of the northwest corner of Edina. The City should track the planning and development of this corridor. [ Formatted: Font: Not Italic Formatted: Font: Not Italic ) [ Formatted: Font: Not Italic Formatted: Font: Not Italic Formatted: Font: Not Italic [ Formatted: Font: Not Italic f Formatted: Font: Bold, Italic Deleted: August Edina Transportation Chapter —Draft 25 Octte 2007 The transitway corridor which has the most relevance for Edina is the Southwest Corridor. This corridor would connect downtown Minneapolis to Eden Prairie, and LRT has been chosen as the transit technology. The lead agency performing the planning for this project is the Hennepin County Regional Railroad Authority. Various alignment alternatives are still under consideration, but in the vicinity of Edina they follow the railroad right-of-way which is between Highway 7 and Excelsior Boulevard. This corridor passes just north of the northwest corner of Edina. Perhaps of most interest to Edina residents are two park and ride transit stations which are cumntly identified for the overall line: one at Blake Road just north of Excelsior Boulevard. and the other at Excelsior Boulevard just west of TH 169. The Hennepin County Regional Railroad Authority is currently preparing an Environmental Impact Statement for the_project. County information indicates that the earliest the Southwest Corridor LAT line could be operational is 2015. Pending funding and other considerations, it may take longer than this. While not a formal partner in the SW Corridor planning process. the City has been tracking the project closely and will continue to do so. coordinating as needed with Hennepin County and adjacent communities. Bus Rapid Transit (BRT) is another form of express transit service which often is less expensive than LRT. However, the costs are significant because of the need for a dedicated transitway (or, at minimum, substantial transit advantages), and the nature of the service is that these routes are regional in scale. No regional BRT routes in the vicinity of Edina are currently under consideration. 8.7 Non-Motorized Transportation Pedestrian Facilities The goal of this section is to build upon the current City practices to create a framework for planning and implementation of future sidewalks. Sidewalks and other pedestrian facilities are an important component of the City's transportation infrastructure. Sidewalks and paths provide safe movement for individuals of all ages, decrease the dependency of motor vehicles, and encourage active lifestyles. An effective municipal sidewalk system provides network continuity such that there is broad geographic coverage for a range of users and uses. without notable gaps. A thorough review of the existing sidewalk and path network has been completed by City Staff. The following criteria categories identified below were used to evaluate existing facilities and help determine appropriate locations for future sidewalks These categories are generally listed in descending order of priority: • Public school walking zones • Park and activity center walking zones • Retail business walking zones • Public transit facilities • Roads where high vehicle traffic volumes create an impediment to pedestrian movements • Roads defined as Collectors and above • Roads with State-Aid designation • Sidewalks internal to larger sites Formatted: Font: Not Bold, Not Italic Deleted: August Edina Transportation Chapter — Draft 26 I October, 2007 Citizen- and/or business-petitioned locations will also receive important consideration as they are brought forward ibr City review. A walking zone of 0.7 miles was used for public and private elementary schools, retail business centers and parks. A one-mile walking zone was used for middle and senior high schools (both public and private). These zones are consistent with the Edina School District guidelines. Sidewalks within the City are divided into the -following four categories: State-Aid sidewalks are located adjacent to Municipal State-Aid Streets (MSAS) and are funded from /v1SAS funds. School Zone sidewalks are identified by the City and Edina School District and are located within the identified school walking zones. Destination Zone sidewalks are typically located along roadways that link existing systems and carry over 750 vehicles per day. Examples of destination nodes are business districts, parks and other community activity areas. Local / Low Volume Street Zone sidewalks are any sidewalks that do not meet any of the above definitions. but have importance from access and system continuity perspectives. Figure 8.9 depicts existing and proposed future sidewalk locations based on information and criteria provided above. The construction of new sidewalks and pathways shall be performed in accordance with current practices as directed by the City of Ed ma Engineering Department. A boulevard style sidewalk is recommended for new construction wherever feasible to maximize safety conditions for pedestrians. Sidewalks should be designed to minimize impacts to large trees. avoid steep grades. and generally accommodate other site constraints. Geometric limitations may force a sidewalk to be placed along the edge of a roadway. Sidewalks are typically five feet wide: however, a four foot width is acceptable for boulevard style sidewalks when not maintained by the City of Edina. Boulevard widths should be approximately four or five feet wide to allow proper growth of sod. Financing of the proposed sidewalks are separated into four categories: 1. State-Aid Costs cover any proposed sidewalk located adjacent to a State-Aid designated roadway and are paid 100 percent by State-Aid funds. 2. Public School Zone Costs will be split using 25 percent City funds, 25 percent School funds, and 50 percent Special Property Assessments. 3. Destination Zone Costs will be split between 25 percent City funds and 75 percent Special Property Assessments. 4. Local! Low Volume Street Zone Costs will be financed 100 percent through Special Property Assessments. Special property assessment policy should be reviewed for each individual project. The City shall have the discretion to order a project assessed on a per adjacent lot basis. per local area assessment, or a combination of both. (Deleted: August Edina Transportation Chapter — Draft 27 I October, 2007 The City should search out additional funding sources, such as grants or partnering with other agencies, for larger projects that have regional significance. One potential important source is the Safe Routes to School Program in which Mn/DOT allocates federal ftinds to projects of merit selected on a competitive basis. Sidewalks located on State-Aid roads or within the Public School Zones will be maintained by the City of Edina. Typical City maintenance includes snow removal and repair of broken or shifted sidewalks. Sidewalks located on Local/Low Volume Street Zones and Destination Zones shall be maintained by the property owners. Aike Facilities This section will summarize information and findings from the Comprehensive Bike Plan which has been approved by the Bike Edina Task Force for review by the City Council. It will be presented to the City Council on October 16. It will then be presented to the Edina Transportation Commission (ETC) on October le,. In reviewing and discussing drafts of the full Transportation Chapter, the ETC has identified its priorities fibr bike facility development, in descending order (highest priority first): • Safe and effective bike access to schools, parks. and other destinations for young people - • General biking connections within Edina • Connection to regional facilities The general approach favored by the ETC is to focus initially on providing safe and enjoyable biking opportunities fbr young people to get them used to using bikes far transportation and recreation. As they get older and more advanced as riders they will be better able to make use of broader network-wide improvements. 8.8 Other Transportation Issues 8.8.1 Goods Movement No major trucking operations existing within the City. Edina has one rail line, a branch of the Canadian Pacific. which has low utilization. Most goods movement in Edina are associated with the Cahill light industrial/warehouse area which is generally bounded by Cahill Road to the west, West 70111 Street to the north. TH 100 to the east. and Edina Industrial Boulevard to the south. Trucks in this area have adequate access to Trunk Highways, primarily via Cahill Road and West 70th Street to TH 100, or via Edina _ Industrial Boulevard to TH 100 and I- 494. These routes do not require trucks to pass through residential neighborhoods. No major improvements to accommodate goods movement are anticipated to be required over the planning horizon. The City will continue to attempt to keep truck traffic out of residential neighborhoods. 8.8.1 Aviation There currently are no airports within the City of Edina. The closest airport is the Minneapolis- St. Paul International Airport (MSP), which is approximately three and one half miles east of the Deleted: Please refer to text included separately in this packet.1 Formatted: Bullets and Numbering Formatted: Superscript Deleted: is currently (September 2007) being prepared under the supervision of the Bike Edina Task Force. Formatted: Bullets and Numbering Deleted: These sections will be prepared in accordance with Metropolitan Council requirements: <ii>freightl 41>aviationgl _ Formatted: Superscript Formatted: Superscript ( Deleted: August Edina Transportation Chapter— Draft 28 I October, 2007 Deleted: 7 -f Deleted: Page Break- City. Edina is not in the influence area of MSP as determined by Metropolitan Council Guidance cTransportation Policy Plan. Appendix H). Any person or organization who intends to sponsor the construction or alteration of a structure affecting navigable airspace as defined in Federal Regulation Title 14, Part 77 needs to inform the Federal Aviation Agency (FAA) of the project. This notification is accomplished through the completion and submittal to FAA of Form 7460. In the case of Edina. this requirement applies to the following circumstances: • any construction or alteration exceeding 200 feet above ground level • any construction or alteration of greater height than an imaginary surface extending outward and upward at a slope of 100 to 1 for a horizontal distance of 20.000 feet from the nearest point of the nearest runway (Runway 17/35 at MSP) There is currently one heliport in the City of Edina. It is located at the Fairview Southdale Hospital. Heliports are regulated through City ordinance, Funding Considerations Funding for transportation improvements and programs can be obtained from a variety of sources, as summarized below: General Ad Valorem (Property) Taxes — Transportation projects can be funded with the general pool of municipal revenues raised through property taxes. State Aid — Cities with populations of greater than 5,000 are eligible for funding assistance from the Highway User Tax Distribution Fund (funded with the state gas tax and vehicle taxes, as well as federal transportation funds through Mn/DOT). These funds are allocated to a network of Municipal State Aid (MSA) streets. Currently, the City of Edina receives an apportionment per year for improvements to its MSA streets, which are generally collector roadways. Federal Transportation Funds — The guidelines for direct federal funding for transportation projects are established under the Safe, Accountable, Flexible, Efficient Tranportation Equity Act (SAFETELU). Theses funds are allocated by the Metropolitan Council which serves as the Metopolitan Planning Organization for the Twin Cities metropolitan area. Roadway, transit, non-motorized, and other transportation-related projects are selected on a competitive basis based on evaluation, prioritization, and recommendation by the Metropolitan Council's Transportation Advisory Board (TAB). The process of solicitation for project proposals and resulting allocation of federal funding to selected projects occurs every two years. The next round of solicitation for proposals will take place in 2009. Cooperative Agreements with Mn/DOT and/or Hennepin County — Different levels of government can cooperate on planning, implementing, and financing transportation projects which provide benefits to all the concerned agencies. The financial terms and obligations are generally established at the front end of the projects. Tax Increment Financing (TIF) — This is a method of funding improvements that are needed immediately by using the additional tax revenue anticipated to be generated Edina Transportation Chapter — Draft 29 I October, 2007 _ -f Formatted: Font: Italic Formatted: Bullets and Numbering ( Deleted: August because of the given project's benefits in future years. The difference between current tax revenues from the targeted district and the increased future tax revenues resulting from the improvements is dedicated to retiring the municipal bonds used to finance the initial improvement(s). Developer Contributions/Impact Fees — Under this approach, the impact of the additional traffic from a proposed development on the local roadway system is projected, using standard traffic engineering procedures. Costs associated with improving the roadway system to handle the additional traffic at an acceptable level of service are assessed to the developer. This approach generally involves some level of negotiation between the local government and the developer to work out a cost-sharing agreement that allows the development to move forward. Assessments — Properties that benefit from a roadway scheduled for improvement may be assessed for the cost of construction. In order to assess the owner, it must be demonstrated that the value of their property will increase by at least the amount of the assessment. In addition to these methods, the City should always consider negotiating with business and medical centers to help fund transportation improvement projects, large or small, which would have direct benefits to those centers. Two potential sources of transportation funding have been proposed and discussed for a number of years, but are not currently allowed under state law. They are: Road Access Charge — All new developments would be charged based on the trip generation rates of the given development, without an estimation or documentation of specific traffic impacts or improvement requirements. It would be analogous to the Sewer Access Charge (SAC) for access to the Metropolitan Council's sanitary sewer system. Revenues from this source could be used to build or improve collector and arterial roadways within the local jurisdiction collecting the tax. Transportation Utility Billing — All properties within the local jurisdiction would be subject to a periodic fee, based on the number of vehicle trips generated by the type of property. The pool of funding generated in this manner would be used for community- wide transportation improvements such as preventive maintenance and road reconstruction. The periodic nature of the billing would be beneficial in terms of supporting on-going or routine roadway maintenance projects through the entire network. The City should continue to support and promote the passage of legislation at the state level which would allow these forms of dedicated local transportation revenue generation. Deleted: August Edina Transportation Chapter — Draft 30 I October, 2007 • Page 23: [1] (Wet Plangwortim 10/1/2007 4:00:00 PM A conceptual local circulator plan has been identified to help evaluate the viability of this type of service in Edina on a preliminary basis. Please note that' there are many alternative approaches and levels of service which could be pursued regarding local circulator service, and the example provided in this section serves only to provide a baseline for stimulating discussion and further evaluation. The basic parameters of the baseline service are summarized below: • Page 23: [2] Deleted ptangworliwy 10/2/2007 10:56:00 AM Service provided between 6 am and 6 pm on weekdays, 8 am and 4 pm on Saturdays Two transit vans in service simultaneously on weekdays, one on Saturdays Transit vans use the route identified on Figure 8.14; during weekdays, one van would circulate in one direction, and the other in the other direction Continuous service — each loop would require approximately 45-60 minutes to complete, including stops; headways would thus likely be hourly, for ease of residents anticipating time of service; each location on the route would have two transit vans pass by per hour, one in one direction and the other in the other direction Transit vans to be ADA-compliant • aget23: [3] Deleted plangworthy 10/2/2007 10:57:00 AM The primary considerations going into defining the route identified on Figure 8.14 included the following: Stay on collector-level roadways and above Try to maximize the number of households within 1/2 mile of the route Connect to other transit service, most notably the Southdale Area Transit Center, and also directly to Metro Transit Route 587 (Vernon Avenue and Eden Avenue) providing commuter service to downtown Minneapolis Connect to local as well as larger-scale commercial areas Connect to parks, the library, and other community resources Connect to medical service facilities Page 23..[4] Delet plangworthy -Page Break 10/2/2007 2:12:00 PM Table 8.x - General Cost Evaluation of City Circulator Service • :Capital Costs Vehicles (cutaway van — 13 passenger capacity) 3 vehicles' x $50,000/vehicle $150,000 Anfitkatoperating Costs Vehicle Maintenance, Insurance $150,000 x 0.10 $15,000 Fuel (6,700 hours x 17.5 mph)/(7.5 mpg)x($3.00/gallon) $46,900 Drivers (6,700 hours x $25/hour2 ) $167,500 Administration $167,500 x 0.15 $25,100 Total Annual Operating Costs $15,000 + $46,900 + $167,500 + $25,100 $254,500 Assume one extra vehicle purchased for backup. Rotating vehicle usage will prolong service life. 2 Includes benefits. FIGURES Jordan -0-7-1- 0. ' NORTH 0 15000 FT 30000 FT Art map. PROJECT LOCATION be COUNTY: HENNEPIN DISTRICT: METRO Blaine Hri- , 35W- r,. Maple Grove qr- 35E' 1 0913F. ...-NrSer• t A .,7 4,41a. A • 1 Chanhassen ...... 4a 9 '7 h•e7C7,5, ,394.1 — St Louis ,f Park —I's' St. Paul, r 0.410.0G., -41649-1- 7,71 Minnetonka v ;) 494 :-, , Shakopee — City of Edina, Minnesota Comprehensive Plan Regional Roadway Network Figure 8.1 NORTH 1800 FT 3600 FT 11111111111111 :111111111101 r :j.irdill11111111 gm • mon IEEE 1411111IIIISEEE 11r1F, 11177100, rgel • SI '11111E1 11111 11111112 -111 1 RENE ACEEIM 40100 1111111 min _ICEL. .2:a Re ri,,,;•7r/l111111 -i,11111 31 ANN 11111 11 litEr •=111111 City of Edina, Minnesota Comprehensive Plan Aerial Photograph Figure 8.2 u . , • ' re' _..0,A,......d111 • 00 0 /III ' — n ffillammi A 01:4' Ma • i 146..'vielmorniIn s e 7.1. n n • *110 1111 1 till 0 ono 11111111111 , , ilp,IAllitellj 40 I I *fill NOR TH MEM i Illh' 11.41M61191 > Egi INIMMill - 0 ° D 1800 FT 3600 FT e mil r.f. IIIIIIII $M Q lulu 0 1 I • 70 \_, , 1,/ 1 Illiiirf-I. 1,9 ,7 CD CO te. s " II 1 11111. ''' '3PI ' * ; (2, OW 1' L- ., I d li 1 — J I L:y-300 sib- . 1 ITERVAM AVE. 0.— 1104$Lt14 E ___ ...„ I. Alildi g..... fil-V0 Y ME.D. i , 300) ' , lor..2.1 L I ob1111 , I cp <=i,v..,..s00,:, „„„„, -0.a__4 u 1 i 4hrrUd, ( 1 VLyks r ---,- 'Ali 0 ."„e/ ., ,,,, 6 0, 00r 1 I ' 60-- 6 24'6 : of - . 169 (16,62. 01 1h lh lill to . . -,„ , illumpla , 1110 .or , Er" I 4 6.1 I. 5 . - 'ZI 0- -:g -I -'--ss k '40) ll T ''''''''' =II ' Eng ,----, tiaiA. . ---1, 5 8LA. Millitmar , Iff (2 1 efrd IliniTh " m n ll 0 0 , a til im l t i = .. \ -i V r 5 1( III -11111 / Fa' 1 4,i, F. . a VI r i 1 .. c:91311,1,1111 ....P UM drLA vA,L , ,i, - —5 On , ,nn 11111 *'• ES . 8 0 • = d ' b. 0,,„„,0 il, -,IIIIII ,ed ,',".'90 till" ----------tr-, ,c..y, _......_ c,.., 01\o° 00, 9D .4(23.000) „,r, , , _ a -1,,,,s.,,, (4,400) . . , %.‘' 1,1/44Scomi . 19 ° - ,---- ,r E3i1 c in 71, .,,, INN Pe : IIIII i ,A, -40wim 440. s' e• 749, '.0 -0'• 31'11111 Jima MEM mi ma5„80p m1,40p)- 1,3.600 gm& ID ,s , E is000) o 17,20,9) ' 1 0,600 (12,800) ZELTON •.. I , r -a" i —v i 1... 7— 1 r __.-4 8 8 g," % ,v, Hie ME , ift 1W1111m.. ' .. . MN kill IIIIIII 40., C 4,0_2, 5.09A\ (1,5.NP)' , L ,. ._- 1 fiN .• / v cr-..., ::, t 8,000,,,, " 1 D. 0-0 0 sr. NMI COM I " 1• 500 9 -,-,S, (13,000) 1 -in. sr. ,S .°° „, j „. „. Aill- .10 4`-' (lo,629) -_ _440 „„-- —I i' -e n "‘ 10,000) — 1 --- ,..4 , ,I ro II r%, 0 P LEGEND: x,xxx - Existing Daily Traffic Volumes (2005 Mn/DOT Data) (X,)(XX) - Projected 2030 Daily Traffic Volumes e s,..------,/ . e \ • 4r By, City of Edina, Minnesota Current and Projected Traffic Volumes Comprehensive Plan "PRELIMINARY" Figure 8.3 Dots Prltrteck 10/12/2007 WSB Filename: k:\01686-03\cod\plon\flg-8-04.dgn LE G E N D : V MAKI., , ,,, ,.. .• - . b n i AVE. N. >, „ m..... Ea C (D 7. OR. 1 -60 NA OR. . PARK PIM . - Proposed Reclassification to Arterial 1 NUR i! canontoor 2 PARK EP=21 • t rj 2 - 00 111111LA-1- 'le Jkl'h't ‘ k C ity of E di na , Mi nn e s o t a Road wa y F un c t i on al C l as s i f ica t i on r C om pr eh en si ve P l an Fi gu r e 8 .4 ,. paw A kw--- ED CP • • / CIRCLE 42 3 .0. ROOD 1 ,p CT. 4P1. . L. ,,T. 6;7,, '.) 74; WALIVOI .. DR. -40 • P0 ..„,, isat -. E. 4,2 DLY0. t CIVERRat r '''.3 11 " , ; r= .. R. CIR. , A R ;C-ot " . .. & .. n FIC I Q F;P:°, 1111. 'AA, 3 p coK7IAMAL i 1,00 g IC AK. R o POL ' Naga - - N Iii• ' - • • AV J -4 I g I Er - /A IVIII1U 1 fll IC I IGI — 0 F.:e_.”,1Vi .15 .0 ----------,,i_ 3 .. 0 `0 . i " OEuILLE S: , --, . . . , ..„ . m CZ" -§.' 11.11a 3 ' I KR ' rteMiell MEI 5, lim k 00 RD. u , 1 i TE.121 1 • ri m u ipa i , ,. Attgar rws To ''2 EAs0 OV•: g ,,--.g i? ,F, 0 0 0- 1 ' TER. °LINGO RD. Ii fp .0,00 ...,.A.,A, 4. $0-2,111 margi po a, .. EMICEIMII n AIIII1 MEM P2 hi 4iiijimE AI V= OREGON AVE. s .(1, (0. - VA ai LAW '1", 4 4 >q, A5A. 3 1 i i i 4- (R , U > '3 OWN 4.3 "" t 03 . 4'0° -ONO CK BLUFF 8 0 44;"‘my ,1 , 0o, ' CO Cft c> --, FLORENC .ftwinii rilk L R . II LA. g TARA RD. i '4" 7: R., AP OM 'DE 1W b .0,. HILL L v., 411 9IL'r' .°' i31111OUR °IVI.1 - III MU" 4 'Ii!! s DR CO LA 0 NTERLA ME 3...- A -III 3 A . g , . ea.1.03 .'• '3. 11 ' A„. R„, 4 W. 4.0URCRAlc o. :. a • a. mm WM.- ,q o„, ,vo P' A ... /41. Wik ... -___. , , .,,,p , 11111MIWIMI an. g AA, t " C.enefb a n 1, Pac(rc r MANSE. 4 RIO i 044 0.1 ap. ...:3_,,:ilvem.,..s §0 A 4 limii% 'D" ,4,11142,s .4111111L-11113.; 2 ,,,,, Dilimi L. 4.22.6rom 4 %MEM 25" , 4fr MEM= I Ei 04.6 LoA • -el. , K . A. g 11511.461 CODE . A . tilliMMIIIIIIR.A.1/1 BRDCA LA. g l' g W 411 L am, .MI - .<400-1=131111-1 -11111113 ._ _ . IMEIME15 raf. 3 1 7. e n a ,. , KUM. mow tt ,... (A ugm en t er ) 3" ermir771 0 ... _ .CAN J t 0E. SLvo. „ i NE- _,........n `-` )7,fifi 0 III .i:- .111.1 12711M111"111V P " 1 . w \ ::-. Er' i o, 4 V .. ,3',0 Ft* ,,,mai.,-. -, ,e lialip, N,442==l1Mli . iltrfu'laiel * gzalionikrEW CCAPLI it Z 7.1 r lirej t i• , MEM , 0 al" i NERW000 ILVE.FW RNELL, • lit ari .LE .°2 ZUMEENI V . VICINIA A . AMMAN . . .2- ' 0221M1r111M Mali re% a mama e' P :i i , g a g '• P egg % .3 il irk ,4, ,.c.. A ‘.. RI LOCO AVE. 0 LA ifewmi I ml m iik _411111PWIE=sameni intiff MINEMENSI iil -UPAIMPRIOWIFIE.111 21dIgifilar ; 0000. i ‘,4".' -I' ell it. CD 40. _ ; , I LLOCG 111 7 ,°"."41. R. RO C SIGEMINMEIM ARMEE= I/ LIAM =MEI ' FEMME A''' CAR., 171)W011011 IA CI, 11=1121 MEM MENEM EU „I.. A .CORNIOJA ,. OR. r. ) mg OAN ARV en ,,,,RR , 4 BM MEM Mgr "B" M i nor A rt er i al Col lec t or ' ' CLOAMS GLO CMOS 13 1111. !O. MEM all MEM191MI OE= INEMIEft. " AIMS. Ski i KAMM N i :;':$• R.L . Mei tfti - 0. AVE. e2=551Mlyt 00 MIMI 0 EMI tom ., kb. wig giwons ICI OL 0 0 . `-' li AIL GER I; LrMAR MEW 111111 O AALL ft: a : ..,_‘. , MS= wool &Ara IIMIFFAI . 1 ,..c e INZIM mom - - . , - - lir , . optP r.. o 50 r-4 .-' ! 5 A2Miinin . . ' A>e, OARRZ IFOL-d EMIIIIM MI =MEM= MI Illk_.111111:WEE li.., . leffitiosal IREIIMENI .L.,.. EniE121111111•11111:1ThiMiiiiirIMMIliiillnEl ' - , "1.,. NE MIIIIMIMEW-1111•1111MMIn If 1 1 11 1 11 1 1 11EIMIENNIS .mmemmonmr-r,) 1 NIE1111111- VOR% n 1 = MINK , .1101 _ - RO. yo. . IV A 1=11•112111= 1 0 Alli.CIAtitaiiiftlitit :I-Ai& MIMS MEGMUNIIIIII47MOM t, /. Will LIIImMiri.101111111011, ,fflEMEIMaLL,.. RIIIMMINIEMI e,'NEIENEWILIMEINIIMEMENIIM ral=11112•MILSBINIIIIIIIIIINFEEMEEMEN MINIM= CrIETIMIMMINNIMMINII IMEMEIN MELIMIMEMME11 wrirlimIWIMMIcil lairSIEMINNImillIIIMIIM I '''1114 I ll Z >, Ini' . 0.1.acu MIt11=011n 11MPECNIMMIlliMilIM ''' 'Will . =Mr liliamumar, MiENE=Iril 0 rt 7: --n = immA 11.1.c.. mmn Proposed Reclassification ism Imimmmirje _ipswwwwil NEVIIIMINI. =NM MT' _ Mu= --- mem, to Arterial aim Frill MIMI =mmiliiiiIiiiiiiimmt,_ A itionmespimmaliour 14 ,, IN 001 \ .-4 MI EMMISILI•men= ansulmiallE11 0 all 112ZIMIZEINUMNIIMEI . WIENIEMINIIII ,...1.21 MIEN A Mini Mini. ,--/...,--"."441 8 MIIIMIr -., Dote Printed: 10/12/2007 WS8 Fner,ome: k ,\0/686-03\cad\Pian\II9-8-05.d9n 0 . r PV n IP. U•11 tr. , .0Y op • GOO' D •5n 11, OR. ' MI 2111r, ,, 4 rieorifir,1 E..i.(l) ,••• 1 ANA D'e I . )t. 1 . • I I _..n........ ..,„•, n & .,..,..____. 0 — 2 ‘Z =1 0 A.11 -0* =r rfIL. %of 0n 111.• P CA re-, .. n O (0 C— • 0 0. 1n • 0 ri. —. 0 = su 0 Sts) CO) aTi . -4: C 0 ail 0,) •-1- —1• 01 = ) , v.,. A...........„_701,..._ - trf - \ \ r"... OEM 'W. l ' • . ASICO - POEM ---Z-----'. . $ : 44COLN CIR. A: /0 ....„. C.) C., 7 k N. ° " '....e.--- ...., *...• SI al, ';Ja - - ,'40°‘ 'eAAAAA.' LA. PAIRDADOR e' p,,,, 9 4-A, ... P . .n . M.so MEN n ir ,,.t Mk- er"-- . A ' 74 .R. RJR.... ? ^i ,e,.. , 2. '11,00001 - %. ill : REEL ESLEY PLi g WALNUT 2 DR. 1 fri / SU ISLA .° COM AN E,I'L . 1' k& . & e • 3, re" LEN ITIFAR,IS '''' ; A DIRCL •,,e I LA. elk, t OSSF1110, ‘..M. t.' . ''''' p, !, DONTO,NT, RCM ' ' A' /LAW I" ' '' it' r"r"..%:714:11111.511*.--® , ,n TR. POL 71121 '' i I . - 1 •-i• . . s Atie Q E=PPV4PFPPT. ,s;Cst"u , • SC to A 0 GA, p!ii •O.p". ''. A. CD M A' . , ,----„. LA ,„ess 1,• i J•le' ' U"E CIA An" g 1.7 n Sk.ELRICK ..P•M'o, .. 0 ..,..3•_.?-7 ' CIR. CI ali ? 1 6 %. - • 1. ,,, .'i P •DA AO It 1,0,, ;' • A/ otalia . $ N ,EASON s-A'. e- AS. 11 a iv. WM.'S TI . . . . ___. . . LLA LA. c,. „2 ,4.4 5. N,,,, $ CI is $C1 g In -- '' CI lig ,P1 MURPHY wag . ; z) i .„,,,, ONSUAY 0, M p -7%, • / ' VPMES i3 1 , ,,,, ‘*•SON Sp 7. RD. p i,,IL/L v. cmecss g 't 14. OR. 0 • A A ? LA. tk, RD. 1IPA oe ,,,,,,,,,,,3. - OWL RD. ••••A' le" *rpN'T .:1 R 4P; OLINGER RD. --------; i' -,,,, ,. ,„, (xi :.• Isivo DA•P 5 WIMP.' Ci .,.. se 0..„” 41 ?i 11 , n Q l• ...... .c. NIONNOCO DR. MEADOWBROCA RE , , ::,___4,--(,,V .„ .i„, x •0‘ . a ..7 :: MAIN AA' r, ';',..- „ „.....+4......" -',niiiti ..... - CL,, 1 % lit, • 3i 4, _ a ‘,. a * * , . • 1 § r . 4 an 2. 11 ' . 7010, PM QR. . - ,<., 4,e4 T,,,,* A' LP ,L.3 so .0'• N'e,, Iftl, etke % .44,1•A' ''''• ' '..E 'A' Rog ,..!t VOUNDUIS . .., $ \ . ViLLn w Pi ;"'S ' AC. ,,,,,r01,...,,,:.2 12211M1211.' .' ,4' . 00ISIANA ! El DAKOTA A,A• t . Compdtun tu Patak -----n -••(: .--------,. !x.o.::::4:1 Y..0 RD_ . 0: ,..Z. ;.7: ' • OS AVE. 5: , .:12agi g ., , 1. ,,, . .. A cum= 111 mem N 4,4f4f . Oa IMIIITEWIAI CODE z1(4, ,,,i 14 L . tilEIMIEMILIM g ,g " ' PARR NICOLLEY 0 — 'v., i Blkl .„ . LA Elk-a 4 glill tli''''. MEMO. II 'VI!, limmo,„ 2 0 = a) = 0 c = AZ '' '''' p . '‘.--- -.. BROCKSIOE ,,-4 - sto --- AVM . Esal lill , INS k 1:;* '''''. klath112111=liiMilliiiiiiiligi allit:5, ,,, atclum "virp7 10 . _ ,,, AlWirailli 1111 ...Tits, • .5.,;,,,,..°0`.11%,..,...; 70 W. SUNNY Iligati%errilair ....i 4.,,s. r u Z C:1 ci .A.ss s i.... El; =MEI OUZO EM , . , fiarpt, L 0.0-,,,,,- MIgairi Assirtirilisiii CO CORO AZAtrallaallORMIN 37 ZVI AA - , 4fle t• I 8 gilagallenrilir 'S go Pwr.r. n••,.. '''' IMIMEW :1, =; p H I: \ r EISOIDIONS. 1 • '5"N“' SNOlre f si• Ile mil - 1 i is; 1 - pro", onli , 117.,,,r a .mt-wit,..iarwEroksir I! 0 I :LOOS AK. I f f 5 W 443inumlit * riltie i ' RIELIMINIgr"Pp II0A4' .1=o. iN. ',1'.(..r, •Ft,.4 &EN WACO 'EEIMI9:51,% ma- Elk LY Ck WEN RYE ELIA . A A'CORNELLAN PAIDILAWN AVE , , 0 Barliffill /MEM= 111131221MEN .. mismumin @ MD WEENTENI ' 'f a.,,,,, - %TO- ...„- RROD e AIM' Mir ,... C DAL "'"AAA an .A.01E1911.1111M1 mai/ELEMIiiim MEP .,_ • L1W• it l' '''',A.T R ' ... MEV •2171 NOW 'ANANA iim =en 00D EN , ...- 101l a° - -7 NMI 0 AVE ' • ;00. 1.141531M1 ALL DER RA Et': • A a ewer IA VIA 00110 MI kmicidtM AI iiti'4,. s . 2 133 r'r Al I I I I 1.-..-.... f e I eNtitim— MARV N ? . ,.,,,,., _. - „,.,,, ,.,„, / E Or §f,.. 'A ? inwirs,affmnri IrEIEMIIMEIMMEI -,,,AELIIILIWEll 4,„ N, . 0.111E illE1:11111MSIIIICIEM 61n 11111110111111M111111KEI ..012....mmuirmilmem ME MIIIIIIIING7INNIIMMEmn Bintraimmir N).n 111111.1Mill I 0 _. .Z -I, in CI_ 5- sv li,„ 51tYV EDI MD . • 'APANTRY • so. la n' EMMEN.' A I Illn . s. 1 '' "- 0 7 P . E BARR mentiii=ralliell =Meson _s, wrommlom ill i co I i.,‘ -,..,...- wils.mm.11111.n NIIIIIME16.. i mallIMIIII • ,i I 111111111 llikra G /AM x xs ImmommONIIII csimmtm_so mum= Millie... - k..___ lam .sRMIERIIIMIREER Q OMEMEIJIMIANNIONMEMEN MP MIMI ° z 2 = - NT 00 00 IN • - \ Nil;tmlaa- omiFIIMEMIIIVIIIIIMMillnillIONEW \ :MO MEMO GI WINIERLIMMIENEMIIMILI ' \ imiliillIMEW MN NEMINIMMINIrm— imerimumummom I -Inennimm . mgr... r112211MilillIMM1111111111111111rIMENSEE211= EZITEINIIIMMTIMMIIIIMMIN EMMEN 4 MOM= MINIM 111112211111111MMIll 1111EIMIMMEREMIIM IMIEMESILIMMI 11•11111011111211 MEME191111.1111:MEN Tcill OEM MEIN= °mg."; MENILIMEMI AMER IIMMIZEIMIIIIIIMMI N. " . EWE 11•1111M7 § \ ,^ 0 MIS - 4 5 AVE. 7. MENEM EIMION11111=k, •01111 minims 7-7-7- 2,, AL 'AU. -- • - ,, ,,, , . ' ' --- .1 1. ?E!._ -- . 1. ..--- . ... Elm, 600021 __,:' IIN2irrsipl#O},. - .. , 114 , sl :-.., rn t 40111M A‘&10 . .. . 8 ' I "Z.' I, 0 . ... pt,-,sttprean Ink tr ''''.?i‘ ErEEE 1 / p c roffirillem IL , L =L:A17.0 L n . . 1 1 i, n 19 1 l 1 t "M t alg 'V °ir g ) I Ntilie NORTH 114 .. = - oo,cr 8 ri- 1 . 0 1800 FT 3600 FT . 44 St. , •,,, .-., - l 311-"M",31111i I...II •1 Jr Ivor , , ., ..r.im .3/0 2 ing Attnet:g'rEali Oft f;#- osio i v"1/4ino, iiim viiiirgro lll 1E11 L, a- Z • :451;ffiliaillatist ..,- pp ' '"- 0 As- E Eh 1 I A ...A sup. 4 IS ATERL4.117".101E 1,1 IV WOK- R 1: odf p FERE ,,,,,,4111 Int Eon 1 ILlin i'ku. 2 '- IMTEPLP 6 t!,,S """T2 90 IMTERLPOLITR Mal - 4 4 , wag 16600RE 52,1411.00446 p cralrr--- met 2lizt Ion III ) 1 X. HyVeali V c . g 41112/4 APPLE gE E • frfluri6PPPP. POI til l 169 SM. ;-;,. $ - T0. MM. 000 3 .. c . ,.. PUtt CRC A dig - . ' L.,. 'Iir''':"°----.. ' "Ertr.ltsh. 21.1.,t% III . FW1LIIIIt1 EimmikammAD orimpurum._,, EL - INWITI miffir4'i 1 Cs 4 § t- i 1 PO PL ,t, LOP '4- tt, 8 § 6' 4, , FEE 10 62 =ENV 4115111111 '":--,/iig. it / P M jilitennAlinta Eaj:L--4uittlirfttilIlIl! -fferhcli . .2' c ''H•UI IV 'S fill lin 1112-`-1 .---- C-M6'41170111511M1 um_ .0 miry 111 • ill IL. : g ,?., 7- 13 % op °I, ; tt. err-IMF .,.., - mgs . ..l• Elig , - . gill gig "LAM ,,,,angEENI t 0., - ..., , 42611 14, d A n ,, I `,, AM S. "brill Wi it PS': j 'A. al '0; 420 lir Liklealta". "MUM ••,, rA9-. K. - i, • .3 ,00 u_LS rat sr 1 :iro.--k•;k Mel °I 1,,),..,-.4 I: ' . s . --.1 -dill i. MIN IN AIM_ if • 11' g PASS , "114LICI ''.., cr 2 CT. N‘ke. ' 111n1114111 .t, S,- WM RI 1:g:77: 1 -ir IP • leo ‘V. v___,.., ) el V 911X" KM ST. g sti t 7 I F:::....., 25.1.11114144 L ,4.' ,,, E*.Aaligibu,1 691 V Air iii„ EF T, g "e ergs III 411 A "ft-Im. kin 1 ,:.% •„, 114..61114 4 t tikill ,, F4'41'1 34.11IRCIICSEST Dfl. 1? 35.11.63/0 ST. F11.:ETIL: I i , „ ., ril. 9 ,„, 61.L02,014£6612 62.UoCAULEY 63.1PCALLEY 64. AFIR0.0 SS. POIAM NSLS vu4v. 11F i'10, 40 ,,,,,,,.•- L oc LIOS.;424 .4/ '0 'VS .. • t § OR. o Mt CP. • 5 r", '4. PASS 7L t0.1. c„., VL Ems BM C4411144,,. OM n 6'4 4 . III . II Mille. CST ..e ,,,, PASS OP 0. , 0. CI. 20. 20. ,0140, 0, L74 ' 5 „, e.... .. MIR I. res. 1 i rx....,z... t8.BLAtItP10t 69. MILL-4.1162 /OAFS TALLEY 11.DEVET NIL L.E'ri, V 1.1. gib „ ,j6,... I FLA A , tillE , c.,..k m„. , 111111*. g- ,....4mir-. atwil tg v ,,,,..e n 1 grnmamkt. © .„ 11111104111,- mitraww- -74 Ei; .. - ie..' ....... g " jc 111 State Aid Streets Network) LEGEND: (2007 ° ),A__,,,,/ 9 Minnesota City of Edina -. Municipal State Aid Streets • Comprehensive Plan Figure 8.6 0 0 , 6,000 Feet Maloney Ave c, 0 Interlachen Blvd 4°0 00 Benton Ave ° W 501h St a oo W 62nd St 68th St 0 ° 9 0 op 70th St o o o Dewey Hill Rd 0 0 0 Source MNDOT CMAT Number of Crash Events.i 5 10 025 0501107541110 10C 2002-2006 City of Edina, Minnesota Comprehensive Plan Crash Location and Frequency Figure 8.7 Date Printed: 10/12/2007 WSB Filename: k:\OI686 -03\cad\plan\fig-8 -0B-dgn .'i op .co TR? ei .,c. • 1. I '''.( . s'..." '' . ' LE 0.,. • as. a I s . li 4 A DR. , CO NO Rie -1,- STAI ANA OR OP•OR INIT ;\-1 r \ D i I.E 0 01" -_--.1 n 1 AL6 Al ' _....gliMIL-EL-11611 \ 2 7::5 0 n .g 1.0 an P. SU -1 = U) -n rn in Z. Of) = (1) (1) Co CI CO CD 4. L Cn- .,,......,,,.._:•••••-....m.M 1111.•"-- )=1.1 .0„0 ---141.- -4. • .44111111111lks-=.......-n --- latTrildi 70),,. SOG 00 ,414 0 • la ,s, • c n AA1.160 1 DR.e4COLA CIR. _ maim r ,.. \ , .„‘„,.„. ...0 C") _ 0 POE A e yam 9 N Jaw , ii N R a MIL Mims mi ps,,,,,,,..1 , IMI r. WW1 .._ OR MEL_ 6........------- GO ' 4 w \ . 1 111111 `.4z ''.5' 9-cr. 122193 -. .- I DE 4,,...11Pna ; ,,,,, Slvo. •01.7 C... 1Z '''• i , AC / `; OS ?.LARADA v•,11. 2 of.E• .• ov SOT . .. . 4,/ .",-,f4”;1;1”.. Ct.4.1, '4 ,2. ido IN . p •#• g cox70.2NTAL •PG • AR OR ,,,L ,.. VIM P RC AVE ,,.._ P F. 2 r P 't,„ r 4 4 Ali AS ,if ISI•OSDER s MIELE • 0..A640, Er* ' i i R'''' R 106. a' -$. Sc . , Ad ''. 1'30104 1 §. C74,•,. m . C,,,, 2. IR• , g :NNE ''? f ,,A-iLLARN LA. 4. ,, . 7,,,,' 0 .§1.b,t „. .-,, „...c, .. J • X SSE oRoA6 en= 1111r1 el I ••••,@ MURRAY ilk . • O.co CD . 2 0 CID o 5 ro- - *. 5 -c, R.. = co al Li 0 ° i n yi # a go:, i. ; C ,,,s ,NNAWAY 0,, i IF . L.11 rea PO ELL RO. An MEM ci EMI MMES. ikill.Inn K. e \\. .,,... ,,v •ws 'ssc 136. -0 1. '" 40 , ,,t 4,. f.s .. ,,„:54.,...i tal 0 , 44 LI 0 cr. . DR CO < ,n, NNON • is. ,,, L ' n j ". • OLINGER RD. • ,,,,, o _ tri ) IL ,24' CO ' 7::n"' • 0 A. :C R ii) 11*!111104 ,•',, 7 R TA L • f, 3ftallailk, z g--. " . T r. " '4' .- ‘.' "zo',7007 .o 1.- rim VI , A i STUART - i '''......t. . a Fq; A ' i e. ..A •`..) o .,T.,; R LOUISIANA A• 111114, 0 CDGERO ! ! A A coLowo numibm .,-. 0 . \ L TER. g IA. RO. clIE c•,, 11161 .0.4:141 C'C'i .0 pomow:co 7 5 LLSID L 12 2 ' 1 v .0 ,1% 5 i r-,, ,... i 0 OR 4,co' Rag 22. If 0 -13 0 as- 70 Ma, CD - , -0 a,----- NTERLA HEN COOPER mall pain RD . DOG ^ i AVE. p .*4., _ . c . art. • • • ws, 0 A atm - , . -,;-, t 0010 IW RE F • , ,,-0 4‘ CI.,...2t1 love,r,v ,A; kounou tIN ',A, •P•SE• 2 .. i CO 'IMMO.. ibut;1211M2N.. \ . ( 4 pe L--- .,.. to JEIIIMI L • 0 °R. 9c. Vili El plair1411. 1E26.- i CODE 4 /0RIDGEVIEwo ,simovemila eemova -. s ,,,i 7.19012mon r'.,2, kr -.4.2,1411 t3221L § § Ell No 4}0 AIL. • 2 /2 e KENNA .g c.c„. IM1 BM LA ',MIMI, r. ma - 2 1, k' R ROL EMI ''' 121291111 t.... '''' PP It' " - - ,?-* vsuenocitsio Makv22',001111. IllanS MEMMIll IN 1117i •••- SP -,.--, • ', ' I"! I \ ,"nr,E, MAI lgAk . MEW ,,, . NE= 2-1111=11111311A= ummosimmr.-- ... ".--, virtal-E=Malliiiii.E.3 IMMIIMENI % I CA riMEMI 11 . I_ JOSEN . AVE. ,i,••• B.A._ _ ____.,..._ _ ' tiNNiv 26. l'A SHERWOOD AVE. vAr NO, ,,,,, ,,, . EMI °' " i IN ' ir ' (fia% \ -AO LCAANJTER - , ' R. PARNELL, AVE. ' AN2 0 „CO,LDLET rw earramerialffligrup .1= k.E... rre, pi, % LID. IMIENFRIA Mama 0 ME ,RoINIA AYE. Ammo CO filiii • 221WW. ,,to , I . aviP. SNORE . 0. 0, ; IP 7. • v- ,,0 -:= ? 4 ,. A . lidial 'n ii, . 020 - A IIMA4 „.„.„, z i OP. II a SELC.1.000 AVE Effileal fteki- -0),:, cr, iNVEMIEMIESIMP T. o Iffloins g Or FIliczo ge.1.-.41!!!1=ing wErommoummucr'mllatil 0..., .. ,,,,,,, TO .. r...4732in to ADn _ .... f LA AF ELOGG A 2 AEZMIPMEM ,3 IIMEM MIMI , Ity '-'1EMMIll 4 -. am Ls)C31 ', tv AIMINIM= IMRE =EH/ -CANINES 1 ' ORNELIA)3 . oN. 0 NELL M. P „,,„,, , Am.. DAM1LAwN an mo. MIMI Ing, dui n immorra • MI= MilIT5liti. VETEREMIS , , I AI miv ,0 IMEIff, . 4 Alik ' Mkt WWI@ Mika IIME -.4 ' Ord") I t' 0 4.411, t A EMI ' ef" i r91551kvii . 1111191 MEM it CW. '. OORGA A.,' 11. -'667 iii ili ,„,.. 9 AVM= Irrigag iiiti ' '12111gIrldAVIII if (lh . CDA a meal CILA trsai MN ''I .- - --- - , ,,1 r. T, ._- - '4 IrellilM1111125=1191 Illasktiv-lemmars .....1 III IMMIli ma MMINNIMIIMINNIN 1-&-, MiWimuma ' 51REINNININNIE____-,' !I =mem - 1, nimoomorassmi i 1 : al 11 911111M mon ' I P A. ABBOT A -----, rzsmimr-No - :s, ,i =grim m num i itii,„,, ,, . ItS la . \,, \Min Allarotwomm6.71„lita-A, MD14P. C°11C1 IMMIAIIIIMEN alffiffiriMarlANIAll °MORRIE= szsmaymr-r, IMIIIMPINFONININ . - co iiN, Nalk WM= OMNI reMIIIMMITI . ' MIINIZINEIN 1 "1 li co ENT, IMIIIMM 1 1 I I= 11 Immamummum _ Mal= -.- - z Amag RIM a' 1110,111111E1 9.111MMINNE3 1 Z 0 Da --, OE. . n .VIDIL% M.Irr-,, 7 lab co MIME 1-0•1 ' 1“.11•1•14.71n =1.-s, 11 ' Illifrn "IITEIMVEIVI , mmi =nom • I 11n 1111 61:11EMEM=r1-41111•=111 Wasminimine-mommi . ir ‘21,:mmu, g loomiNai NINTIMINNIIIIMEMI I. Effl EISL. o) /MEV 7 0.01% \ IN IIIMIIIIIm EIIIIMINENI MN. mniNercuumillINTh . 11111,11 0 . a n r-• *, nu L . too MIN IIEMNINMNIN Ira all 410 III no 1 I 1r i l ill Igliri ILI: Alf 91 1 lit 111111%.16 Pj 111111117 4 '• po law 0 11111111111 yr 16,1a; gill li 1,11110 1 6 urn! 1 1.1 _ mu . *•;4fp ram 1 itZ5 Er ` dam • •rnpr iginoirmm rik 11111111111111 11111111111, lilt 111111111m WIIIMI,D '1•44,411111: • ii sam ff Add MEI in 1 oldrerOBAIIIIINI Ille a la Amalfi nim im pal 71v,---- r rim i EntE11111111 Irreerri. KIRIN finAIN1111111 it IAJIrISP 141111111 1 -7/01F111111 11111p itejr MI101111 _, I 1 I ji MU WOW r itiordmi ii„ .,..... 4.meg it Aqtrui7,71,1m Ame 11,111..A _ I I 3 1 14 7:1 1 1 1 totrI Mfop i a mon MEI .."1111111 III I NE 111 1M ill Llaill MVO W--rI - 11 - LEGEND: Existing Sidewalk Proposed School / Business Sidewalk Proposed State-Aid Sidewalk Note: Park Pathways are included on Figure 8.10 City of Edina, Minnesota Comprehensive Plan Sidewalk Facilities "DRAFT" Figure 8.9 NORTH 1800 FT 1,5 L( 6 n 161,4211111110 gr s I . "" link-'' Milli " * . 11111 001,/' 4A 11111 IrrIN "Vi/ .1111" PPIPMPV" 0 idol i )1 11111111111 1 OMR WUR TH litilii in r 1? -b- miejs6 0 WM , - eli n "2.1...1 HEIM mmi num $m-d°='`Q 1 Iii.. 0 w * 1111W4.11,21111111111r, Illawuimmon emeimett .. '.14, 1 *Jul maPp*-. if fru,' 7)st. • via:Iyii, A tolpmei 1 In ull II ?KEEN (,,, .0, N.-- a 111% Ell I /2 —lit ) 17 '`Al .(Pg - cr-7 - h‘'/-z- mr 111/ ' 4.4'nee umnr7num ---=',Oirmit2linnim - Alianummin , 169 ' i w III /t 1 onminimm r . , intzemaguton. H-k. .., - FIE 1 s , - .• efiromw,rjrisseir /„..r _ill Ilamillk iifid11111111 s :au um riVi'n-Alkanypi, _ _ Nei II–rgif A ash irw'''' 15 "3\14, 11. mil - T ° IIIIII 111111 KIM 7-- IT I. 1 (., us OH 11111E1111111111 A ' -90P ...,„ir 40auviel amsr1101 mintin r111111111O1U1 i:4-1poinnil ° . A Atm • -4 I dgm 0WIIIIIYA Mir 07)V-dill s,. 411,116 ingr,.---1••n 4,n wog Alb L a; <1 i AM k a, 0,, zdt ' -P-7 mit „Am is n pq lk 'iiIIIII 1. A.L ,...".. A , dim 1 i I firifillitt. TRIlilibil . , „ ' III • Ia.- - 11111 ,O, ‘6. A LE'l 411040" dull 1.,1` mom .daprou_ la 0 o .,. , fan"-11.111 -aut - ? -11_1 Y dr W eV --40.1611 [ Ill ‘c__h ic, pill ' ' am , Proposed LEGEND: Existing Existing Hennepin Park Pathway County Corridors CRY of Edina, Minnesota Bicycle Facilities •' 2 01' Comprehensive Plan "DRAFT" Figure 8.10 City of Edina, Minnesota Comprehensive Plan Edina TAZ Network Figure 8.11 tMINNES4 A 100 Parklawn Avenue West 76th Street Me tr o B o u le v ar d S 1-4 S 2-3 ALE, F S 3 an ce Av e n u e West 77th Street Edina Industrial Boulevard Gateway Development Area S 2-3 r: S 1-4 S3 Minnesota Drive West 78th Street Gateway Development Area Required Roadway Improvements Figure 8.12 City of Edina, Minnesota --;) Comprehensive Plan LEGEND S 1-4 Scenario Mitigated Lane Geometry 741_1V Key Intersections GLEA CT. HIKAR1 61. LONDONDERRY DR. 62. InoCAULEV TER. 63. MoCAULEY CIA. 64. ARROWHEAD PASS 65. INDIAN HILLS CIR. 66. INDIAN WAY W. V. INDIAN POND CIR. 68. BLACKFOOT PASS 69. HILL -A-WAY Cr. TO. LEE VALLEY PO. Ti. DEWEY HILL RD. -c 1500 FT 1111 22. RA. IcK PL. SOuTH 23. NEL°. LAKE RD. 9 II 24. HORDANDALE CT. 1IIi D NI.A.HT.A,11L.AE. s s . 27. JOSEPHINE AVE. .ifiliMild I I :Ss: CsOsIsIONs I ArliE EsT . \ Cali lb ci .17.11 1 i 3 0 . RIDOEVIEW AVE L.L. W. 69th ST. Si I I um 31. HOLBORN AvE. 32. ROLF AVE. 0 III wok , 33. RrOB.ERT,S4..L. 1 RCHCREST DR. 11 3 tie cied .63, ST. 2 III .AtilcE,R•s-,-„. . CHURCH PL. e AVE. PLAZA DR EDINA INDUS', 136. CHESAPEAKE ., ••• O. CIRCLE MI LION RD. ST. 13. LU 2 ][AMNN SOTA WAT 01.Z wHIYI w„ 4ECE 41% ORON..) 7215 5.X4 EL DR. 68" CLINGER BLVD. . 62nd ST. ing 041116001607k nd S 8 SR ST. ANt 3ST. 1 M N 3000 FT ItMIKIN SO A ROYCAR (11, DAL A 2 vIDERE INTERSTATE 50,11,17 VIKIN OWNSEND DR. o L100TTON AVE. , 'RESNICK BLVD.". (XINSLEY ST. Th113. MINUTE MAN ALCOV 114. VALLEY FORGE PO. 115. ANNAPOLIS WAY LEA CIR. AMERICAN . Band s r2 BLVD. .82Ra DI> BLOOMINGTON 41L r Anderson Lakes PARK KNOLL C S. TOWNDALE DR. CARDS CIV "DRAFT" City of Edina, Minnesota Comprehensive Plan East - West Connector Concept Figure 8.13 ___-- ''.: .,., 1. g IV . :r1- •v • el coo ST et- _, ----4--/ u' r, 01.40111711 11 •Al62 .1...- \\, itOfit..mIllia=. dial L---_,-- ismiwImungooki.., ' * ' I I k , , ri l ': 21 1.0411;1.1 illE seuev 7t, .1 R. grl , Ji ailliii Mt ...Alit' 4„1 t ' t .. oit A. PAM Lt. , 3. n alett.M ti 0, ., EXCUS1011 t :: 1';'2= gliV111dEGENImmi k Lk,- 1:11111 NORTH ttio q , Il la am ti mom Ili 15 nini J _ -_, • . . - '[..c. - -Ina 1 ED ,138. ExCEL516,2 •. 8, 1800 FT 3800 Fr i , 13 El • _INEEEEN1 1.1111. ,®.... 't -0 -0 '5"..1\ v• - 6 MU ) 4 va*, Ili- "'%.,,n 'lam ° -1 VD S IliliNEENI /111111/11111 r mill lgialEIME CLUilir ,,, A' ! ._51 F. to, •ArEall. An. i cr a. 111,7 . Vl•- L.- A 76.EDINDAD.OX LT.. '<Si U'M -4; ,.' : !( ' • DIVISiv V . Uc), 0 . ,,, coo: lr.P. g 111111°I Iliii, , 1 - Elmilil ETE011,7111111111 i •"'• I 4? 0 7,c6 .0.„.04 16../4ADELSSOIN LA. 1 .,. 6-% 060.1.0 MURAT. , n , ,,L, ti III .01111N1 klEtrir wow a ''s , . rag a 15.6.6.02/ SLUM REL uqk 4„.. ,. ..., LA, t ...4 0 ,.. , Lake . YEADO• LA. ra - b• 2.1 4r: ST C",/ ,‘•APPLE ' 169 -° ';--ei i" i r 4 ''' 10. ;MOW .,,! 1_, cl ,‘761, t LA,. .PIrre SOU .. . CAC NOD7.0.4., '..54 ,megot in gri ,, 'kt., g .A, r • .. 4,0 d''''' t. . jE 1407 lip'. 'Jjliggim i,,:.,,,-- EEI /111E161 iE F DAM „,.., ,. 57 4 ....." •q,. 4-M. Xt.:Fo E. ',.1111115 grUPPIPI MINEI rifflig Llimmet 11•"" .,,.. firE f za,.. 11,1 111 IN.. w, - re411h J iximmia ' 111011111111Die gliLfil 7 !‘...' limig I 1111E1 I) IIId'd7710 ..Ains IIIII MEI 1114:°,.mallill ''''' "...AMIE! ii "4 A S 1 10.270%02:1117 - L 11 • , ,. Will 1 17 ... DA. 't .•, .,,,.. n2 i - v Ann • ,,i . mg. ' "'Cr ". all; , f,- ' . ruzaillerill 11111110 719ELENNIL 1111111111 III ,!I ..... \ 11 : - mod itecrit1111 ''7'''-10711;1 1111111 111111 Ai s„,.i ,,,,k hili ' - MEM 51 7, 24 : ii! %A M. ,, • -111E1T:3 gillg ,,INI_ %,___Ak.-#. 1 Ad, g IT bp .07 ill i 7...--,.„.., - - .11:! b, -.111Y ;b/r77-----Thlf i„,,:,, a9.. 4^ jilik-- lij rOX C'• 11' 51. -"ii IIIII 1111. z •VALLEY PO. iic. 4.e., I i il .1_____,3 \Nit -4t , 41: E gis 65 ? TM. , eRT fAliii! FOE2.1 4 g 14, ' . .=Q 8 rt.:E:3ra'CF' ...Jima LI. 28.CO.A1IL cl. ,-,, 11111 tr, T. • , lur PI I ' g......%-... ,... 2A1A a 0.,. ..„, lita iio, Zr..7.--.1 31 voIN . 66rn sr. 11 0 (IT" .. ,. '41 MS ..,.. LA. II Feb.1 . gla6 *WA S7. AINIEEN ;;.,,xr..s.11- mm...r h 2.I, ' A, A L.„ gem.. LE:civil 111 ' '''' .,,,,,,,,„, '• 0% ia ..,,L„,„/,',,„, --II ...47 # %,'-',:"(> "So '''. . vd. ,.... 61.LONDO2DERD, 62.1.CAULET 63.1kCAILET SS. MAN PRLS 1.'-1 Ga. AnflONI.0 6B.RAMOOT 6,3. 10.LEE M.DENET HILL . . ,:,- .. , t,. ee ER e CR z .M0, PASS ..- CR .,... '' l' ...V L.I5 '•• 4,C2R. 5 . 1:z.=.- Egm 36.101G7 LA. .i . TEP. (LAM/ 1 Itti 6 1 4 '=n74-:' /111 IIII rEirEr z:.... ,e. -,0 „ PASS 00 LA. ,,,,, r RD. ,..21740 .. ,,,,...aa. DOMIE Mt ° ... P. • 4. 112•1 FA ,-1,,...., ,...0., t 0 V ,,,,..£ 0- j Oak* 11.1 - . IMME .• GrAdA ILE .. llin 57. ORTOrClik rill! Id", __ ., • MICA i 0 a .0k, AMIN' P NREIMIM .,,vittiap ;., . P , IIIIIttsn R.11111111 Cm CCO • 6 una 57. ,,, 1 .., :,.1.,. _. _ • • Ma 7.67. •\.' ?.ci-nk9 '''''.1 via .,:! I LEGEND: n Identified by Hennepin County as a candidate for tumback to City - Not endorsed by City of Edina Jurisdictional Turnbacks City of Edina Minnesota I Proposed by Hennepin County ,..,a. COM prehensive Plan Fi g ure 8.14 64 3 ;•( ,,,fe.y ''''''',. ' ,2S-a. .--. a.,,, 1-31--.---- ... , a .. 0 iv. COP 71. %IOU* 4011111 .j: 1 5. ‘ \\N. ttZli•7611104d1111 - L Val • G° ''''' 1‘14 immit, ...--41.: -,z,,.i. lltilliaw , OM • ,------, 00 wrIvipn ,,..„ ; Akik 1 it....\ NORTH - ... - t 4' „. it .15 . . ' ILL 0 Litirm . ..... . i d 4 I'l EnE/51071 Bra 0 t,,,-0.:.,,:.--..... ,1 v.-- ••• A,. M eactowSomk Laka !,1 LANE tiot,„ I 111111 I lintil. Er min E c o li, ..; el - k ,x,., 00,0 MIE M! ii 'ARIL! 11E. I mivft 1800 TT 3600 FT sr. i 11111". 7 iriklird.c, 11 1 i giant agiiii ..-iliirr: - :1111 E BE - 0 Nam. A '1 : pi‘ e illielinis litropireasit r..... - 4. vvrws tm 511-='"Ai4,-P0.101111111111f7(' Lop . no. ditlIEJ111111 .v,Q„ -', 50th -F. Ii I WAIER1110 n 77... 051-Etadd AVE. Commercial . A , , , .e, f, `r', o s Area ' _id and France 11 1..‘. *-4...iiiiiiii i 'I ir -IP" ,., 000RE57. . 17.CASCAN la KC. :Express n11; :Km i Transen 001.0. . • lelb, Are ' lliblr% 8. ' 17 ..1 _Ye , 169 E L g .0 .4. 6 C: ? 1j - .,,,,=. Turn "Around Cr 4- ,- Cu de - - '4,kk'41 r '''" i t. 3. 4 cTsj IV.: tR. ;10LOY 40 - in 0 pp" 4 Irk: L., ,,,,,, 4 ' t UP P, 8 (F-_ --%, a s'',P COMMqrelat 6-A.,," 1 p g c3 4.' t ........s1 :-,' .csn z . a 7,, IV ' . ' t , II"' EBIE111111111111111EFE ' 21 ' driLJIIIIIIIIII 111111iliELE L .„,,,r g pP. c rw „,„ 'cu m ,.. I ,.1 4. I ., . " Libra .c.,„„...„ . "*.0,1 lip ,-,,-.SerYji...-_,9c4-a. IP [[A , , ,,,,,,,,,,„ . F --,-...,,,,, •,40%, !iii ' commercial ,.....- , ,L, 2 /0"..Area MMISELV / 8 al5. W ,„,, •• -- 1 ,-.`\f-ilq „,,,gr lermillEirgre ° - - lit , 8 11111111111 s, min C7. il l,S1 / 1 iC Ea MeInd it io JEREI, OVIII IIIMI ' 7 404 , 5 iiiii-". feri PELIEsull1111 ,......0„. .... DR. i Er -;.. „mem 1 .0,,,untiA 7\ri T MI 2 - - NE111111' V111111111111111 ,, 1 OEFUN ...a_ SOWN d .. . Ell II '01141111111111111 .... D.,. c;''' 0 mil 4,04',, ifiNdmill'irrli 714311[Mii -1,11ErriatitrE , ffAINP flSt :,‘, E lia. veipit . -1- 0: %, i -Ty qig Inflei.ff •,‘ li /II t 11 , . PO ,..4 ,304103 le ih,:italit111111 1 III 11/11 ...._ ..,,n83,- ....11111141 ting) •.1 • 6 . 1 ' 4, sr. 1811 " ""•;;'; '• P'--(1 „ I--- 41- 6. Southciale ‘-'iall1) - -kb x 1111' Ell a'l It F irview Southdale ,,_•,. Transit elp_o_,•,. , 3; 3 '-,I .'99' Hoseital My. Center Anon' . . „....., r. E: li 3. i ,z, ,, , 2 it, V AI 39 AU 4 4, ..4_. zAfici .a 10,,,,r. P. 1 ,i ,,1 l• ur,, 0 0.111 Jsps,..e. '-'6$' 1 L ,, 1,:twil, 1 ,,.„.,if I g*.rg WI '" a , 09.2'1104;7111:7CL:17 i IIIKI 11111111 pa a Ji PAW isiv....P.m, Commercial 4: 69. lig _ II') ' "1, tT. 31 IIIIIII OE IO o ' Area,„ EN g gs '43 4 idiNCIEM,! it ...Awn all Dr. _ / 1 ,I! altrkffill 48 4 169 „. AMU w Sri 61.1.05.00ERRa 63.3.43.1.61 6a. KM... 6,1701.140.15 68.3o. PCed 66.8“666001 /O.. VALLEY 71.DENET MILL - , DR. . i, 5.0•• c Ptc :al e . '11011 51:5IRC EST pa q MI '/"' ° it'll:4 „ '.. ,.„ ,. LL "L.. iii 18.0 T 1 PK a R.EUR1Ca MS a CA CPI T, . DC0ET a . . Ill :.; EIrpg 1 n Em - ,F,..,,,,,, ,..„1. 11141 g COL MS ,c55. 07. 9..4.. ! ' RO. RD. ,.0•70, 0,0. I lilt 11111 , . I , ,,. - V •SIE.V:- 111111E1. % V. 167M1 , \,._iito. LE VA 55 :4, A 1A . • 5 totIpli.„ . , .....--„,..,...,...„„, ..... ., „papa ,, 1110111;4411/1?'1.- /r6dt.-‘1"*1"5°49. to,p. CI P,,,:"',9,. 2 1 I - at4ek V 4- - - - 4-'- -- n . 0 0 " 4 7 ET Lein 49 4' LEA CIR. .7.• e" \400 1 ilii;-- 4 A '' 61:"'"L' 's 494 ..--144'111-4 a Ols '---:-7? XI, k - p, a , .,,, , .. 8 e 4 fri, -1 Pn1'-'1, ''' "I''' ., f. 1 ' * '...i.E9,""'..-.ITngl LEGEND: Potential Route Potential Alternate Route I I Parks _Nr17,77 ,s,v.,------•;74. 8y e 0 City of Edina, Minnesota Potential Circulator Transit Services ......,„.. Comprehensive Plan Figure 8.15 Hwy. 62 0 Fairview Southdale Hospital Hwy. 62 Heritage Dr. 64th St 65th St Option D Combination 10 Transit Stops Shuttle Transit System Legend I Potential Shuttle Route 66th St. Galleria Shopping Center 70th St. Mavelle Dr. Hazelton Rd. 72nd St. Gallagher Dr. Parklawn Ave. @Centennial Lakes 76th St. Minnesota Dr. 1-494 66th St 69th St. 70th St ® Southdale - Hennepin Area Library Hazelton Rd Southdale YMCA Parklawn Ave. 76th St Edinborough Edinborough Way 1-494 Potential Shuttle r Stop Source: URS Corporation - Edina Prominade, Urban Design Plz-m City of Edina, Minnesota Comprehensive Plan Potential Greater Southdale Area Shuttle Service Figure 8.16 2030 Transitway System Transitways on Dedicated ROW Tier 1 Northstar Northwest Cedar Avenue I-35W Central Tier 2 Red Rock Rush Line Southwest "a•Transitways on Dedicated ROW August 2004 Express Commuter Bus System (0 ( I 14 H:11 City of Edina, Minnesota Comprehensive Plan Metropolitan Council 2030 Transitway System Figure 8.17 APPENDIX T-1 Traffic Forecasting Methodology TRAVEL FORECASTING MODEL AND METHODS Travel forecasting is based upon computer modeling which uses land use/socioeconomic data in conjunction with transportation network information to determine future roadway traffic levels. The projections for the Edina transportation chapter of the 2008 Comprehensive Plan Update were performed by WSB & Associates, Inc. (WSB) using the Metropolitan Council regional travel model. The regional model has been set up to focus primarily on regional flows on important arterials, so some local adjustments are required when using it to evaluate individual areas like cities and lower level roadways within those cities. Traffic Analysis Zone System and Information As with any transportation forecasting model, the core of the regional transportation model is the use of Transportation Analysis Zones (TAZs). The Metropolitan Council has divided the entire metro region into a series of TAZs. The TAZs which have been established for Edina are depicted on Figure 8.11 of the main document. Demographic and employment data is loaded into the model for each zone. The Metropolitan Council has projections for each TAZ for 2030 based on their assessment of information in previous Comprehensive Plans for all of the Metro cities. The allocation of trips from each TAZ to adjacent roadways is set within the regional model. In some instances, these allocations were fevised based on a more detailed assessment of local land use and trip distribution patterns than what the Met Council uses. City staff and consultants took the Metropolitan Council's generalized 2030 TAZ forecasts and fine-tuned them based on the most current assumptions regarding future land use redevelopment, and on the knowledge of local conditions and issues. The TAZ information used for the modeling performed for the transportation chapter of this Comprehensive Plan Update are presented in Table T-1 below: Table T-1 Under preparation — information is still draft pending discussion with Metropolitan Council staff Transportation Network As part of the forecasting process, a roadway network needs to be assumed such that capacities and linkages can be calculated. The modeling assumed for this transportation chapter assumed no substantial roadway improvements in the Edina area. Preliminary Results Once the population, household, and employment (broken down to retail versus non- retail) information is loaded into the model, by TAZ as discussed above, the model calculates trip generations and attractions based on this data. It then routes those trips throughout the network of TAZs based on a complex series of algorithms using Edina Transportation Plan Travel Forecasting Model and Methods assumptions from travel behavior surveys and other factors. It also assigns mode choice (e.g. private vehicle, transit, bike, pedestrian) for eaCh TAZ based on historical data, local context, and future assumptions. The vehicular trips area assigned by the model to individual roadway links based on distance, speed, and congestion factors associated with the links. Trendline/Quality Check - Results The 2030 traffic volume results were evaluated based on historic traffic trends for the study area, and consistency with other studies. As is generally the case, local adjustments were required based on this trend analysis, knowledge of local conditions, and common traffic engineering assumptions and judgment. The resulting volumes appear on Figure 8.3 of the main document. Edina Transportation Plan 2 Travel Forecasting Model and Methods Mn/DOT Access Spacing Guidelines Fi ure 5 — Summary of Recommended Access Spacinu and Allowance Category Area or Facility Type I Typical Functional Class Intersection Spacing • Signal Spacing Private Access Primary Full Movement _ Intersection Conditional Secondary Intersection I High Priority Interregional Corridors 1F Freeway Principal Arterials Interchange Access Only 0 0 I A-F Full Grade Separation Interchange Access Only 0 0 1A Rural, ExUrban & By Pass 1 mile I 1/2 mile INTERIM ONLY By Deviation Only By Deviation Only 2 Medium Priority Interregional Corridors 2A-F Full Grade Separation Principal Arterials Interchange Access Only 0 0 2A Rural, ExUrban & By Pass 1 mile 1/2 mile STRONGLY I DISCOURAGED By Deviation Only By Exception or Deviation Only 2B Urban Urbanizing 1/2 mile 1/4 mile STRONGLY DISCOURAGED By Deviation Only By Exception or Deviation Only 2C Urban Core 300-660 feet dependent upon block length 1/4 mile Permitted Subject to Conditions 3 High Priority Regional Corridors 3A-F Full Grade Separation Principal and Minor Arterials Interchange Access Only 0 0 3A Rural, ExUrban & By Pass 1 mile . 1/2 mile 1 mile Permitted Subject to Conditions 36 Urban Urbanizing 1/2 mile 1/4 mile 1/2 mile By Exception or Deviation Only 3C Urban Core 300-660 feet dependent upon block length 1/4 mile Permitted Subject to Conditions 4 Principal Arterials in Primary Trade Centers 4A-F Full Grade Separation Principal Arterials Interchange Access Only 0 0 4A Rural, ExUrban & By Pass 1 mile 1/2 mile 1 mile By Deviation Only 4B Urban Urbanizing 1/2 mile 1/4 mile 1/2 mile By Exception or Deviation Only 4C Urban Core 300-660 feet dependent upon block length 1/4 mile Permitted Subject to Conditions 5 Minor Arterials 5A Rural, ExUrban & By Pass Minor Arterials 1/2 mile 1/4 mile 1/2 mile Permitted Subject to Conditions 5B Urban Urbanizing 1/4 mile 1/8 mile 1/4 mile By Exception or Deviation Only 5C Urban Core 300-660 feet dependent upon block length 1/4 mile Permitted Subject to Conditions 6 Collectors 6A Rural, ExUrban & By Pass Collectors 1/2 mile 1/4 mile 1/2 mile 6B Urban Urbanizing 1/8 mile Not Applicable 1/4 mile Permitted Subject to Conditions 6C Urban Core 300-660 feet dependent upon block length 1/8 mile 7 Specific Access Plan 7 I All I All I By Adopted Plan Appendix A: Access Category System and Spacing Guidelines Page 21 of 53 March 20, 2002 . What is Access Management ? Access Management has become an important subject as transportation professionals grapple with the issues of increasing congestion and deteriorating roadway operations. The goal of managing access, whether it be street 'entrances or individual driveways, is to achieve an optimal balance between what is needed for safe, efficient roadway operations, and the need to provide access to adjacent properties and businesses. The term access management is applied to a number of measures that can be used to enhance a roadway's safety and its ability to move vehicular traffic through management and control of access points to the roadway. These measures include: • Limiting the driveway access points to decrease e turning conflicts • Locating entrance or access points further from adjacent intersections • Providing sufficient spacing between intersecting streets • Spacing traffic signals to optimize traffic flow • Implementing sight distance guidelines to improve safety • Use of channelization to preclude selected turning conflicts This brochure has been prepared to explain the entrance / driveway permitting process in Hennepin County, and the basis behind the evaluation and regulation of access to county roadways. Aceess Spacing Guidelines Hennepin County has adopted access spacing guidelines that are based on local and national research that shows that crash rates decrease markedly as the spacing between driveways and streets increases. The guidelines address five types of access and they differentiate for Urban and Rural situations (see next column): Access Spacing Guidelines — Urban , When is a Permit Required ? .. An entrance permit is required: • Whenever a new driveway or street connection is proposed on a county road. • Whenever an existing driveway is proposed to be modified (widened, channelized, relocated, etc.) • Whenever a driveway is removed (required for work in the County roadway right-of-way) • Changes in site land uses (even if no modifications to existing driveways are proposed) • If temporary access is needed to facilitate construction activities • If development-driven traffic impacts predicate needed changes on the county roadway (such as the need for turn or auxiliary lanes) A permit is not required if: • The request is for an entrance located within the project limits of an active county roadway project - .(requires coordination with Construction project manager). . • Tenant changes on the property that do not change the land use activity. • Changes due to county maintenance operations or utility permit actions • The entrance is within Minneapolis (permitting is delegated to City) The entrance permit process includes: 1) An application submitted by the property owner, developer or City 2) A permit issued by Hennepin County to the applicant 3) A request from the applicant for County final inspection and permit sign-off Access Spacing Criteria on County Roadway Facilities Requesting Access to County Roadways Type of Access Minor Arterial Roadways Undivided Divided Collector Streets Non-Public - Low Volume (.< 1,000 ADT) • Reoldonlal Driveways • Low Trip Generating Commercial Full Movement Access 0 1/8 Mile (6650) Partial Access 1/8 Mile (560 ft) 1/16 Mile (330 ft) Local Public Streets • Local Residential Streets . Local Minor Collector Streets Full Movement Access 1/4 Mlle (1,320 ft) 1/4 Mile 11,3200) 1/8 Mlle (660 ft) Partial Access tti, 1/8 Mile (660 ft) fia,°° Non-Public - High Volume I, 1,000 ADT) • Shopping Center entrances • Large Apt. Complexes • Large Industries, Industrial Park Entrances Full Movement Access 1/4 Mlle 11,3201) 1/4 Mile 11,3200) 1/8 Mile 16666) Partial Access 10Vs°'° 1/8 Mile (660 ft) egel# Arterial and Major Collector Roadways . Principal Arterials haste highsays) • Minor Arterials and Maim Collector Roads Full Movement Access 1/4 Mile (1,3266) 1/4 Mile (1,3206) 1/4 Mlle (1,3200) Partial Access 10 009 Full Access Allowed 0, ogle Notes: 1) Urban definition is based on bel g within the Year 2000 Metropolitan Urban Service Area boundary - Access via alternative 2) Average Daily Traffic (ADT) vol mes are based on 20-year forecasts facility required 3) Measurements for spacing are taken to next access (driveway or street) on the same roadway side I -Further changes considered 4) Measurements for spacing are taken to next access on either side of road for undivided minor arteib nder hardship cond Existing itions 5) sting medians will not be broken (even If the above guidelines would suggest full access Is allowe 6) Other rditerla are also reviewed such as eight distance, speeds, Panic volumes and other elements (vehicle types, land u Access Spacing Guidelines — Rural Access SpacIng Criteria on County Roadway Facilities Requesting Access to County Roadways Type of Access Minor Arterial Roadways Undivided Collector streets Greater Than 7,500 ADT • Less Than 7,500 ADT • Non-Public - Low Volume (4 1,000 ADT) • Reindental Driveways • LinniTeoGenereSep Commercial Full Movement Access 1/4 Mlle (1,3205) 1/8 Mile (6606) 1/8 Mile 18606) Local Public Streets . Local Residential Steels • LocalKnot Collector Streets Full Movement Access 1/4 Mile (1,320 ft) . 1/4 Mile (1,320 ft) 1/8 Mile (660 ft) Non-Public -High Volume (> 1,000 ADT) o Shonolna Csi.i..*."'• • tams Apt Csabbsis • Lome Industries, Watseka Park Entrances Full Movement Access 1/4 Mile (1,320 ft) 1/4 Mile (1,320 ft) 1/8 Mile MO ft) Arterial and Major Collector Roadways • PiincloslArterkds Wale Ma...) • subransibis and Major echoer Roads Full Movement Access 1/2 Mile (2.6406) 1/4 Mile 11,2206) 1/4 Mile 11,3206) Notes: 1) Measurements for spacing are taken to next access (driveway or street) on th same roadway side for divided minor arterials 2) Measurements for spacing are taken to next access on either side of road for undivided minor arterials 3) Chart assumes all rural County roadways are undivided 4) Other criteria are also reviewed such as sight distance, speeds, traffic volume and other elements (vehicle types, land use activity, etc.) 5) Rural area is defined as being outside the Year 2000 Metropolitan Service Area (MUSA) as defined by the Metropolitan Council Changes to the above spacing guidelines may be granted where sufficient justification is provided. Hennepin County Access Spacing Guidelines APPENDIX T -3 Circulator Transit Service Evaluation Information CIRCULATOR TRANSIT SERICE PRELIMINARY EVALUATION There currently is a lack of transit service in the western portion of Edina. Metro Transit has cited relatively high incomes and rates of auto ownership in this area as making it not a viable location for additional Metro Transit service. The City of Edina is considering the option of providing circulator service which would cover the western portion of the City and would also access key destinations east of TH 100 as well. This service would be representative of the City's desire to provide high quality service to its residents and to reduce traffic levels. To provide a preliminary evaluation of circulator transit service in Edina, two operational scenarios have been identified. The first scenario is termed "Baseline Service," and the second is termed "Full Service." Both include the following parameters: • The use of cutaway vans with a seating capacity of 12-14 occupants, and ADA compliant features. • The circulator route identified on Figure 8.15 of the main Comprehensive Plan. This route was defmed so as to cover residential areas, neighborhood and larger scale commercial areas, parks, the public library, and other features. It may be emphasized that this route is identified only for preliminary analytical purposes. If this general concept is advanced, the precise route could be refined based on further evaluation. • Each loop would begin and end at the Southdale Transit Center. Each loop would operate on an hourly basis. The operating parameters for each alternative area summarized below: Operating Parameter Baseline Service Full Service Hours of Operations M-F: Between 6 a.m. and 6 p.m. Weekends: Between 8 a.m. and 4 p.m. M-F: Between 6 a.m. and 10 p.m. Weekends: Between 8 a.m. and 4 p.m. Number Vehicles Five (four operating, one in reserve) Three (two operating, one in reserve) Service Operations One vehicle circulates one direction, the other circulates the other; each van is on a one-hour cycle for the whole route, so the system has one hour directional headways Two vehicles one direction, the other two circulate the other; each van is on a one- hour cycle for the whole route, so the system has 30 minute directional headways Thus, the primary differences between the two scenarios: are a) the Full Service alternative has evening service during the week while the Baseline Service alternative does not, and b) the Full Service alternative has half hour directional headways as opposed to hourly directional headways. This means that any given point on the route Edina Transportation Plan 1 Circulator Transit Evaluation will have a van pass by every 30 minutes going in one direction, and every 30 minutes going in the other direction for the Full Service alternative. To make a preliminary estimate of costs for these alternatives, the following assumptions were used: Capital costs • Vans @ $50,000 per unit Operating Costs • Labor @ $25 per hour (includes benefits) • Administrative costs (management, clerical support) @ 15% of labor costs. • Vehicle maintenance plus insurance @ 10 percent of capital costs • Fuel @ $3.00 per gallon • Fuel consumption @ 7.5 miles per gallon • Distance of each loop @ 13 miles These assumptions were used to derive the costs in the table below: Cost Category Baseline Full Service Capital Cost (vehicles) $150,000 $250,000 Annual Operating Costs - vehicle maintenance, ins. $15,000 $25,000 - fuel $36,800 $95,200 - drivers $176,800 $457,600 - administrative $26,500 $68,600 Total Annual Operating Costs $255,100 $646,400 Another option would be to provide a combination fixed route/flex route service. There would be scheduled stops for a given route, but also the ability deviate from the fixed route to provide doorstop service. This would require sufficient "give" or extra time for each route. It would also require a management system which would allow residents to call ahead of time to indicate when they would like to be picked up. Some flex systems require each request a day in advance, while others allow same-day requests. Edina Transportation Plan 1 Circulator Transit Evaluation .\J pentagon pnrk redevelopment - 1,)reliminary development plan 'Ira" Aar I '°74111P• _ ,,,,,_ - -er, .-- :-Otokw-lg .-,.,::: -ifyraa •Gs z,r_tei ."-IA"-1111', ;;-=.4:1,-.<fcck 1" 4.; • °N3 0-3101...013 14 70 . . a - ci ael °with:1 i. : ....• z, . . -.0 • c ie.c.iiit 01" : 0 -1I , 0 i -.''.7.--.....-1.V. t;-----' cerae•eltufr 1%•1•...i.e/•T'• LI LI-2i; 4;4N 4 4 I ..a,O. i I 3 44 4 , ,iainr t _z:.:41A16..• -..". • ',., _„*.,. : • ; - °'t I *54••11••,- s., * . e e • ,;• 61):terts ••• -* • - •etr '; ; • ' , * • 1.••• , I. • 1, - ?..•• 4 -ro -.473 .. ' , i...., -.-wrw-,:vr.-10...--..--- - - 'AP-rilit•lio 14i 'di:: tri" .4-, g Iii ' ' 1/* li". . ,...,-_ — ...,_ , , .. , . ,,v,.. , • :Ail -- 'i - -,.T.L 1; . , p.,,..Lii ..,5,...4,1 „..,,s, , . :—..._ -_..,. .....- , / ft ). / FA...- . - 1.• • 2 - . . 'al '1 '. • , ''''., i , ! t I 1751. • if • ' _Pt _ I . 9,731733, r ar tg •p,er .• __ vet_viAmi r k • ja* . I 1 - 4 = 7 II .1 miller dunwiddie \ki alteY.Hom L.r7-1 r 1 and Associates. Inc. KA1\10612 28 SEPTE1\ IDER, 2007 MirizrAT.VVSV.,CS.kt SZE V.tremr,tf. KV ro••*i tr.nr=-11,4-...6erara • eu-rrt-zra f W • Pr-1st rt • : • : :1 3 -11 1 1 ' 7411 , /71:11 LJ: 4.7 ;• ! ib inwi • N. ; oi* G - TOWNHOMES 62 UNITS 124 ENCLOSED STALLS A - NW BUILDING 230 K GSF OFFICE (4-10 STORIES) 100 STALLS tEEEEEEDE •rd. C - WEST PARKING 7 LEVELS 1350 STALLS D- SW BUILDING f I rr— 250 K GSF OFFICE (4-12 STORIES) 100 STALLS J - ASSISTED LIVING 151 UNITS 105 STALLS @ GRADE EXISTING BUILDING PROPOSED BUILDING 1 F - EAST PARKING :jiftton 5 LEVELS 1050 STALLS i•pnenfliipE E - E BUILDING 260 K GSF OFFICE (4-10 STORIES) , 100 STALLS -- • Ai r I I • e 1 .: # H - INDEPENDENT : LIVING 492 UNITS 369 ENCL. STALLS 1 ',I :- ,I., '„,i; r - ....' .-• ,r..tutioilic%, TIV.P ? k.; n NN••n •• 1:11 1:11 ;11 -111 n •• 7 " : 7 4 .: (C:4 c=, = B - HOTEL 80,000 GSF 150 ROOMS . SI mutter dunwiddie 123 North Third Street Suite 104 Minneeports MN 55401-1657 wwwmflleniunwiddie.onn Kimley-Horn and Associates, Inc. Wsyz Properties, 1.1:01177: LLC . EDINA GATEWAY Pentagon Park Redevelopment Re-Zoning and Preliminary Plan Ed Via. Lithineso Ph %It N: II Fri1:1% DI: %MG STILE: PROPOSED SITE PLAN EDINA GATEWAY - FULL SITE p 612-337-0000 t 612-337-0031 IJILMIN,.; NUM Int S-2 TOWER SITE ADDITIONAL DATA 740,000 GSF OFFICE + 80,000 GSF HOTEL GFA/300 2733 STALLS REQUIRED 2733 STALLS ACTUAL QUADS SITE - ADDITIONAL DATA ON-STREET PARKING 104 STALLS PARKING AND UNIT CALCULATION FOUND IN NARRATIVE DOCUMENT , SCALE .1\1 FF. Traffic Study for Edina Gateway, LLC z'S Pentagon Park Redevelopment Mixed-Use Community Edina, Minnesota Traffic Impact Analysis September, 28 2007 Prepared for: =MI Miller Dun widdie Architecture :31 7 MI1 1.0 INTRODUCTION 1 2.0 STUDY AREA 1 2.1 EXISTING LAND USE 2.2 EXISTING CONDITIONS AND TRAFFIC 3.0 TRIP GENERATION 4.0 TRIP DISTRIBUTION -JA 5.0 PROJECTED TRAFFIC VOLUMES 3 5.1 HISTORIC TRAFFIC GROWTH 3 5.2 TRIP ASSIGNMENT! FORECAST VOLUMES 3 6.0 TRAFFIC ANALYSIS 6.1 2007 EXISTING CONDITIONS 4 6.2 2014 NO BUILD CONDITIONS 4 6.3 2014 BUILD CONDITIONS 4 7.0 TRAVEL DEMAND MANAGEMENT 8.0 CONCLUSIONS AND RECOMMENDATIONS GRAPHIC T-2 & T-3 6 TABLE OF CONTENTS 1.0 INTRODUCTION The proposed development is a mixed use development with office, retail and housing components on two sites along W 77th Street between TH 100 and France Avenue in the City of Edina. It is expected that the proposed redevelopment would be completed by the year 2014, and would include approximately 820,000 gross square feet (s.f.) of commercial office space and hotel on the Pentagon Towers site along with 850 residential units and 29,000 gross s.f. of retail on the Pentagon Quads site. The primary objective of the traffic analysis is to determine the expected impacts of these developments on nearby intersections and the roadway network. This report represents a preliminary analysis of the Pentagon Park redevelopment, based on land use and site plan information at the Master Plan level of detail. It is intended to identify the key traffic issues associated with the development and serve as a basis for discussion and design parameters as the project moves into the detailed site plan phase. This repo)/ documents the existing traffic conditions in the vicinity of the site, estimates the traffic generated by the developments as they are currently proposed, distributes and assigns these trips to the adjacent roadway system, and evaluates the traffic operations of key intersections near the site and those providing access to and from the site. Based on the analysis, the report evaluates mitigating roadway and/or traffic control measures to accommodate future traffic levels in the system. The Gateway Study Area Alternative Urban Areawide Review (AUAR) covering both the Pentagon Towers and Pentagon Quads sites has ahead), been prepared and encompasses a larger area of redevelopment in the City of Edina. The type and density of development proposed for the Pentagon Towers and Pentagon Quads sites most closely resembles the development included in Scenario 2 of the AUAR. This Traffic Impact Analysis (TIA) will therefore assist in the identification of the specific proposed mitigation measures recommended in the AUAR that would be needed to accommodate the increased traffic specifically due to the Pentagon Towers and Pentagon Quads redevelopment. 2.0 STUDY AREA The study area for this TIA is generally bounded by TH 100 to the west, 1-494 to the south, France Avenue to the east, and W 76111 Street to the north. The land uses in this area currently consist of a mix of light industrial/warehouse, commercial, office, and residential uses that are 60 to 100 percent occupied, with the exception of Pentagon Tower SE, which is currently unoccupied. The proposed developments include the Pentagon Towers site, in the southeast quadrant of W 77111 Street and TH 100, which will include 740,000 s.f. of office/retail development and a 150-room hotel. The Pentagon Quads site, located in the northwest quadrant of W 77'1' Street and Parklawn Avenue, will include retail, townhomes, senior independent living units, assisted living, nursing, and memory care. The study area for this analysis includes the following key intersections: • W 77th Street / TH 100 NB O W 77'h Street / Pentagon Towers access O W 77111 Street / Computer Avenue O Viking Drive / TH 100 Frontage Road O Viking Drive / Computer Avenue • TH 100 Frontage Road / Pentagon Towers access • Viking Drive / West Pentagon Towers access • Viking Drive / East Pentagon Towers access • Computer Avenue / Pentagon Towers access • Three internal intersections on the Pentagon Towers site • 77111 Street / Parklawn Avenue • W 77th Street / West Pentagon Quads access • W 77'1' Street / East Pentagon Quads access • Parklawn Avenue / Pentagon Quads access • W 77'h Street / Minnesota Avenue / Johnson Avenue It should be noted that although the level of service (LOS) results and queues are being reported and discussed for the 17 intersections listed above, the analysis was based on the traffic model developed for the Gateway AUAR, which includes 10 additional intersections on France Avenue and Bush Lake Road. The inclusion of these intersections in the analysis gives a clear picture of any system congestion that may impact the operations at the study site. The primary external access to the Pentagon Towers site will be provided by the center north/south roadway that intersects with W 77th Street and Viking Drive. In order to provide efficient access to the two parking ramps on the Pentagon Towers site and distribute the traffic onto the surrounding roadway network, each ramp will have two entry/exit points, as shown on Sheets T-2 and T-3, including direct access from the east ramp onto Computer Avenue. Access to the hotel will be on Normandale Road with a secondary access from the hotel drive into the west parking ramp. External access to the Pentagon Quads will be via two accesses on W 771h Street and one access on Parklawn Avenue, with internal circulation provided by a primary east-west roadway and both east-west and north-south walkways to provide pedestrian circulation throughout the site. 2.1 EXISTING LAND USE The study area currently contains a mixture of light industrial/warehouse, commercial, office, and residential uses. The existing trip generation of the Pentagon Towers and Pentagon Quads sites, as included in the AUAR, are shown in Table 1. Table 1. Existing Trip Generation. Land Use ITE Land Use Size Units at Occupancy Time of Day Trip Rate 11.01 Trip Generation Total 1090 In Out % 50 Trips 545 % 50 Trips 545 Pentagon Tower 710 142,876 69.3% Daily AM Peak 1.55 153 88 135 12 18 PM Peak 1.49 148 17 25 83 123 Pentagon Tower SE 710 25.620 at 0.0% Daily 11.01 0 50 0 50 0 AM Peak 1.55 0 88 0 12 0 PM Peak 1.49 0 17 0 83 0 Gateway Towers Site Total Trips Daily 1,090 545 545 AM Peak 153 135 18 PM Peak 148 25 123 . Pentagon Quads _ _ 710 297.054 st _ 60.0% Daily 11.01 1962 50 981 50 981 AM Peak 1.55 276 88 243 12 33 PM Peak 1.49 266 17 45 83 221 Senior Living Center Total Trips Daily 1,962 981 981 AM Peak 276 243 33 PM Peak 266 45 221 Edina Gateway Study — Pentagon Towers and Quads Traffic Impact Study 9/28/2007 10:22:00 AM page - 1 - 5.0 PROJECTED TRAFFIC VOLUMES 5.1 HISTORIC TRAFFIC GROWTH Historic traffic growth is the increase in the volume of traffic due to usage increases and non-specific growth throughout an area. The Gateway Area AUAR used a background growth rate of through volumes of 1 percent per year, which is appropriate for an inner-ring suburb that is fully built out. This study used the 2014 No Build volumes from the AUAR as a basis for the projected 2014 Build volumes. 5.2 TRIP ASSIGNMENT / FORECAST VOLUMES The estimated trip generation associated with the proposed development was added to the 2014 No Build volumes, which account for background traffic growth, to develop total traffic volumes for 2014. Internal circulation on the Pentagon Towers and Quads sites was determined based on parking availability and the relative sizes of the office and residential buildings. The final step of the traffic forecasting process was to assign the estimated new external site-generated trips to the surrounding roadway system based on the directional trip distribution of traffic. A hand assignment of the estimated trips was performed for each intersection turn movement within the study area. This method assigns the future vehicle trips to the most logical travel route, for both arriving and departing directions, and takes into account the following: • Directional access to local and regional roadways • Intersection control • Roadway characteristics Applying the new development trips to the background traffic produces the estimated post-development traffic volumes. 6.0 TRAFFIC ANALYSIS Capacity analyses for the intersections within the study area were performed for the Nveekday AM and weekday PM peak hours for the following scenarios: • Existing (2007) • No-Build (2014) • Build (2014) In order to determine the impacts of proposed developments on the transponation network, a traffic operations analysis was performed on the surrounding roadway network. The analysis proc.ess included determining level of service and queue lengths at each of the key intersections for existing, future, and post-development conditions. The approach to the traffic operations analysis is derived from the established methodologies documented in the Highway Capacity Manual (HCM). The.HCM contains a series of analysis techniques that are used to evaluate the operations of transportation facilities under specified conditions. The Gateway AUAR traffic models developed in Synchro, a software package that implements the HCM methodologies, were also used for this TIA in order to be consistent with the previous analyses. The inputs into the Synchro model include lane geometries, turn movement volumes, traffic control, and signal timing characteristics in the study area. This information was then transferred to SimTraffic 7, the traffic simulation model, to produce the analysis results for each intersection. SimTraffic is a microscopic computer model that simulates each individual vehicle's characteristics and behavior in response to traffic volumes, signal operations, turning movements, pedestrians, and intersection configuration. The model can simulate drivers' behaviors and responses to surrounding traffic flow as well as different vehicle types and speeds. It can reasonably estimate vehicle delay and queue lengths at intersections and can create visual animations of the traffic operations. In this study, as in the Gateway AUAR, SimTraffic was used to report results for all intersections in the study. By simulating the individual vehicles, SimTraffic is able to most closely approximate the impacts of queuing at adjacent intersections. One of the primary measures of effectiveness used to evaluate intersection traffic operations, as defined in the HCM, is level of service (LOS)—a qualitative letter grade (A-F) based on seconds of vehicle delay due to the traffic control device at an intersection. By definition, LOS A conditions represent high-quality operations (i.e., motorists experience veiy little delay or interference) and LOS F conditions represent very poor operations (i.e., extreme delay or severe congestion). In accordance with the Minnesota Department of Transportation guidelines, this study used the LOS D/E boundary as an indicator of acceptable traffic operations. Figure 1 displays the LOS thresholds for signalized and unsignalized intersections. 100 - 90 LOS F LOS F 80 "rS 70 1 111 E E--2 1-6 60 i5 c o LOS E i 0 0 50- .9, LOS D >, ra T) El 40 i 1 LOSE , tp 30 ,, n ' //%2 LOS D 20 , LOS C ,/=•-•---,- LOS B . LOS 13 .. o ks LOS,A 0-- . L S A k& Signalized Unsignalized Figure 1. Highway Capacity Manual Level of Service Criteria. Edina Gateway Study — Pentagon Towers and Quads Traffic Impact Study A 9/28/2007 10:22:00 AM page - 3 - :1 2.2 EXISTING CONDITIONS AND TRAFFIC Existing traffic counts were conducted for the Gateway Study Area AUAR from January through May 2007, with the exception of the counts at the Computer Avenue / Viking Drive and Viking Drive / TH 100 Frontage Road that were conducted in August 2005. Only the PM peak hour counts were available for these two intersections, so the AM peak hour counts were estimated based on the counts at adjacent intersections. 3.0 TRIP GENERATION Traffic generation for the proposed redevelopment was determined using information provided by Miller Dunwiddie Architecture that documents the planned land uses at the Master Plan Level. For this analysis, it was assumed that 10 percent of the gross square footage of the Pentagon Towers site (72,000 s.f.) would be retail. This is a conservative estimate for the purposes of the traffic analysis, as it is proposed that only the first floor of each building would be used for retail, and retail uses generally have greater trip generation rates than office uses. Expected post-development traffic volumes were determined for the AM and PM peak hours at each of the key intersections. The traffic forecasts were developed by adding the estimated new development traffic to the background traffic that was estimated in the AUAR. Traffic generation for the proposed development was estimated using trip generation rates from the Institute of Transportation Engineers Trip Generation Manual'. The ITE Trip Generation Manual also provides directional trip distributions that give the percentages of vehicles entering and exiting the site based on the proposed land use. The estimated net trip generation for the proposed development is shown in Table 2. /Table _ . Proposed Trip Generation. Laixi ITE Land Use Use Size Units Time of Da Tri Rate Trip Generation Total In • Out 'Y. Trips % Trips ()lice 710 192,000 sf Daily 11.01 50 1057 50 • 1057 AM Peak 1.55 BB 262 12 36 PM Peak 1.49 17 49 83 U 237 0 lice 710 227,000 sI Daily 11.01 2499 50 1250 50 • 1250 AM Peak 1.55 352 88 310 12 • 42 PM Peak 1.49 338 17 57 83 U 281 O'fice 710 247,000 sI Daily 11.01 2719 50 1360 50 1360 AM Peak 1.55 383 88 337 12 46 PM Peak 1.49 368 17 63 83 U 305 Retail Site (issume 13%) • Towers 814 74,000 sf Daily 44.32 3280 50 1640 50 1640 AM Peak 6.84 506 48 243 52 263 PM Peak 5.02 371 56 208 44 163 Internal Retail Trips Daily -787 -394 -394 AM Peak -101 -49 -53 PM Peak -89 -50 -39 flotel 310__ 150 Rooms Daily 8.17 1226 50 613 50 613 AM Peak 0.52 78 55 43 45 35 PM Peak 0.61 92 58 53 42 39 Ga • eway Towers Proposed Trip Generation Daily 11,051 5,526 5,526 AM Peak 1,516 1,146 369 PM Peak 1,366 9,961 4,981 380 986 (Pror. Gateway Towers Site Total . Trip Generation - Exist. Trip Generation) Daily AM Peak 1,363 1011 351 PM Peak 1,218 — 863 Senior Horsing Attached Adult - 252 850 Units Daily 3.48 2,958 50 1,479 50 1,479 AM Peak 0.06 51 50 26 50 26 PM Peak 0.11 94 53 50 47 44 Retail Ho - Senior ising 814 29,000 sf Daily 44.32 1,285 50 643 50 643 AM Peak 6.84 198 48 95 52 103 PM Peak 5.02 146 56 82 44 64 Internal Retail Trips Daily -488 -244 -244 AM Peak -67 -32 -35 PM Peak -77 -43 -34 Senic r Living Center Proposed Trip Generation Daily 3,755 1,878 1,878 AM Peak 182 89 94 PM Peak 163 1,793 89 897 74 897 (Pror. Senior Living Center Total . Trip Generation - Exist. Trip Generation Dail AM Peak -94 -154 61 PM Peak -103 44 -147 A Edina Gateway Study — Pentagon Towers and Quads Traffic Impact Study -4.0 TRIP ISTRIBUTION The ctional distribution of trips generated by the proposed development onto the local and regional roadway network were t, ken directly from the trip distribution developed for the Gateway AUAR using the 2000 Metr politan Travel Deman • Model. Trip Generation Manual, Seventh Edition, Institute of Transportation Engineers, Washington, D. C., 2003 9/2812007 10:22:00 M page - 2 - 6.1 2007 EXISTING OPERATIONS In the AM peak hour, the existing conditions analysis showed that all intersections and movements in the study area operate at LOS D or better. However, it was noted that the W 76'1' Street / France Avenue and W 78th Street / France Avenue intersections had NB left-turn movements that operated at LOS E. In the PM peak hour, the existing conditions analysis showed that the EB through and right-turn movements at the W 77'h Street / TH 100 SB intersection and the EB left-turn and through movements at the W 77 1 Street / TH 100 NB intersection operate at LOS F. Also, several intersections adjacent to the study area had LOS E operations in the existing conditions. The Minnesota Drive / France Avenue intersection, which is approximately 1,290 feet east of the W 77'h Street / Minnesota Drive /Johnson Avenue intersection, was shown to operate at LOS F, with the EB, WB, and SB movements operating at LOS F. The WB through movements had 95th percentile queues' of close to 1,500 feet and the EB through movements had 95th percentile queues of more than 600 feet. This congestion on Minnesota Drive is due to the significant congestion and queuing on France Avenue, which receives the majority of the signal green time but still operates with significant congestion and queuing due to the very high volume of vehicles on France Avenue in the peak hours. 6.2 2014 NO BUILD OPERATIONS In the 2014 AM No Build scenario it was noted that the EB and WB through movements, as well as the NB left- turn turn movement, at the Minnesota Drive / France Avenue intersection operated at Ins with an overall intersection LOS E. In addition, the EB left-turn and WB through and left-turn movements would be expected to operate at LOS F at the W 78th Street / France Avenue intersection. The AUAR discussed modifying the lane assignment on southbound France Avenue at the intersection to provide exclusive lanes to westbound and eastbound 1-494, but that improvement would be expected to have secondary benefits for the eastbound and westbound movements at the intersection. In the 2014 No Build PM peak hour at the W 77th Street / TH 100 NB intersection, the analysis showed that the WB right-turn movement had queuing that spilled back past the W 77th Street / Computer Avenue intersection. The queue spillback blocked the W 77th Street / Pentagon Towers access and W 77" Street / Computer Avenue upstream intersections and inhibited the turning movements from the cross streets onto W 77th Street. The AUAR identified this issue in all development scenarios and the recommended mitigation was to build a second WB right-turn lane at TH 100 NB to accommodate the 741 right-turning vehicles expected in the 2014 No Build PM peak hour. Also in the PM peak, the eastbound left turn lane at the W 77" Street/TH 100 NB intersection operated at LOS F with queuing past the end of the turn lane that failed to clear during each signal cycle. This issue was noted, although it is not a critical movement for the proposed redevelopment. The 9511; percentile queue is defined as the queue length that would be exceeded only 5 percent of the time and is the standard queuing measure that is evaluated in traffic operations. Edina Gateway Study — Pentagon Towers and Quads Traffic impact Study 6.3 2014 BUILD OPERATIONS The 2014 Build operations assumed that signal timing optimization would be necessary at most intersections within the study area to accommodate background traffic growth and traffic pattern changes. The same issues identified in the 2014 No Build AM peak hour also occur in the 2014 Build scenario. All other intersections operate at LOS D or better. In the analysis of the 2014 Build PM peak hour at the W 77th Street / TH 100 NB intersection, the WB right-turn queue extended past Computer Avenue, which blocked the NB left-turn movement out of the Pentagon Towers site and caused additional delay for the NB left-turn movement from Computer Avenue to W 77th Street. The AUAR recommended adding a second NB left-turn lane from Computer Avenue to W 77d' Street to improve the left-turn LOS and reduce the queuing. However, the NB left-turn volume is expected to be 275 vehicles in the PM peak hour, which would not warrant a dual left- turn lane configuration in terms of capacity needs. The addition of a second WB right-turn lane at the W 77th Street / TH 100 NB intersection, as recommended in the AUAR, would be expected to at least partially address both the left-turn operational issues from the Pentagon Towers access and the Computer Avenue intersection: the operations of the NB left-turn from the Pentagon Towers access would be significantly improved and the queuing of the NB left-turn movement from Computer Avenue to W 771t1 Streetwould also be reduced. The AUAR 2014 Synchro model shows the W 771h1 Street / Pentagon Towers access and W 77th Street / Computer Avenue signals operating semi-actuated/uncoordinated, which contradicts other information from the City of Edina indicating that these signals are interconnected and coordinated. More analysis is needed to determine what impact the lack of coordination in the model has on the LOS and queuing at these two intersections. However, from a purely capacity perspective, dual NB left-turn lanes at W 771t i Street / Computer Avenue would not be necessary given that the projected peak hour NB left-turn volume is 275 vehicles and the projected volume on the entire approach is only about 400 total vehicles. If the second WB right-turn lane at the W 77th Street / TH 100 NB intersection was not built, northbound left turns out of the Pentagon Towers site onto W 77th Street may need to be restricted to avoid significant congestion and queuing on the interior roadways of the Pentagon Towers site. If the left-turns out of the site were restricted, northbound through and right- turn movements at the W 77th Street / Pentagon Towers access could still be allowed, as well as all southbound movements. Also at the W 77th Street / TH 100 NB intersection, the EB left-turn movement had LOS F operations and the WB through movement had LOS E operations in the PM peak hour under both the No-Build and Build scenarios because the overall intersection had a volume/capacity (v/c) ratio greater than 1. Implementing the additional mitigation measures in the AUAR (exclusive NB and EB right-turn lanes) would improve the overall intersection operations to LOS D with a maximum v/c ratio of 0.9, which wdiuld vary depending on the exact parameters of the signal timing optimization. Also in the 2014 Build PM peak hour, the analysis at the W 77th Street / Minnesota Drive /Johnson Avenue intersection showed that the SB left-turn operated at LOS D/E and the average queue spilled back out of the turn lane. The Gateway AUAR Scenario 2 also identified this issue and recommended constructing a second SB left-turn lane on W 77111 Street. However, the second SB left-turn lane at the W 77th Street / Minnesota Drive /Johnson Avenue would not solve the other 9/28/2007 10:22:00 AM page - 4 - APPROVED MINUTES MINUTES OF THE Edina Transportation Commission Thursday, September 20, 2007 Edina City Hall 4801 West 50th Street Council Chambers MEMBERS PRESENT: Les Wanninger, Warren Plante, Marie Thorpe, Jean White, Marc Usem, Geof Workinger, Paul Mooty MEMBERS ABSENT: Hilah Almog, Steve Brown STAFF PRESENT: Jack Sullivan, Sharon Allison I. Call to Order The meeting was called to order by Chair Wanninger at 6:10 p.m. (delayed due to tornado warning). II. Public Comment None III. Old Business a. City of Edina Comprehensive Plan – Transportation Chapter Assistant City Engineer Sullivan presented the final draft of the Transportation Chapter for the Comprehensive Plan. He said it is ready to be included in the Comprehensive Plan and therefore, is seeking approval to move it forward. Sullivan said even after approval, the ETC would still have opportunities to make changes, if needed, before the overall plan is approved. Peter Langworthy of WSB and Associates reviewed the revisions which were incorporated into the final draft, except for the Comprehensive Bike Plan, which was just approved last night by the Bike Taskforce. Sullivan said he believes the Bike Plan will go to the Council for initial approval and the Council will then forward it to the ETC for review and insertion into the final Comp Plan. Chair Wanninger said since they may not get an opportunity to comment on the Bike Plan before it goes to Council they should strengthen the Pedestrian/Bicycle section in the Transportation Chapter because the Bike Plan that was presented to them appeared incomplete. The Commission reviewed the final draft of the Transportation Chapter and made various revisions, including adding an Executive Summary to outline what is new in the updated Transportation Chapter. Commissioner Workinger motioned to approve the Transportation Chapter of the Comprehensive Plan with the changes made tonight and ask that a summary of the changes that were made accompany the Transportation Chapter being sent to the Planning Commission Taskforce, and immediately following the meeting, that the ETC receive an updated copy of the Transportation Chapter, including all changes made tonight; and that it is their strong desire that no further consideration of this document, 2 with or without a summary, be given to any other chain of command until it is updated to reflect the changes made tonight. The motion was seconded by Commissioner Thorpe. Commissioner Usem amended the motion to include the ETC simultaneously getting a copy of the summary being sent to the Planning Commission Taskforce. Motion carried. All vote ayes. IV. New Business None V. Approval of Minutes a. Regular Meeting of August 16, 2007 Commissioner Plante motioned to approve the minutes of August 16, 2007, and it was seconded by Commissioner Thorpe. All voted ayes. VI. Planning Commission Update (Commissioner Brown) None VII. Open Discussion Chair Wanninger distributed an updated schedule for the West 70th Street/Cornelia Traffic Study through February 2008. The memo will be posted to the website. To facilitate more communication with the public, Chair Wanninger said the website has been updated with information on the West 70th Street/Cornelia Traffic Study and the NE Edina Traffic Study webpage will also be updated with information on the project that has started at 50th Street & Halifax Avenue. He said Commissioner Thorpe will begin writing a summary of each ETC and SAC meetings to be posted to City Extra. VIII. Staff Liaison Comments (Sullivan) a. Benton Avenue/Normandale Blvd Intersection This intersection, over Highway 100, will be modified to include stop signs, restriping and crosswalks. The Valley View Road restriping is completed and staff has been receiving positive feedback. b. Doncaster Way Sidewalk This sidewalk was recently approved by Council and expected construction date is spring 2008. Staff has also asked the School District to improve their sidewalk leading into the school. The Highlands Neighborhood, east of Doncaster Way, will be reconstructed in 2008 and approval will be sought for a sidewalk that would link with the Doncaster Way sidewalk along Ayshire Blvd to Vernon Avenue (this is a missing segment from the business/park/schools sidewalk link). c. Halifax Avenue Sidewalk This sidewalk was recently approved by Council and expected construction date is this winter or spring 2008. Meeting adjourned. 11-36.1,-)dodll 1/ Jack Sullivan From: Gordon Hughes Sent: Thursday, October 04, 2007 4:42 PM To: Diana Hedges; Sherry Engelman; Steve Kirchman; Joyce Repya; Susan Heiberg; John Keprios; Cary Teague; Jack Sullivan Cc: ann swenson; Jim Hovland; Joni Bennett; Linda Masica; Scot Housh Subject: Boards and Commission At a work session last week, the City Council discussed various issues concerning boards and commissions. The Council directed me to advise all advisory boards and commissions that they are expected to annually hold an election for the office of chair and vice chair. The timing for this election is discretionary by each board and commission. However, it shall occur annually. Please advise your board or commission of this requirement. I also suggest you place it on an upcoming agenda for their information and agreement as to when such elections should be held. Thanks for your help. Please do not hesitate to advise if you have any questions. Gordon L. Hughes City Manager City of Edina 952-826-0401 FAX 952-826-0390 www.CityofEdina.com 1 CE News: Department of Civil Engineering: U ot MN. :\ \TRS I lY 01. \1lNNIsoI.\ e 40064 _. 1 X , One Stop I Directories I U of M Home ce.umn.edu Epartment of CMI Engnng What's inside Home About Us Faculty Undergraduate Studies Graduate Studies Classes Research Jobs & Internships Alumni News Search CE ) CE Home > CE News > Research News Liu Gets SMART About Traffic Signals Green lights usually mean go when traveling in a car, but congested intersections often have drivers only seeing red. It's a rampant problem plaguing roadways across Minnesota and the country that's had no insightful means of diagnosis - until now. For the first time, Civil Engineering Assistant Professor Henry Liu and his SMART-Signals data collection system are attempting to untangle snarled traffic by analyzing the interaction of vehicles and intersection traffic signals. The name SMART-Signals is short for "Systematic Monitoring of Arterial Road Traffic Signals." The two-year program sponsored by the University, the Minnesota Local Road Liu stands beside a controller used to test his Research Board, Hennepin County, and the U.S. SMART-Signals system. Department of Transportation shows the promise of examining the process of traffic congestion in unprecedented detail. "This project has a lot of potential," said Liu. "It's probably the Nation's first in terms of this scale of data collection and high-resolution data." Liu believes the key to unclogging congestion lies in looking at the coordination between incoming traffic and intersection signal timing. To figure out the best balance between green light length and the amount of incoming traffic, engineers really need to know when and how many cars cross intersections. Right now, control cabinets cannot record the number of cars tripping loop detectors or seen in camera systems. For his SMART-Signals project, Liu developed a device for use in controller cabinets capable of counting cars while also recording the traffic signal's current phase. "We'll know when a phase started, ended, when a vehicle crossed through the intersection, and over time how many vehicles passed by," said Liu. "Anything related with input into the intersection is recorded as an individual event and archived." In theory, Liu's system should give engineers the revealing data they need to prescribe the right timing schedules for individual traffic signals. To test his system, Liu required a stretch of roadway with two particular traits: First, the road needed to have a mix of features, such as varying spacing between traffic lights and differing densities of traffic along its length. Secondly, and understandably most critically, the street had to have existing traffic problems. The researcher chose to trial his system along a notoriously clogged transportation artery in Edina, Minn. "It's a very, very congested corridor," explained Liu. Located on a three-mile stretch of France Avenue, the experimental area has 20 intersections fed by everything from quiet neighborhood side streets to a roaring interstate freeway. Hennepin County was already aware of France Avenue's snags and hitches so it hired a traffic consulting firm to re-time the strip's traffic lights. Now, the county plans to use Liu's system to measure and verify the effectiveness of any changes made along the route. To accommodate the modern recording equipment, the community agreed to replace antiquated hardware inside controller cabinets along the route. The upgrades give Liu the signal input and connections his devices need to collect meaningful data and transmit it by modem back to the University campus. The combination of Liu's clever SMART-Signals system, a perfect test site, and a cooperative governmental partner offer a fortunate chance for unprecedented insight into traffic's worst problem. With more drivers on the road than any other time in human history, congested intersections will continue to clog commutes. The system might just be what drivers need to see not only green lights again, but happily the open road too. ©2007 Regents of the University of Minnesota. All rights reserved. Trouble seeing the text? I Contact U of M I Privacy http://www.ce.umn.edu/news/stories/smart_signals.html 10/5/200' Take Bread, for instance. It's the best ad- vertised food in the world. The Bible mentions it more than once, and you can find refer- ences to it in books of all per- iods of history. But everyone in the Country Club District says JOYCE'S BREAD be- cause it is better than mere bread. It advertises itself.. Also Cakes, Pies, rolls, etc. W. J. Joyce, Baker 4406 France Ave. S. Clubhouse will remain 'open for parties and the dances will be a regular fea- ture of the winter season whether the Wyman Claude Quadrille or the At- well Amble or the Pierce Polka is fea- tured. The pond will be frozen, of course, since that is the way of all ponds in winter and it will be kept in good shape for the skateaa of whom there are many In the district. Hills by the creek will afford ample opportunity for skiing, sliding and toboganning and the Chris- tophers and Tennysons already are re- ported to have made considerable pro- gress toward organizing parties for these pursuits. Skiing is a good old Nordic custom and many artists from Minneapolis have become worldly prom- inent. Whether there are budding yumpers in the District remains to be seen. Ward Tucker and Howard Mayhew as general directors of the Sports Com- mittee may have other moves up their sleeves which will meet with approval if the undertaking must be done out- doors. The cold air has a bit of warmth to it when blending with good fellow- ship. A guy named Les Blackburn is pre- paring for some heavy bridge and it seems the good association fairly seethes with bridge butchers who will bid as high as nine spades on a real cold night. There is, however, no mention yet of the greatest sport of all. It is practised by young and old, skilled and unskilled. housewife, maid, housekeeper and ma- jor domo. It is not much fun but it is very necessary and that sport is- drive-way shoveling. Page Eight Winter Sports Now Loom In The Offing By Halsey Hall There doesn't seem to be any off- season in the well-known Country Club. There doesn't seem to be any set time for the tired business man to reach his homey surroundings, settle down of a Sunday or a chilly evening and pipe up, "Well, old girl, what shall we talk about?" As a matter of fact there will be many evenings this winter when the aforementioned Tired Business Man won't be able to do that even if so in- clined for the "old girl" he affection- ately speaks to won't be home herself. For the winter sports season is ap- proaching at the Country Club and the Country Club Sports Association is busy with planning, organization and even competition in some of the activi- ties which will take place during the months when you make faces at the coal man. The list is long and the list is varied, and if a lady or gentleman is unable to find diversion in It then that lady or gentleman is hard to please indeed. It will include skating, skiing, toboggan- ing, hiking, sleigh riding, volleyball, dancing and bridge. There you have a curriculum of outdoor and indoor sport studies which may be used to the best advantage of body and, in the case of bridge, of mind. The volleyballers are at it already. On a Thursday night you may find them at work and play in the auditor- ium of Edina School, where- Harry Cross is chairman of the volleyball committee and where teams are chosen and beaten every week. You may lis- ten to a healthy argument or two, also, as Lee Fletcher warms to his kills or warms to the task of chasing a kill by another fellow. They say the leading players are Howard Mayhew and Ralph Taylor, but Charley Hay and a flock of others will dispute this statement. It's more tangled than picking an all- American eleven. It has just about been definitely de- cided to make the Dancing Club a formal affair this year which means that overalls are barred. The Country Country Club Barber Shop 3602 Sunnyside Ave. "Service With Courtesy" BURR CHEEVER Minneapolis, Minn. A- €d-e-- 1 Y. to, November .1930 Traffic Control Signs For 50th 'St. Speeders The question of control of traffic on 50th Street is a problem that has been under consideration for a long time. Numerous complaints have been reg- istered with the Association by pro- perty owners on or adjacent to 50th Street, asking for relief from the dan- ger and noise of cars driven at high speed, both day and night. The Traffic Committee went before the Village Council at their meeting on Saturday, October 11th, with the re- quest that signs be placed along 50th Street, which might help to correct a bad situation. The Council was interested and af- ter deliberation authorized the placing of signs, starting at the intersection of 50th Street and No. 5 Highway and continuing through to France Avenue. At the intersection of 50th and No. 5. there will be a sign, "Village Street." Near the Clubhouse will be signs, "Danger, Drive Slowly." At Wooddale Avenue, a sign. "Crossroad." At or near Arden Avenue a sign reading "Vil- lage Street. Speed 20 miles." At France Avenue a sign, "Limits, Village of Edina, Reduce Speed." It is hoped that these numerous signs, backed up by the authority of our police, will have the effect of eli- minating fast driving. Many people not familiar with the situation, seem to feel that 50th Street is a continuation of No. 5 and is a highway where there is practically no speed limit, and it will be largely a matter of education as far as the driv- ing public is concerned.. SKATES WELL BE WORN SOON The youngsters and older people as well, are looking forward to the day' when the ice freezes sufficiently thica: on the Mill Pond to permit skating. The Sports Committee we understand. are already making plans for the care of the ice, proper lighting and perhaps even a warming house. With the Clubhouse close at hand and open every evening, we anticipate that this will be a big winter for those who enjoy outdoor sports. Clothes Make The Man Yes, but the tailor makes the clothes, so the tailor should be be chosen with care. My 20 years of experience in design- ing and making fine clothes for men is at your service. Also expert repairing, cleaning and pressing at moderate rates. Steve Fusco Country Club Master Tailor 4408 France Are. So. Wa. 5432 We call for and deliver TIIE CRIER -FINE-EXAMPLE OF ARCHITECTURE It is expected that the house at 450g Wooddale Avenue. now nearing com- pletion. will be ready for occupancy by its owner, Clarence E. Rubbert, of Min- neapolis, before Thanksgiving. This eight-room Colonial adaptation was designed by Rollin C. Chapin. the Minneapolis architect who won a prize last year for the best small house In competition with many others. The architectural beauty of this. house h caused much favorable comment ftrtionti racid.” ra 4 3„c-icLIX.c By Les Wanninger Guest Columnist This is to provide an update on several important initiatives of the Edina Transportation Commission (ETC). The Northeast Edina Traffic Study was a year-long initiative resulting in recommendations which the Edina City Council unanimously approved in November 2006. The major issues were heavy cut-through traffic within neighborhoods and congestion at the business area intersections. Recommendations included: 1) intersection redesign and removal of some on-street parking 2) residential area safety improvements, 3) a study to improve off-street parking in the business areas, and 4) a public relations program to improve driver attitudes and behaviors. The study process involved significant public input including an initial information meeting, four public open houses, a formal public hearing and written comments. The study was led by a Study Advisory Committee (SAC) composed of more than 20 citizens from three communities. Since November, our staff and consultants have developed detailed specifications necessary to gain approvals from the City of Minneapolis and Hennepin County, which have authority over the intersections. The France Avenue intersection projects should be implemented in 2008. Halifax & 50th intersection improvements are being done this fall. The residential area safety improvements will be implemented with planned street and sewer projects in 2008 and 2009. Roundabouts are under construction on West 70th Street between France and York avenues. The roundabouts will result in important safety improvements, i.e. reduced speed, removal of all left turns into and out of the businesses, easy egress from the businesses to go either east or west or across, and much safer pedestrian crossing. A sidewalk is being added on the north side of the street and the street will be enhanced visually with landscaping of the median and roundabouts. A West 70th /Cornelia Area Traffic Study is under way with a goal to reach a consensus plan in summer 2008. Our study process has involved significant public input including an initial information meeting, three formal public hearings and written comments from over 300 people. We formed a SAC of residents and business representatives to work with the ETC. In SAC meetings, consensus has been reached on the primary issues and the measurements we will use to evaluate proposed solutions. We also conducted an origin- destination study to aid us in evaluating potential attractive alternate routes for drivers who currently use West 70th during peak PM commute time. A wide range of solution suggestions have been received from the public, which will be considered in this phase of the process. We determined at our September SAC meeting that we will not need to expand West 70th to four lanes to carry the projected 2030 traffic volume. However, access from north and south, pedestrian safety and cut through traffic will require significant improvements. We have asked our consultants to consider a variety of traffic design elements such as traffic signals, roundabouts, medians, chicanes (curved roadways which require drivers to proceed slowly), raised crosswalks, speed tables and signage. In November, we will review the staff/consultant evaluations of those elements using preliminary 2030 traffic projections from the draft Comprehensive Plan. In January, we will conduct a public information open house followed by a separate formal public hearing. These meetings will provide opportunity to gain additional public input. Working with the SAC we will then develop a draft report. Following that we will hold another public information open house and a public hearing. The ETC will then take action on the draft report and make a final report with recommendations to the City Council. Information on these and other ETC initiatives is available on the City's website, www.CityofEdina.com. Les Wanninger is chairman of the Edina Transportation Commission. A 3 eiudek. x ii Jack Sullivan From: Laura Fulton Sent: Friday, September 28, 2007 1:02 PM To: Jack Sullivan Subject: FW: Attention: Jack Sullivan Engineering department Original Message From: Ruth Ramstad [mailto:ruthbramstad@comcast.net] Sent: Friday, September 28, 2007 12:03 PM To: Laura Fulton Subject: Attention: Jack Sullivan Engineering department Dear Mr. Sullivan, There are several ways to address the traffic problems at our intersection, 51st street and Halifax, First Option and Obviously most preferred A Controlled Intersection. at 51st Street and Halifax. The culprit, Flashing Light/Cross with Caution would be dismantled and I think a safe intersection for all, pedestrians and drivers would be welcomed. Also, speed bumps would slow down the traffic; These considerations are possibilities if the State Law cannot provide cogent legislation regarding this issue. Please Advise Please contact me, ruthbramstad@comcast.net 612 922 1559 Ruth B Rams tad 4075 West 51st Street #308 Edina, Minnesota 55424 Special to the Edina Council Members Members of the transportation Commission Engineering Department: Mr. Jack Sullivan e 4k) ceot X Jack Sullivan From: Deb Mangen Sent: Wednesday, October 10, 2007 8:26 AM To: Wayne Houle; Jack Sullivan Subject: FW: 70th Street SAC meetings FYI Original Message From: Laura Fulton Sent: Wednesday, October 10, 2007 8:05 AM To: 'jhovland@krauserollins.com'; 'Housh, Scot'; 'ANN SWENSON'; 'lmmasica@aol.com'; ijonibennett12@comcast.net' Cc: Deb Mangen Subject: FW: 70th Street SAC meetings Original Message From: Kris Norton [mailto:loub0005@umn.edu] Sent: Tuesday, October 09, 2007 4:31 PM To: Laura Fulton Subject: 70th Street SAC meetings To: Mayor and City Council Members From: Kristine Norton, 7007 Cornelia Drive, Edina, MN RE: SAC meetings and format Please add a public comment and questions time to the 70th Street SAC meeting agenda. This Public Comment/Questions time is part of the Transportation Commission meetings and should be considered as a positive addition to SAC meetings as well. Thank you for your timely consideration. 1