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HomeMy WebLinkAbout2011-09-15 Meeting PacketAGENDA CITY OF EDINA, MINNESOTA TRANSPORTATION COMMISSION COMMUNITY ROOM SEPTEMBER 15, 2011 6:00 P.M. I. CALL TO ORDER ROLL CALL III. APPROVAL OF MEETING AGENDA IV. ADOPTION OF CONSENT AGENDA A. Approval of Minutes -- Regular meeting of August 18, 2011 B. Traffic Safety Committee Report of September 7, 2011 V. COMMUNITY COMMENT During "Community Comment," the Transportation Commission will invite residents to share relevant issues or concerns. Individuals must limit their comments to three minutes. The Chair may limit the number of speakers on the same issue in the interest of time and topic. Generally speaking, items that are elsewhere on tonight's agenda may not be addressed during Community Comment. Individuals should not expect the Chair or Commission Members to respond to their comments tonight. Instead, the Commission might refer the matter to staff for consideration at a future meeting. VI. REPORTS/RECOMMENDATIONS A. Karen Nikolai — Hennepin Department of Housing, Community Works, and Transit France Avenue Corridor Study B. Commission Discussion: • Safe Routes to School Conference and Funding update • Transit for Livable Communities — Bike Boulevard Schedule Update • Commission Recommendation Process • Living Streets RFP update • Transportation Options Committee • 2012 Proposed Street Reconstruction Update — Residential and State Aid C. Bike Edina Task Force Update D. Grandview Small Area Study Update E. 44th and 70th Street Updates VII. CORRESPONDENCE AND PETITIONS \\ED-NT8 \ EngPubWks\ Engineering\Infrastructure \Streets\Traffic\TRANSP COMM \ Agendas \ 2011 Agendas\ 20110915_Agenda.docx VIII. CHAIR AND COMMISSION MEMBER COMMENTS IX. STAFF COMMENTS X. ADJOURNMENT The City of Edina wants all residents to be comfortable being part of the public process. If you need assistance in the way of hearing amplification, an interpreter, large-print documents or something else, please call 952-927-8861 72 hours in advance of the meeting. \\ ED-NT8\ EngPubWkA Engineering\ Infrastructure\StreetsVraffic VRANSP COMM\ Agendas\2011 Agendas\ 20110915_Agenda.docx MINUTES OF CITY OF EDINA, MINNESOTA TRANSPORTATION COMMISSION COMMUNITY ROOM AUGUST 18, 2011 6:00 P.M. ROLLCALL Answering rollcall were Members Bonneville, Franzen, Janovy, McKlveen, Nelson, Schold Davis, and Thompson APPROVAL OF MEETING AGENDA Motion was made by Member Thompson and seconded by Member Nelson approving the meeting agenda. All voted aye. Motion carried. APPROVAL OF MINUTES - REGULAR MEETING OF JULY 21, 2011 Correction was made to the spelling of member McKlveen's name. Page 2, TLC Grant Update, delete "...ramps parallel to crosstown..." and replace with '...ADA compliant ramps on both ends approaching the pedestrian bridge...' Motion was made by Member Franzen and seconded by Member Thompson to approve amended minutes. All voted aye. Motion carried. Traffic Safety Report of August 3, 2011 City engineer Houle said section A, item 1 was pulled because no longer needed by requestor. Section C, item 2, chair Janovy said this came from the NE Edina Traffic Study and requested an update at a future meeting on the parking issues with City of Minneapolis and Hennepin County at 44th/Sunnyside and France, and pedestrian improvements at White Oaks and Morningside. As a quick update, Mr. Houle said City of Minneapolis has not responded to any of his requests to improve parking, and the NE Edina Traffic Study area has been under construction for the past few years and traffic counts would be skewed; therefore, counts will be done when the construction is completed. Section C, item 3 was referred to Mn/DOT because the traffic signal is within their jurisdiction. Mr. Houle said the "no turn on red" allows traffic from Rabun Dr. to get onto W. 70th and that Mn/DOT could remove it if traffic is backing up onto TH-100. The ETC supports the "no turn on red." Section D, item 4, member Nelson said this has come up before. Mr. Houle explained that complaints have always been that drivers cannot see oncoming traffic on the straight-away which is not necessary in a roundabout. He said drivers only need to see traffic entering the roundabout and pedestrians entering the crosswalk. Mr. Houle said staff is formulating the process for the TSC and will be bringing it to the ETC for review and feedback. Motion was made by chair Janovy to forward their comments to Council and seconded by member McKleven. All voted aye. COMMUNITY COMMENT None. REPORTS/RECOMMENDATIONS 1 Transit for Livable Communities — Bike Boulevard Update Chair Janovy said Mr. Houle and City Manager Neal spoke with Mr. Steve Clark of TLC and that TLC requested a letter from the City explaining the progress to date, as well as a letter from the BETF and ETC supporting or not supporting the Council's decision from its 8/3 meeting, including the 3/2 conversion at Valley View. The BETF supports the conversion but would like to see a parking study on Wooddale to determine need. Mr. Houle was asked if the residents are aware of the potential parking loss and he said no because the public process is not typically done when a project is in the preliminary stage. He said a consultant would have to do the parking study due to staff's workload. After discussion the following motion was made: Motion by member McKleven to: do parking study on Wooddale, draft alternative designs and then schedule public hearing; support bike lane on 54th; acknowledged that proposed route ends at W. 70th; support the continuation of dedicated bike lanes on Valley View from TH62 to W. 70th and additionally, look at the east bound exit from crosstown onto Valley View towards the aquatic center to improve operation; and member Franzen will draft the letter from the ETC to TLC with assistance from members Thompson and Nelson. The motion was seconded by member Schold Davis. All voted aye. France Avenue Pedestrian Crossing Update Members were presented with revised approved City Council meeting minutes from August 3. Chair Janovy noted the revised approved minutes were different from the minutes previously distributed, specifically, the wording of the Council's motion on the France Avenue bridge Request for Proposal (RFP)/Request for Qualifications (RFQ) had been revised. Member Franzen noted an RFP and RFQ are different things. Chair Janovy noted some council members may have been confused during the discussion because there is a difference between RFQ and RFP. Mr. Houle said it can be an RFP or RFQ but he would prefer an RFP and this works best to stay within the timeframe if the pedestrian bridge is to be built. He said TIF funds can pay for the study; however, he is not sure if TIF funds can be used to study at grade crossings since it's a new feature. In regards to the pedestrian bridge being used, Mr. Houle said the owners of Byerlys, and the building at 72"1 & France are excited about the bridge because customers/tenants would have access across France. Additionally, he said there are 700 homes that would be able to cross the bridge to get to Centennial Lakes and this is why funding was approved. After discussion, consensus was to study the bridge and a couple at grade crossing intersections (suggestions were Parklawn, 66th, 70th and 76ths . ) Gallagher will not be included because Three Rivers District will be studying that intersection. Staff will draft the RFP and bring back to the ETC for review. Living Streets RFP Update Continued to the next meeting. Transportation Options Committee Member Schold Davis said she is asking that they form a subcommittee to review transportation options for Edina. She handed out information on a volunteer drivers' program that has grant money available ($240,000) this fall. She said she has been meeting with an ad hoc group (Minneapolis, Carver, and St. Paul) that is working to start a program in the twin cities. The program would match volunteer drivers to users. Mr. Houle suggested contacting Sue Weigle at the Senior Center because they had explored a program that was being used in Plymouth but decided not to implement it in Edina. Chair Janovy explained that the proposal is for the subcommittee to meet for one year and it would be chaired by member Schold Davis. She explained further that they would need to identify who would be the lead in the joint venture with other cities/counties; determine if they need to follow the Open Meeting Law, publish press release, and receive statement of interest from volunteers. 2 Motion was made by member Bonneville to approve the Transportation Options Subcommittee as written except that the groups listed as representative is not limited to one member, and approval to publish a press release. The motion was seconded by member Nelson. All voted aye. Motion carried. Student Mentors Chair Janovy said there are two new student members starting in September and asked how the ETC could get them more involved. Working on Safe Routes to School projects and traffic issues at the high school were suggested. Member McKlveen volunteered to arrive at 5:30 p.m. for the next meeting to meet with the student members. Sidewalk and Bicycle Facilities Maps City engineer Houle said staff has more detailed maps than those in the Comp Plan and the ETC requested the more detailed maps. They asked if Rebecca, GIS administrator, could attend a meeting to give an overview of GIS and what kinds of maps can be generated. Mr. Houle said Rebecca can give an overview and that Rebecca can generate a variety of maps. He said requests for maps should be coordinated through him or Mr. Sullivan. 2012 Proposed Street Reconstruction City engineer Houle said open house dates are set for the 2012 (9/13) and 2013 (9/22) street reconstruction projects and specific neighborhood information meetings will be scheduled for October. He said staff will present plans to the ETC in October and hold public hearings in December. Mr. Houle was asked if Complete Streets is used when planning these projects and he said they have always incorporated the ideas of Complete Streets even though they did not have a formal policy. After discussion, the following were suggested: 1) members to drive the 2012 areas and bring back ideas; 2) adding the ETC to the mailing list for the 2012 and 2013 letters; and 3) members to sign up to receive City Extra emails for projects within their quadrant of the City. Commission Recommendation Process Continued to the next meeting. Bike Edina Task Force Update None. Grandview Small Area Study Update Members Nelson and Bonneville said the group continues to meet on the same night as the ETC and tonight the nine consultants that they have selected will be presenting to the group. 44th and 70th Street Updates w. 44th Street: curb and gutter should be in from France to Wooddale next week; lots of utility work are ongoing; and next week the road will be closed from TH100 to the east. W. 70th Street: the roundabouts are in and open to local traffic only; the 5 ft gutter pan was incorrectly installed and had to be ripped out and replaced (a $20,000 error for the contractor); to the east all the curb and gutter have been installed; in some areas the boulevard would will shrink to 21/2 to 3 ft and be filled in with aggregate and when residents realized this they complained to Council and staff was directed to plant day lilies with homeowners responsible for maintenance; and, most of Cornelia will be open in time for school. Sunnyside Avenue: residents like having the speed table. Staff's recommendation is to not put it in on streets 10 years or newer and a policy will be drafted regarding usage. CORRESPONDENCE AND PETITIONS None CHAIR AND COMMISSION MEMBER COMMENTS 3 Member Schold Davis said the Safe Routes to School conference was interesting and the same was echoed by chair Janovy. Member Nelson said the Southwest LRT is starting to meet again. STAFF COMMENTS None. ADJOURNMENT Motion made by member Nelson and seconded member Schold Davis to adjourn the meeting. 4 To: Transportation Commission From: Jack Sullivan Assistant City Engineer Date: September 15, 2011 Subject: Commission Discussion Agenda Item No.: VI.B ACTION: Recommendation/Motion X Discussion Information Page 1 of 2 Item VI.B. Edina Transportation Commission REGULAR TRANSPORTATION COMMISSION MEETING REPORT/RECOMMENDATION Info/Background: Transportation Commission Members, There are a number of topics that will be discussed at the meeting on Thursday September 15 in the Community Room. I will give a brief background on the following items and expect additional discussion to take place at the meeting. Safe Routes to School Conference and Funding Update The City of Edina was not successful in receiving funding for the application we submitted for sidewalk improvements near the Southview School campus. A number of ETC and BETF members attended the Safe Routes to School Conference held in Minneapolis and will be able to give some additional information about their experiences at this conference. Transit for Livable Communities — Bike Boulevard Schedule Update Enclosed you will find a letter from City Manager Neal to Steve Clark of Transit for Livable Communities expressing the City's commitment to completing the Valley View/Wooddale/54th Street Bike proposal. The anticipated timeline for this project is as follows: Project Memorandum — September 15, 2011 Open House & Information Meeting — October 5, 2011 Draft Project Memo & Draft Plans — October 26, 2011 Public Hearing — 3rd Week of November 2011 Complete Plans and Submit Project Memo — November 2011 \\ED-NTMEngPubWks\Engineering\Infrastructure\Streets\Traffic\TRANSP COMM\Agendas\2011R&R\20110915Item.VI.B_Commission Discussion.docx Page 2 of 2 Item VI.B. Edina Transportation Commission Bid Opening — March 2012 Award Contract—April 2012 Begin Construction - May 2012 Complete Construction — July 2012 Commission Recommendation Process At the July ETC meeting Commission members agreed to a format for communicating ETC recommendations to Council. However, I did not produce an actual example of what was to be used. Chair Janovy created the attached "Edina Transportation Commission Advisory Communication" document. As the Chair she has volunteered to type this communication document on behalf of the ETC for all future ETC recommendations. If it is approved by the ETC, I'll begin to use this at the upcoming Council meetings. Staff will produce the standard Report/Recommendation as required by Council. This R & R will have some background information generated by staff, staff's position and the "Edina Transportation Commission Advisory Communication" for each issue needing to be forwarded to Council. Living Streets RFP Update Staff is still working on the Living Streets RFP and will present a working copy for your review and comment when it is ready. Transportation Options Committee Council approved the request of the ETC for a Transportation Options Subcommittee. A press release will be going out on September 22 asking for volunteers to this committee. I hope to have a draft copy for you to review on September 15. 2012 Proposed Street Reconstruction Update — Residential and State-Aid An open house was held on September 13, 2011 for the 2012 neighborhood street reconstruction projects. It was brought up at the last ETC meeting that ETC members should drive the street projects and start brainstorming ideas during the reconstruction process. In addition, I plan on having a State Aid street reconstruction map of the potential projects thru 2019. WED-NTMEngPubWks\Engineering\Infrastructure\Streets\Traffic\TRANSP COMM\Agendas\2011R&R\20110915Jtem.VI.B_Commission Discussion.docx To: From: Date: Subject: Transportation Commission Jack Sullivan Assistant City Engineer September 15, 2011 France Avenue Corridor Study Agenda Item No.: VIA ACTION: Recommendation/Motion Discussion Information Page 1 of 2 Item VI.A. Edina Transportation Commission REGULAR TRANSPORTATION COMMISSION MEETING REPORT/RECOMMENDATION Info/Background: Karen Nikolai from Hennepin County Department of House, Community Works, and Transit will be here to discuss the France Avenue Corridor Study completed in 2009. Please bring your "France Avenue Corridor Study" from 2009 to use as a reference that evening. I have attached the cover of that report to the back of this Report as a refresher of what the report looks like. \\ED-NTMEngPubWks\Engineering\Infrastructure\Streets\Traffic\TRANSP COMM\Agendas\2011R&R\20110915_Item.VI.A_Henn Co.docx Page 2 of 2 Item VLA. Edina Transportation Commission FRANCE AVENUE CORRIDOR STUDY Prepared for: HENNEPIN COUNTY THE CITY OF EDINA Prepared by: URS Corporation Fifth Street Towers 100 South Fifth Street, suite 1500 Minneapolis, MN April 30, 2009 \\ED-NTMEngPubWks \Engineering\InfrastructuraStreets\Traffic\TRANSP COM1vfAgendas\2011R&R\20110915_Item.VIA Henn Co.docx REPORT/RECOMMENDATION To: MAYOR AND COUNCIL Agenda Item Item No: IV. G. From: Wayne Houle, PE -7,444 Public Works Director/ City Engineer Action Discussion Information X Date: September 6, 2011 Subject: Safe Routes to School Notice INFORMATION/BACKGROUND: Attached you will find a letter from the Minnesota Department of Transportation regarding our recent application for Safe Routes to School funding. The City of Edina was not successful in obtaining the requested funding. I, along with a number of Transportation Commission and Bike Edina Task Force members recently attended the Third National Conference of the Safe Routes to School Conference that was held in Minneapolis. I was able to present the School Speed Zone Study, which the City did receive funding for this study. I also presented the West 70th Street project as a Complete Street project that was adjacent to an Elementary School. Both presentations were well attended and received. After attending a number other presentations, attendees from Edina realized that the City and School District does not have an overall Safe Routes to School Plan. Staff is encouraging the City Council to include this plan in a future non motorized plan, such as the pedestrian overlay plan that has been suggested by Council. ATTACHMENTS: • Letter of August 16, 2011 from Minnesota Department of Transportation G: \ PW \CENTRAL SVCS \STREETS DIV \SIDEWALKS N BIKEWAYS \Safe Route to Schoo1\2011 Application \ Item IV. G. Safe Routes To School Notice.docx MIED 17 Nil ov, EDINA U;Isj,Ggi...Ett\t6 DEPT te"Es°4,1, Minnesota Department of Transportation fe. State Aid for Local Transportation 395 John Ireland Boulevard, MS 500 OpTP Saint Paul, MN 55155 August 16, 2011 Wayne Houle Public Works Director/City Engineer 7450 Metro Boulevard Edina, Minn 55439 RE: Safe Routes to School Infrastructure Grant Application which include Concord Elementary Dear Wayne Houle, I regret to inform you that your 2011 Safe Routes to School proposal (SRTS) was unsuccessful. This year's solicitation received 82 applications requesting over $23.3 million in SRTS funds. We received many innovative and excellent proposals from all over Minnesota and the selection process was highly competitive. I will be happy to answer questions you may have on your application and provide suggestions to improve your chances on future infrastructure solicitations. It is uncertain at this time if there will be additional funding to continue the infrastructure program. Funding for the SRTS program is contingent on the passage of the next federal transportation bill. Future opportunities for your participation in the Safe Routes to School Program will be posted on the MnDOT SRTS website when they become available. Program information and educational materials can also be found at our website, www.dot.state.mn.us/saferoutes. If you have any questions, please contact me at 651- 366-3827 or mao.yang@state.mn.us. Thank you for your participation. Sincerely, Mao Yang Asst. Project Development Engineer An Equal Opportunity Employer August 22, 2011 City of Mr. Steve Clark Walking and Bicycling Program Manager Transit for Livable Communities 626 Selby Avenue Saint Paul, MN 55104 RE: City of Edina TLC Grant Dear Steve: At your request the City of Edina is submitting additional information as to our grant with the TLC. This additional information includes City of Edina's commitment to this project, which is also shown in the attached support letters from the Bike Edina Task Force and the Edina Transportation Commission. We are also including an explanation as for the delay in completing this project. The City of Edina is very committed to promoting and approving bike and pedestrian projects. This has been demonstrated by the recent Edina City Council unanimously approving the Nine Mile Creek Regional Trail in December of 2010. In 2010 the Edina City Council also approved bike lanes along the West 70th Street project; this project also included reducing the speed limit to 25 mph. The City of Edina was one of the first communities in the State of Minnesota to adopt a Bike Plan in 2007, which was then included in the 2009 City Comprehensive Plan. This project was delayed for a number of reasons. The first being that after TLC notified the City of the successful application, City Engineer - Wayne Houle contacted yourself. Mr. Houle was under the impression, from that conversation, that grant monies could not be used for contracting with a consulting firm to complete the project. Staff anticipated completing this project in-house due to the tight budgets in 2009 and 2010. As stated above the Nine Mile Creek Regional Trail was being studied by the Council during this same time, which was also a very controversial project. Knowing that the Bike Boulevard project will have a huge impact on the travel behavior for the residents of Edina, staff delayed the project until a resolution was reached by City Hall 4801 WEST 50TH STREET EDINA, MINNESOTA, 55424-1394 www.CityofEdina.com 952-927-8861 FAX 952-826-0390 TTY 952-826-0379 Scott H. Neal City Manager Page 2 Letter to TLC from City of Edina August 22, 2011 the Council on the regional trail project. In hindsight staff should have went forward with the project. Hopefully this gives your board better insight as to the City's commitment to the project and to now expeditiously move forward with the project. Please contact me if you need additional information. Sincerely, C: City Council nsportation Commission Wayne Houle - Director of Public Works / City Engineer G:\RW \ CENTRAL SVCS \ STREETS DIV \SIDEWALKS N BIKEWAYS \Transit for Liveable Communities\ 2009 Submital\ Implementation \ 20110822 SN-Edina to SC- TLC.doc August 21, 2011 Scott Neal, City Manager City of Edina 4801 W. 50th Street Edina, MN 55424 RE: TLC Grant Dear Mr. Neal, The Edina Transportation Commission (ETC) supports taking action to preserve the TLC bike boulevard grant monies (the "Grant"). The ETC and City of Edina have adopted support for a Complete Streets policy and believes the Grant monies represent a significant step towards implementation of the policy goals. Specifically, the ETC offers the following support and comments to the City Council's motion made August 3rd, 2011: Condition #1: The ETC supports this condition without change. Condition#2: The ETC prefers Bike Lanes be included on Wooddale Avenue. However, further data and analysis is needed concerning on-street parking and design alternatives in order to make a final decision on this matter. Condition #3: The ETC supports this condition without change. Condition #4: The ETC supports this condition without change, with the understanding that the proposed route ends at W. 70th. Condition #5: The ETC supports a public process and the continuation of bike lanes on Valley View Road from TH 62 to ,W 70th. We look forward to the implementation of the proposed Grant improvements and appreciated the City's consideration of the grant requirements. Regards, Jennifer Janovy Chair, Edina Transportation Commission. Aug. 3, 2011 Edina City Council Regular Meeting Minutes Page 7 of 10 financing and indicated this concept would be presented at the August 16, 2011, meeting. The Council agreed that due diligence was required prior to instituting this type of program. Lynn Hinkle, Policy Director with Minnesota Solar Energy Industries, described his worked with Senator Doll on passage of this legislation and offered his expertise. Michael Chapuran, 5829 Tingdale Avenue, stated support for the PACE program. Bill Simons, 4620 Casco Avenue, Sales and Marketing Manager for 10K Solar, urged the Council to consider all options for the proposed solar panel project. VIII. REPORTS / RECOMMENDATIONS RESOLUTION NO. 2011-76 ADOPTED —ACCEPTING VARIOUS DONATIONS Mayor Hovland explained that in order to comply with State Statutes; all donations to the City must be adopted by Resolution and approved by four favorable votes of the Council accepting the donations. Member Brindle introduced and moved adoption of Resolution No. 2011-76 accepting various donations. Member Bennett seconded the motion. Rollcall: Ayes: Bennett, Brindle, Sprague, Swenson, Hovland Motion carried. VIII. B. PUBLIC FACILITIES INVENTORY AND FEASIBILITY STUDY OF AN INDOOR ATHLETIC FACILITY AUTHORIZED Mr. Neal introduced the item and indicated if adopted staff would implement the action items immediately. The Council agreed with the need to provide clear directive relating to the type of study to be undertaken. Mr. Neal explained the budget of $20,000 was intended to support a broad-view independent analysis that included an assessment of current facilities, age, size and use of those facilities, whether uses should be shifted to a different facility, and evaluation of an indoor athletic facility concept including financial feasibility. He did not anticipate that the analysis would address the Centennial Lakes and Edinborough trust funds. The Council discussed whether publicly-accessible pools should be included in the facilities analysis. It was noted the public had identified unmet needs of an indoor athletic facility as well as a community center, and the School District had indicated it would need more space for its own functions due to rising enrollment, so less space would be available for community programming. Mr. Neal indicated the project budget of $20,000 would allow the Park Board to hire a consultant and keep the project moving forward. He emphasized that the analysis would address the greater issues, not a specific proposal. Once the analysis was completed, the Park Board would make a recommendation. If the Council determined to move forward, it would then consider issues such as the size of the indoor athletic facility, available locations, programming, and ownership. Mayor Hovland made a motion, seconded by Member Bennett, directing City staff to conduct a feasibility study of an indoor athletic facility under the guidance of the Park Board; directing staff to prepare an inventory of City of Edina's public facilities; authorizing a project budget not to exceed $20,000 for both purposes; and, authorizing the Park Board to establish committees and subcommittees to assist with this task. g, Ayes: Bennett, Brindle, Sprague, Hovland Abstaining: Swenson Motion carried. VIII.C. EDINA TRANSPORTATION COMMISSION RECOMMENDATION FOR TRANSIT FOR LIVABLE COMMUNITIES — BIKE BOULEVARD GRANT APPROVED Assistant City Engineer Sullivan stated about two years ago the City received a $250,000 grant from the Transit httn://wwwc,itynfedinacnm/CitvCouncil/Citveounci1 MeetingMinutes/20110803Rea.htm 9/12/2011 Aug. 3, 2011 Edina City Council Regular Meeting Minutes Page 8 of 10 for Livable Communities (TLC) for signing and striping a bikeway from the easterly border of Edina at West 54th Street, along West 54th Street to Wooddale Avenue, then south along Wooddale Avenue to Valley View Road, then east along Valley View Road to West 70th Street. He described the intended project and challenges that have arisen relating to removal of 106 parking spaces on 54th Street and Wooddale Avenue; that the TLC was now requiring Valley View Road to be converted to a two-lane road, instead of the three-lane road currently in •existence, and, issues resulting from limited right-of-way, free right-off ramp, and large traffic volumes. Mr. Sullivan presented the position of the Edina Transportation Commission (ETC) to support implementation of bike facilities in Edina and recommitted its support of the project to secure the TLC grant and endorse the two- lane conversion on Valley View Road from Wooddale Avenue to Crosstown. The ETC had also acknowledged that the grant may not be enough to fund major improvements to the Crosstown interchange. Mr. Sullivan indicated staff also supported creation of bicycle corridors; however, vehicle and bicycle safety considerations relating to the two-lane conversion needed to be addressed by a consultant prior to reconfiguration. The Council reviewed the project costs and indication by the TLC that additional funding may be available. Mr. Houle recommended contracting with WSB to conduct a feasibility study due to its extensive experience with bicycle corridors. The Council Members discussed preferences for elements within each of the three segments of this project and expounded on the best language for a Council motion. It was acknowledged that the intent of bicycle boulevard grant funds was to increase bicycle ridership, which was obtained with dedicated bike corridors. However, MN/DOT State Aid approval would be required to convert Valley View Road from three lanes to two lanes and that determination should be obtained prior to public input. Mr. Houle indicated the City's professional services budget could fund the process to bring the request before MN/DOT and recommended TLC be asked whether some grant funds could be used for engineering services. The Council commented on the difficulty of removing parking from six residential blocks on Wooddale Avenue to create a dedicated bike lane. The Council agreed that if Wooddale Avenue, from 50th Street to Valley View Lane, was the selected route it would be a share-the-road concept because the Council would not foresee a dedicated bike lane in that location. The Council discussed other options including whether bike lanes could be included on both sides of 54th Street when it was reconstructed. In terms of the single roundabout at 70th Street, the Council was comfortable with not providing additional bicycle facilities. The Council concurred that a public process on all aspects would be held if the MN/DOT State Aid office approved the three-lane to two-lane conversion. Member Sprague made a motion, seconded by Member Bennett that the City notify Transit for Livable Communities of its intent to secure the Bike Boulevard Grant over the proposed route subject to the following conditions: 1. Approval by the Minnesota Department of Transportation Municipal State Aid Office of the conversion of Valley View Road between Wooddale Avenue and Crosstown Highway (TH 62) from three traffic lanes, including a two-way left turn lane, to two lanes for motorized travel; and 2. The portion of the proposed route on Wooddale Avenue be designated as Share-the-Road for shared bicycle and motorized vehicle use; and 3. The portion of the proposed route on West 54th Street be constructed pursuant to the TLC Grant application with dedicated bike lanes; and 4. That portion of the proposed route at the intersection of Valley View Road and West 70th Street be designated as Share-the-Road for shared bicycle and motorized vehicle use; and 5. A public process acceptable to the Council on all aspects of the grant will be held conditioned upon securing approval from the Minnesota Department of Transportation Municipal State Aid Office of the three-lane to two-lane conversion on Valley View Road. Ayes: Bennett, Brindle, Sprague, Swenson, Hovland Motion carried. son =sow VIII.D. EDINA ENERGY AND ENVIRONMENT COMMISSION'S RECOMMENDATION FOR SOLAR PANEL PROJECT http://www.cityofedina.com/CityCouneil/CityCouncil_MeetingMinutes/20110803Reg.htm 9/12/2011 Attest: RESOLUTION NO. 2011-70 SUPPORTING BIKE BOULEVARD GRANT FROM TRANSIT FOR LIVABLE COMMUNITIES City or ridifm WHEREAS, the City of Edina is committed to supporting the bicycling community by adopting a Comprehensive Bicycle Transportation Plan in 2007; WHEREAS, the Transit for Livable Communities has granted the City of Edina a grant for bike boulevard in the City; and WHEREAS, the City of Edina is committed to the completion of a successful project; and WHEREAS, the Edina Transportation Commission will be conducting the public process for this project and will require additional time to ensure the best project possible; and NOW, THEREFORE, BE IT RESOLVED, the City Council requests the Transit for Livable Communities grant additional time to complete thi- project. ADOPTED this 7th day of June, 2011. __,•014 .„,, _.....%ftlillar...--- Debra A. Mangen, ity C r Jamves B. Hovland, Mayor STATE OF MINNESOTA ) COUNTY OF HENNEPIN ) SS CITY OF EDINA CERTIFICATE OF CLERK I, the undersigned duly appointed and acting City Clerk for the City of Edina, do hereby certify that the attached and foregoing Resolution is a true and correct copy of the Resolution duly adopted by the Edina City Council at its Regular Meeting of June 7, 2011, and as recorded in the Minutes of said Regular Meeting. WITNESS my hand and seal of said City this 17141day of City Hall 952-927-8861 4801 WEST 50TH STREET FAX 952-826-0390 EDINA, MINNESOTA, 55424-1394 www.CityofEclina.com TTY 952-826-0379 20 Edina Transportation Commission Advisory Communication Date: July 25, 2011 Subject: Transit for Livable'Communities Grant Attachments: None (draft minutes if available) Situation: The $250,000 grant from Transit for Livable Communities (TLC) has not been utilized, and TLC has indicated that they will reallocate the monies to another project if substantial progress toward implementing the TLC grant plan is not made by August 3, 2011. Background: In 2009, TLC approved a $250,000 grant to the City of Edina to improve bicycling facilities on 54th Street, Wooddale Avenue, and Valley View road connecting Wooddale to Southdale and Rosland Park. At various times, the plan outlined in the grant application has been unanimously endorsed by the Bike Edina Task Force, the Edina Transportation Commission, and the Edina City Council. Since approval of the grant, no further concrete progress has been made toward implementing the plan. Various potential impediments to implementation have been identified, including changes in parking on Wooddale, modification of travel lanes on Valley View, and managing the bike traffic over or under TH 62, but no substantive analyses or options for implementation have been presented. Other projects in other jurisdictions are seeking funding from TLC, and TLC will withdraw funding for the Edina project unless steps are taken to implement the plan by August 3. Assessment: BETF and ETC have identified modification of travel lanes on Valley View from 3 lanes to 2, with elimination of the central turn lane and addition of bicycle lanes (both ways) as an appropriate first step in implementing the planned bikeway. This modification to Valley View can be implemented this season while planning for completing the other segments of the plan can proceed concurrently. Implementation of the Wooddale and 54th portions of the plan will require some further analysis of traffic and parking, as well as education of adjacent property owners. ETC will work with staff and with TLC to finalize plans for these sections. Recommendation: Action by the Edina City Council ETC recommends that the City Council instruct staff to implement the Valley View portion of the TLC plan this summer, and to finalize plans for the rest of the project for completion Spring/Summer of 2012. Routing From To Action Requested Bob McKlveen/Jennifer Janovy on behalf of the ETC Jack Sullivan Cc: Scott Neal, Wayne Houle Please distribute to the City Council for DISCUSSION/AC I ION at the AUGUST 3, 2011 City Council meeting REPORT/RECOMMENDATION To: MAYOR AND COUNCIL Agenda Item Item No: IV.P. From: Jack Sullivan, PE . Assistant City Engineer X Action Discussion Information Date: September 6, 2011 Subject: Approve Formation of Edina Transportation Commission's Transportation Options Subcommittee ACTION REQUESTED: The Edina Transportation Commission recommends the City Council approve their request to form the Transportation Options Subcommittee. The Transportation Commission further recommends that residents who are not Transportation Commission members be allowed to serve on this subcommittee. INFORMATION/BACKGROUND: At the August 18, 2011 Transportation Commission meeting, members discussed the formation of a Transportation Options Subcommittee that will be tasked with: • Reviewing current transportation options for Edina senior aging in place, including volunteer driver services, public transportation, private commercial transportation, non-motorized transportation, and identifying the need for additional services as appropriate • Reviewing and making recommendations for additional service and infrastructure improvements to meet the needs of Edina seniors aging in place • Recommending partnerships and outside sources of funding to help meet the needs of Edina seniors aging in place • Identifying other populations who may also be served by these measures The Committee is expected to be comprised of members of the Transportation Commission, Planning Commission, Human Rights and Relations Commission, Community Health Committee, Edina Senior Center, Edina Resource Center and members of the public. The Subcommittee is expected to complete their review and recommendations within one year. If the Subcommittee is approved by Council, a press release will be published notifying the community of the Transportation Options Subcommittee and inviting members of the public to join. ATTACHMENTS: • Draft Edina Transportation Commission Meeting Minutes of August 18, 2011 • Overview of Transportation Options Subcommittee memo presented at the August 18, 2011 Transportation Commission Meeting \\ED-NT8\EngPubWks\Engineering\Infrostructure\streets\Traffic\TRANsp COMM\Agendas\2011 R&R to Council\2011090611em V.P. Transportation Options Subcommittee.doc Motion was made by Member Franzen and see,49, ed by Member T110pson to approve amended minutes. All voted • aye. Motion carried. Traffic Safety Report of August 3, 2011 City engineer Houle said section was pulled because nOlen neededty requestor. MINUTES OF CITY OF EDINA, MINNESOTA TRANSPORTATION COMMISSION COMMUNITY ROOM AUGUST 18, 2011 6:00 P.M. ROLLCALL Answering rollcall were Members Bonneville, Franzen, Janovy, McKlveen, Nelson, Schold Davis, and Thompson APPROVAL OF MEETING AGENDA Motion was made by Member Thom sonand seconded by Member Nelson approving the meeting agenda. All voted aye. Motion carried. APPROVAL OF MINUTES - REGULAR MEETING OF JUNE 16, NMI?, Correction was made to the spelling of member McKlveen'sAfg: Page 2, TLC Grant Update, delete "...ramps parallel to crosstown.." and replace with ends approaching the pedestrian bridge...' A compliant ramps on both Section C, item 2, chair Janovy.;:s4id this camejrom the , Edina Traffic Study and requested an update at a future meeting on the parking issues Wist,l1City OPinneapolis"-,'an,d Hennepin County at 44th/Sunnyside and France, and ,%cw;,,,,,-,. pedestrian improvements at 00-1&=anti Morningside As 1 ,4'1,-uick update, Mr. Houle said City of Minneapolis has not ,AW;;;;M-,a.f,>:,-',.0)., , responded to anylali,hisreque-M-,to improve parking;4nd;the NE Edma Traffic Study area has been under construction s<,,•..f,-_, , for the past few ears and traffic—;.-.Counts widuld be skeVdItherefore, counts will be done when the construction is .,- --,,,,r--, -- Section C, item 3 was Teel:red to Mn/D03,13ecause e traffic signal is within their jurisdiction. Mr. Houle said the "no turn on red" allows traffiar'brn Rabun Dr 6 get onto W. 70th and that Mn/DOT could remove it if traffic is backing up ?Xi onto TH-100. The ETC suppdrthsthe "no turpfon red." Section D, item 4, member Nelsor0s,a! ,I§"has come up before. Mr. Houle explained that complaints have always been that drivers cannot see oncoming traffiC on the straight-away which is not necessary in a roundabout. He said drivers only need to see traffic entering the roundabout and pedestrians entering the crosswalk. Mr. Houle said staff is formulating the process for the TSC and will be bringing it to the ETC for review and feedback. Motion was made by chair Janovy to forward their comments to Council and seconded by member McKleven. All voted aye. COMMUNITY COMMENT None. REPORTS/RECOMMENDATIONS completed. 1 Transit for Livable Communities — Bike Boulevard Update chair Janovy said Mr. Houle and City Manager Neal spoke with Mr. Steve Clark of TLC and that TLC requested a letter from the City explaining the progress to date, as well as a letter from the BETF and ETC supporting or not supporting the Council's decision from its 8/3 meeting, including the 3/2 conversion at Valley View. The BETF supports the conversion but would like to see a parking study on Wooddale to determine need. Mr. Houle was asked if the residents are aware of the potential parking loss and he said no because the public process is not typically done when a project is in the preliminary stage. He said a consultant would have to do the parking study due to staff's workload. After discussion the following motion was made: Motion by member McKleven to: do parking study on Wooddale, draft alternative designs and then schedule public hearing; support bike lane on 54th; acknowledged that proposed route ends at W. 70th; support the continuation of dedicated bike lanes on Valley View from TH62 to W. 70th and adylitiOally, look at the east bound exit from crosstown onto Valley View towards the aquatic center to improveiVation; and member Franzen will draft the letter from the ETC to TLC with assistance from members Thom:000nd Nelson. The motion was seconded by member Schold Davis. All voted aye. France Avenue Pedestrian Crossing Update -•.; Chair Janovy said some council members may have beent:nfused during the dikkion because there is a difference between Requests for Qualifications (RFQ) and Requests foOroposals (RFP). Mr. Ho'irlaa'i91 it can be an RFP or RFQ but <V0,- ',-.,e.;:c:i:,,-.: J.,.. .;, he would prefer an RFP and this works best to stay within th'epAefrarrpmthe pedestria n is to be built. He said TIF funds can pay for the study; however, he is riot sure if TIF ftkIS..aveeused to study atifade crossings since it's a V - bei. new feature. In regards to the pedestrian bridgemused, Mr. Houle said the owners of Byerlys, and the building at 72nd & France are excited about the bridge beeaWiifters/tenant'S:*ould have access across France. Additionally, he said there are 700 homes that would be able *to?crosS..toAridge to et to Centennial Lakes and this is why funding l';4> was approved. 'e -0:66- After discussion, consensus was_ 8 study4 6. bridge afftly, a le'O'-uple at-grade crossing intersections (suggestions were n'a--4-'4,W . , Parklawn, 66th, 70th and 72 V.,' ) llagher Wilk not be incllided because 'Three Rivers District will be studying that --wo, Living St retUifriF tAi Pia ate: Continued to tbiNgt meeting. eser...Ageoutt: szax; ,70.Alszsasess, Transportation Options Comaitiee Member Schold DaviM,d,she is askingiQ they folifi a subcommittee to review transportation options for Edina. She handed out information Ora volunteer driers' program that has grant money available ($240,000) this fall. She said she has been meeting with awad hoc groCip4Minneapolis, Carver, and St. Paul) that is working to start a program in the twincities. The program would -if-00 votelfifeer drivers to users. Mr. Houle suggested contacting Sue -Weigle at the Senior Center because they had explored a program that was being used in Plymouth but decided not to implement it in Edina. Chair Janovy explained that the bylaws allow for a subcommittee to meet for one year and this subcommittee would be chaired by member Schold Davis. She explained further that they would need to seek support from Council; identify who would be the lead in the joint venture with other cities/counties; determine if they need to follow the Open Meeting Law, publish press release, and receive statement of interest from volunteers. Motion was made by member Bonneville to approve the Transportation Options Subcommittee as written except that the groups listed as representative is not limited to one member, and approval to publish a press release. The motion was seconded by member Nelson. All voted aye. Motion carried. -5110211MIMOMMINMEELL 2 intersection. Staff will draft the RF13,d bringlack to the ETGfor review. Student Mentors Chair Janovy said there are two new student members starting in September and asked how the ETC could get them more involved. Working on Safe Routes to School projects and traffic issues at the high school were suggested. Member McKlveen volunteered to arrive at 5:30 p.m. for the next meeting to meet with the student members. Sidewalk and Bicycle Facilities Maps To be completed. 2012 Proposed Street Reconstruction City engineer Houle said open house dates are set for the 2012 (9/13) and 2013 (9/22) street reconstruction projects and specific neighborhood information meetings will be scheduled for Getter. He said staff will present plans to the ETC in October and hold public hearings in December. Mr. Houle was askea if Complete Streets is used when planning these projects and he said they have always incorporated the ideas oACOmb)ete Streets even though they did not have a formal policy. After discussion, the following were suggested: 1)r rie4iiberskOrive the 2012 areas and bring back ideas; , vz„-).-• 2) adding the ETC to the mailing list for the 2012 and 2013 lette"6\a`ficl 3) merdiks.to sign up to receive City Extra emails for projects within their quadrant of the City. Commission Recommendation Process Continued to the next meeting. Bike Edina Task Force Update None. Grandview Small Area Study Update Members Nelson and Bonneville said the group continues to meet,!on the .8.4rhe, night as the ETC and tonight the nine consultants that they have selected e'presenting to the grail ../ 44th and and 70th Street aiales /1 w. 44th Street: curb and gutter shia-4_13e in from France to Wooddale next week; lots of utility work are ongoing; and '''V•;";--,>, .4i'M : next week the road willte:closed fromg.0100Ao the east ' • ,, W. 70' Street:A7 e.:roundabouts''areAn and open to local traffic only, . the 5 ft gutter pan was incorrectly installed and had to be ripped out:40 replaced (a129R00 errors,for the contractor); to the east all the curb and gutter have been -2,--*--,., installed; in some areas the boulevard would wilishrink to 21/2 to 3 ft and be filled in with aggregate and when residents realized this they complained to CountiKand staff'Wa s directed to plant day lilies with homeowners responsible for maintenance; and, most g of§ornelia will bei pen in time for school. ,- Sunnyside Avenue: residents like*avino e:=speed table. Staff's recommendation is to not put it in on streets 10 years or s newer and a policy will be draftectItgatioling usage. CORRESPONDENCE AND PETITIONS None CHAIR AND COMMISSION MEMBER COMMENTS Member Schold Davis said the Safe Routes to School conference was interesting and the same was echoed by chair Janovy. Member Nelson said the Southwest LRT is starting to meet again. STAFF COMMENTS None. 3 ADJOURNMENT /lotion made by member Nelson and seconded member Schold Davis to adjourn the meeting. oe\f`Vte.-C(e o -(Le oit.) /81 Transportation Options Subcommittee Purpose: • To review current transportation options for Edina seniors aging in place, including volunteer driver services, public transportation, private commercial transportation, and non-motorized transportation, and identify the need for additional services as appropriate • Review and make recommendations for additional services and infrastructure improvements to meet the transportation needs of Edina seniors aging in place • T6 recommend partnerships and outside sources of funding to help meet the transportation needs of Edina seniors aging in place • To identify other populations who may also be served by these measures Member composition: • ETC members (up to four) • A6presentative from each of the following groups as possible: o Planning Commission o Human Rights and Relations Commission o Community Health Committee o Edina Senior Center o Edina Resource Center • Other members of the public Subcommittee chair: Elin Subcommittee term: 12 months Meeting schedule: To be determined by the subcommittee chair and availability of City Hall meeting rooms U.S. Department of Transportation Federal Transit Administration The Honorable Susan Haigh Chairman Metropolitan Council 390 Robert Street North St. Paul, MN 55101-1805 REGION V 200 West Adams Street Illinois, Indiana, Suite 320 Michigan, Minnesota, Chicago, IL 60606-5253 Ohio, Wisconsin 312-353-2789 312-886-0351 (fax) September 2, 2011 Re: Preliminary Engineering Approval for the Minneapolis Southwest Corridor Light Rail Project Dear Ms. Haigh: The Federal Transit Administration (FTA) is pleased to inform you that the Metropolitan Council's (MC) Southwest Corridor light rail transit (LRT) project located in the City of Minneapolis and Hennepin County has been approved into the preliminary engineering (PE) phase of project development of the New Starts program. This approval for the initiation of PE is a requirement of Federal transit law governing the New Starts program [40 U.S.C. Section 5309(e)(6)]. This PE approval is for an approximately 15.8-mile double track light rail line extending from the current Target Field station on the eastern end of the route in downtown Minneapolis through several suburban municipalities, including Minnetonka, Hopkins, St. Louis Park and terminating in Eden Prairie at Mitchell Road/Trunk Highway 5 on the western end of the route. The project includes construction of 17 new at-grade stations, 15 park-and-ride facilities with 3,500 total spaces, 26 light rail vehicles and a new rail maintenance facility. The project will operate in a dedicated surface transitway in the median of existing streets, with approximately 1.47 miles of elevated guideway via a flyover bridge over active Burlington Northern Santa Fe Railway freight tracks at Lyndale Junction in Minneapolis and 0.2 miles of tunnel where the LRT line will operate under existing streets near Target Field. The project will link to the existing Hiawatha LRT and the Northstar commuter rail lines and the Central Corridor LRT line, currently under construction, at Target Field and will share tracks with the Central Corridor on 5th Street in downtown Minneapolis, thus providing a one-seat ride from Eden Prairie to Union Depot in downtown St. Paul. The estimated capital cost of the project in year-of-expenditure dollars is $1,250.48 million. MC is seeking $625.24 million (50 percent) in Section 5309 New Starts funds. The Southwest LRT line is expected to carry 29,700 average weekday riders in 2030. With this approval, MC has pre-award authority to incur costs for PE activities prior to grant approval while retaining eligibility for future FTA grant assistance for the incurred costs. This pre- award authority does not constitute an FTA commitment that future Federal funds will be approved for the project. As with all pre-award authority, all Federal requirements must be met prior to incurring costs in order to retain eligibility of the costs for future PTA grant assistance. FTA's approval to initiate PE is not a commitment to approve or fund any final design or construction activities. Such a decision must await the outcome of the analyses to be performed during PE, including completion of the environmental review process. 2 FTA is required by law to evaluate a proposed project against a number of New Starts criteria and ensure that prospective grant recipients demonstrate the technical, legal and financial capability to implement the project. Based on an evaluation of the Southwest LRT project against these criteria, FTA has assigned the project an overall rating of "Medium." FTA and its Project Management Oversight Contractor (PMOC) conducted a detailed review of the scope, schedule, cost and project risks of the Southwest LRT and the technical capacity and capability of MC to implement the project. FTA has determined that the project meets the requirements for entry into PE and that the MC possesses the technical capacity and capability to implement the project. Some of the key items that MC must address during PE include: Project Scope o Solidify the scope for an Operating and Maintenance Facility (OMF). It is unclear if a heavy OMF or a light OMF will be needed. MC must make a decision as early in PE as possible so the corresponding impacts can be properly evaluated during the environmental review process. o In consultation with the Federal Railroad Administration (FRA), determine the design requirements for adequate safety features for street-grade crossings between the Southwest LRT line and existing freight rail tracks. During PE, MC must address any design standards that FRA requires such as crash walls or grade separations between the Southwest LRT and freight traffic prior to seeking entry into Final Design. o Analyze the impacts of relocating the Twin Cities & Western freight line, which currently operates on a segment of the planned Southwest LRT route, in the project's Environmental Impact Statement (EIS). Because the freight relocation is necessary for MC to be able to implement the Southwest LRT project as planned, the cost and scope of the freight line relocation must be included in the Southwest LRT project scope and budget, regardless of the funding sources that may be identified to pay for the work. This must be completed prior to seeking entry into Final Design. o Analyze the reconfiguration of the Canadian Pacific Railroad's freight tracks where they will be elevated over the Southwest LRT line and include the analysis in the Southwest LRT project's EIS and cost and scope. The planned flyover, as currently designed by MC, shows sharp curvature, steep grades, and insufficient clearances. This must be completed prior to seeking entry into Final Design. o Analyze the infrastructure needs, implementation schedule, and planned operations of the Interchange project as it may impact the design, cost, and operations of the Southwest LRT project. The evaluation must be completed prior to seeking entry into Final Design. Project Schedule o Based on the results of PTA's pre-PE risk assessment, the schedule for the project is overly aggressive. MC currently projects a Revenue Service Date (RSD) of April 2017. FTA recommends a RSD no earlier than the first quarter of 2018. MC should work with FTA during PE to arrive at an agreed upon schedule. 3 O During PE, MC should develop .a comprehensive third party coordination plan to address all stakeholder issues, particularly right-of-way acquisition plans, memoranda of agreement (if appropriate), and all requisite permits. Project Cost O MC should implement design-to-budget controls and procedures that would require the design team to continually monitor the affect of design development and evolution on the overall project cost, in conjunction with cost estimating activities. Technical Capacity o During PE, MC should revise the Project Management Plan (PMP) to specify that staff from the Central Corridor LRT project will also be used for the Southwest LRT project. The MC needs to ensure that adequate staff with the requisite technical expertise will be available to manage the Southwest LRT project's implementation. Project Funding The payout of FTA Section 5309 New Starts funds in MC's financial plan exceeds $100 million per year from 2015 through 2017. Given the current uncertainty surrounding a timeframe for surface transportation reauthorization, the significantly reduced Fiscal Year (FY) 2011 budget for the New Starts program, and the current conversations in Congress surrounding development of the FY 2012 budget, MC should assume no more than $100 million per year in annual New Starts funding. Given the considerable number of large, high cost projects currently in the New Starts pipeline, it is not possible for the program to provide significantly higher amounts than this on an annual basis to any one project should the program funding level remain at its FY 2011 level of $1.6 billion. In the event the New Starts program's funding level increases prior to execution of a Full Funding Grant Agreement for the project, FTA will reconsider adjustments to the annual New Starts funding assumptions and coordinate with MC appropriately. Civil Rights Compliance Pursuant to the Civil Rights Act of 1964 and its implementing regulations, including FTA Circular 4702.1 (Title VI Program Guidelines for FTA Recipients, Part II, Section 114), FTA approved MC's Title VI program on March 17, 2011. MC must submit a Title VI program update at least 30 calendar days before the current Title VI approval expires on March 17, 2014. MC has an approved Disadvantaged Business Enterprise goal (DBE). An updated DBE three-year goal is due to FTA on August 1, 2014. MC's most recent Equal Employment Opportunity Plan expires on November 11, 2013. As project development continues, MC is reminded to ensure that the vehicles, stations and facilities are designed and engineered to ensure compliance with current standards for accessibility under U.S. Department of Transportation regulations implementing the transportation provisions of the Americans with Disabilities Act of 1990 (ADA). MC is advised to independently verify manufacturers' claims of ADA compliance, and to consult with PTA's Office of Civil Rights concerning ADA requirements as project development progresses. The Office of Civil Rights will provide MC a separate letter further detailing ADA compliance issues in the near future. 4 MC must work with FTA during PE to address the concerns identified above, along with any others that are identified as project development progresses. As PE proceeds, FTA will provide more detail to MC regarding other deliverables that should be completed prior to requesting approval to enter Final Design. FTA looks forward to working closely with MC during the development of the Southwest light rail project. If you have any questions regarding this letter, please contact Cyrell McLemore of my office at (312) 886-1625. Sincerely, Marisol R. Simon Edina Transportation Commission Member Roster Last Name First Name Address City State Zip Phone # Re/Appointed Term X Date Email 1 Bass Katherine 6917 Gleason Road Edina MN 55439 651-597-0714 2/1/2011 2/1/2014 kmsbass@qmail.com 2 Bonneville Thomas 4378 Browndale Ave Edina MN 55424 952-922-5098 2/1/2009 2/1/2012 TABonneville@aol.com 3 Braden Ann 5137 Tifton Dr Edina MN 55439 952-829-1809 2/1/2011 2/1/2014 dbbraden@qmail.com 4 Franzen (Vice) Nathan 6216 Maloney Avenue Edina MN 55343 612-270-2020 2/1/2011 2/1/2013 nfranzen@westwoodrenewables.com *5 Housh Haley 4209 Country Club Rd Edina MN 55424 952-925-4850 9/1/2011 9/1/2012 shousht@comcast.net 6 Janovy (Chair) Jennifer 4016 Inglewood Ave Edina MN 55416 952-920-4373 2/1/2011 jki966@aol.com 7 McKlveen Robert 5261 Lochloy Dr Edina MN 55436 952-924-9048 bobmcklveen@mac.com 8 Nelson Paul 5220 Duggan Plaza Edina MN 55439 952-941-9580 2/1/2010 2/1/2013 pnelson@shawlundquist.com 9 Schold Davis Elin 5117 Abercrombie Dr Edina MN 55439 952-942-8859 2/1/2011 2/1/2012 escholddavis@aota.orq steven.schweiger@comcast.net "10 Schweiger Steven 6624 Kelsey Court Edina MN 55436 952-912-0784 9/1/2011 9/1/2012 11 Thompson Michael 6908 Dawson Ln Edina MN 55435 651-230-4395 2/1/2011 2/1/2013 thompsdawq98@hotmail.com Staff Contacts Allison Sharon 7450 Metro Blvd Edina MN 55439 952-826-0449 - - sallison@ci.edina.mn.us Houle Wayne 7450 Metro Blvd Edina MN 55439 952-826-0443 - - whoule@ci.edina.mn.us Sullivan Jack 7450 Metro Blvd Edina MN 55439 952-826-0445 - - jsullivan@ci.edina.mn.us +Member of the BETF *Student Member Updated 9/12/11 \\ED-NT8\EngPubWks \Engineering \Infrastructure\Streets\Traffic\TRANSP COMM\Miscellaneous\Membership\Committee Members Updated.xls REPORT/RECOMMENDATION To: Edina Transportation Commission Agenda Item Item No: IV.A From: Byron Theis Traffic Safety Coordinator X Action Discussion Date: September 9, 2011 Information Subject: Traffic Safety Committee Report of September 7, 2011. ACTION REQUESTED: Review and approve Traffic Safety Staff Review of Wednesday September 7, 2011. BACKGROUND: It is not anticipated that residents will be in attendance at the meeting regarding any of the attached issues. An overview of the comments supplied by the Transportation Commission will be included in the staff report provided to Council at their October 4, 2011 meeting. ATTACHMENTS: Traffic Safety Review for September 7, 2011. TRAFFIC SAFETY STAFF REVIEW Wednesday, September 7, 2011 The staff review of traffic safety matters occurred on September 7, 2011. Staff present included the City Engineer, Assistant City Engineer, Police Traffic Supervisor, Traffic Safety Coordinator and Assistant City Planner. From that review, the recommendations below are provided. On each of the items, persons involved have been contacted and the staff recommendation has been discussed with them. They were also informed that if they disagree with the recommendation or have additional facts to present, they can be included on the October 4, 2011, Council Agenda. SECTION A: Requests on which staff recommends approval of request: At this time there are no requests that were approved. SECTION B: Requests on which staff recommends denial of request: 1. Request for an All-Way stop at the intersection of Beard Avenue and 56th Street West. Requestor is a resident who lives on Beard Avenue. She has informed staff that she has had many near misses near that intersection. She feels the solution would be a stop sign controlling the traffic on Beard Avenue. A traffic study was conducted to measure the amount of traffic for that intersection. Beard Avenue and West 56th Street are both city streets. The intersection is controlled by stop signs for east and west bound 56th Street. Beard Avenue has the right-of-way. Beard Avenue has an average daily traffic count of 211 vehicles and an 85th percentile speed of 28.6 mph. West 56th Street has an average daily traffic count of 561 vehicles and an 85111 percentile speed of 26.9 mph. The warrants for an All-Way stop sign are outlined in Edina's Multiway Stop Sign Policy. It states that the total vehicular volume entering the intersection must average at least 300 vehicles per hour for any 8 hours of Traffic Safety Staff Review Page 1 of 2 September 7, 2011 an average day. A traffic study was conducted to determine the volume entering the intersection. The total entering the intersection averaged about 36 vehicles at the peak hour. Every other hour in this traffic study is below 36 vehicles per hour. This does not meet the warrants stated in the Edina Multiway Stop Sign Policy. Staff recommends denial of request for an All-Way stop due to lack of warrants. SECTION C: Requests that are deferred to a later date or referred to others. 1. Request for crosswalks at the intersections of West 76th Street and Edinborugh Way and the intersection of Parklawn Avenue and Edinborough Way. Further study is needed. 2. Request for speed bumps along Morningside Avenue. Further study is needed. 3. Request for the intersections of Brookside Avenue and West 49th Street, and Brookside Avenue and Interlachen Boulevard to be investigated. There are concerns with traffic volumes and speeds. Further studies are needed. SECTION D: Other traffic safety issues handled. 1. Request for a sign to increase awareness of the "No Outlet" sign on Creek Valley Road. Refer to sign shop. 2. Seven traffic studies were conducted. 3. Request to move a "Dead End" sign at the intersection of York Avenue and West 551h Street. Current one is obstructed. Refer to sign shop. 4. Request for temporary removal of No Parking signs at 5828 Dewey Hill Road. Referred to Edina Police Department. Traffic Safety Staff Review Page 2 of 2 September 7, 2011 To: From: Date: Transportation Jack Sullivan Assistant CiAfr May 19, 2011 Agenda Item No.: VI.D ACTION: Recommendation/Motion x Discussion Commission ngineer Subject: France Avenue Study Request Information Page 1 of 1 Item VI.D. Edina Transportation Commission REGULAR TRANSPORTATION COMMISSION MEETING REPORT/RECOMMENDATION Info/Background: City Council directed the Transportation Commission (ETC) to look at France Avenue from Highway 62 to Highway 494 "holistically". They asked that the ETC review past ideas, proposals and reports for the corridor. I'll introduce this topic this evening but will require a more in-depth discussion as we proceed. Please review the attached documents: 1. Local Traffic Task Force 2. Greater Southdale Area Final Land Use and Transportation Study Report 3. France Avenue Corridor Study 4. 72nd Street Pedestrian Bridge submittal for Federal funding GAEngineering 1 Infrastructure\ Streets \Traffic\Transportation Commission \Agendas \2011R&R\20110519_Item.VI.D_France Avenue.docx To: From: Date: Subject: Transportation Commission Jack Sullivan Assistant Cy' Engineer May 19, 2011 France Avenue Study Request Agenda Item No.: VI.D ACTION: Recommendation/Motion Discussion Information Page 1 of 1 Item VI.D. Edina Transportation Commission REGULAR TRANSPORTATION COMMISSION MEETING REPORT/RECOMMENDATION Info/Background: City Council directed the Transportation Commission (ETC) to look at France Avenue from Highway 62 to Highway 494 "holistically". They asked that the ETC review past ideas, proposals and reports for the corridor. I'll introduce this topic this evening but will require a more in-depth discussion as we proceed. Please review the attached documents: 1. Local Traffic Task Force 2. Greater Southdale Area Final Land Use and Transportation Study Report 3. France Avenue Corridor Study 4. 72nd Street Pedestrian Bridge submittal for Federal funding WEngineering\ Infrastructure \ Streets \Traffiarransportation Commission\Agendas \2011R&R\20110519_Item.VI.D_France Avenue.docx City of Edina Local Traffic Task Force Findings and Recommendations May 6, 2003 Edina City Council action taken on May 6, 2003: • Accepted Report. • Adopted Frame Work for looking at issues. • Requested staff to suggest composition of potential adhoc committee. Note: Council has not adopted Issue Areas Contents Contents Executive Summary 1 Edina Street System 5 A Framework for Traffic Issues 7 Area - Northeast Edina 12 Area - Northwest Edina 15 Area - Edina High School and Valley View Middle School 17 Area - Edina Community Center Area 19 Area - West 70th Street 21 Area - France Avenue 23 Appendix A — Task Force Handouts 26 Executive Summary Residents in Edina regard their quality of life as very high. Many factors contribute to this opinion, including safe streets. Challenges to the traffic needs of the community are created by policies and public habits that are systemic and drive demand. More vehicles per household and more trip destinations, such as: employment, commercial, entertainment, and recreational, cause more trips per household and thus more demands on the system. A growing metropolitan area and a regional roadway system that has not kept pace with this growth further complicates the demands of more trips. Edina is no longer an outer-ring suburb that generates traffic to and from a city center. Our City has become more of a destination and cut-through for non- residents as well as our own residents. The Local Traffic Task Force was created by the Edina City Council to provide criteria for analyzing traffic on our local roadways and also institute a toolbox to creatively mitigate traffic issues, such as speed and volume as they pertain to local streets. This document contains the findings and recommendations of the Task Force. Membership Ten Edina residents served as members of the Local Traffic Task Force: Bernie Beaver Bill Crawford Michael Fischer Jennifer Janovy Jay Lindgren John Lonsbury (Chair) Nels Nelson Eileen Supple Marie Thorpe Jim Welna The City Engineer/Director of Public Works, Wayne Houle, provided staff support and technical assistance to the Task Force. Rusty Fifield of Hoisington Koegler Group Inc. was retained by the City to facilitate the efforts of the Task Force. Edina Local Traffic Task Force Page 1 Findings and Recommendations (May 6, 2003) Study Approach The Task Force studied local traffic issues over an eight-month period from June 2002 to February 2003. The search for understanding and solutions has gathered upon the unique knowledge and experience of the citizen representatives of the Task Force and the technical expertise of City Staff. The work of the Task Force consisted of the following four elements: 1. Study the local traffic system. The initial efforts of the Task Force focused on the review and discussion of the local traffic system. This review looked not only at local streets, but also at traffic systems and development patterns around Edina that affect the local system. The objective of this step was to establish an understanding of intended operations, deficiencies, and pressures on the system. A listing of the information reviewed during the study process appears in Appendix A. 2. Identify issues. The Task Force identified issues facing the local street system in Edina. For the purposes of the Task Force's investigations, an "issue area" is a location where the operation of the system results in traffic volumes or congestion that exceed resident expectations. After identifying issue areas throughout Edina, the Task Force found six priority areas for additional study. These areas are discussed later in this report. It must be noted that the six areas do not represent the only parts of the local street system with perceived traffic problems. The six areas chosen by the Task Force were seen as being good case studies. By examining the issues and the potential solutions in these areas the Task Force could provide the City Council with guidance in applying the recommendations of the Task Force on future traffic issues. 3. Studying specific issues area. In examining the traffic issues in the six identified areas, the Task Force used the following questions as a framework: • What conditions make traffic in this area an issue? • What are the known or suspected causes? * What steps can be taken to address these conditions? 4. Prepare findings and recommendations. The Task Force was created to provide the City Council with guidance on addressing both immediate and future traffic issues. The final step in the study process was to report the key points learned from the Task Force's explorations and its recommendations for improving the operation of the local street system. While this report offers some specific solutions to the areas selected for analysis and recommendations, the list of solutions is not intended to be exhaustive of all possible solutions. Different traffic issues may require other solutions. Vision for Street System Part of Edina's 20/20 Vision is to "be the preeminent place for living, learning, raising families and doing business distinguished by a livable environment." Edits° Lord Trujfc Talk Fora Peg 2 Fir:digs Arcomovasdatams (My 6,2003) The Task Force believes that the local street system in an important part of a livable environment The Task Force proposes a "vision" for the local street system to provide the context for decision-making by describing the expectations and qualities desired by the community. The vision of the Task Force for local streets includes the following elements: • Local streets are defining elements of the community. They are both parts of neighborhood and of a broader community street system. • The primary purpose of local streets is to provide safe and efficient access to and from homes. The foremost criteria for operation of local streets should be the needs of Edina residents. • Streets are more than ribbons of asphalt The "street" includes sidewalks, trees, lighting and signage. Streets should draw us out of our homes and into the community. • Local streets must be compatible with all forms of movement Pedestrians, bicycles and skaters, as well as motorized vehicles move along and across the streets. • The design, operation and maintenance of local streets should seek to achieve this vision. • The vision for local streets is tied to a broader transportation system. Community street corridors are needed to collect traffic from neighborhoods and allow people to move within and out of the community. The failure to provide an adequate and functional transportation system shifts traffic onto local streets and impairs Edina's ability to realize this vision. Buses and other forms of mass transit are essential parts of this transportation system. Findings and Recommendations During the course of the study process, the Task Force reviewed an extensive range of studies, plans and information. Staff compiled this information into a notebook to serve as a resource for future traffic management and planning. A list of the resource materials provided to the Task Force appears in Appendix A. Based on its review of information and investigation of local traffic issues, the Task Force offers the following findings and recommendations: 1. The operation of the regional highway system plays an integral role in all local traffic issues considered by the Task Force. Congestion on regional highways encourages drivers to use Edina streets. Edina's unique location allows local streets to receive this form of traffic from four regional highways. The layout of Edina's local street system does not allow easy movement through the City. 2. The functional classification of Edina streets plays an essential role in managing local traffic. This system provides streets that are intended to move traffic within and through Edina. Similar to the highway system, deficiencies in the form and capacity of the designated collectors and arterials shifts more traffic onto local (neighborhood) Edissa Lead Tr# Task Fora Ags 3 Fiadisess arld Reammodatim (Mig 6,2003) streets. The lack of designated collectors in some neighborhoods creates issues on the adjacent local street system. 3. Understanding issues and finding solutions requires a view not only within Edina, but beyond Edina Traffic comes from development inside and outside of Edina Examples of developments within Edina include Edinborough and Centennial Lakes, and the recent Grandview Square. Examples of outside developments that currently or will impact the local street systems include the Best Buy complex (Richfield), Opus office park (Minnetonka), Golden Triangle (Eden Prairie), and Excelsior Boulevard (St. Louis Park). It is also important to coordinate street systems with adjacent cities to reduce opportunities for unwanted traffic in neighborhoods. 4. Solving local traffic issues must involve an educational component. Residents should have a better understanding of the intended design and operation of the local street system. Education will help to minimize issues stemming from unrealistic expectations and misunderstandings. 5. This report looks in detail at six traffic "issue areas" identified by the Task Force. The discussion of each area contains recommended actions to address the identified traffic problems. This discussion also demonstrates the application of the problem solving approach used by the Task Force. It is the hope of the Task Force that this guidance will be useful in facing both immediate and future issues. 6. The Task Force does not attempt to solve every local traffic issue facing Edina. Instead, the Task Force proposes a framework that can be used to understand and address future issues. In that regard, the Task Force proposes the creation of an "ad hoc" committee to review and study traffic issues on an as needed basis. Edema Loa Tree Task Foxe Post 4 Haw aNdReentwoulatienu Ale 6,2003) Edina Street System In practical terms, the Edina street system consists of two tiers: local streets and streets designated as primary movement corridors within the community. These designated corridors are often referred to as the "functional" system. The elements of Edina's street system are: • Local streets. Local streets provide the linkages between land uses in residential neighborhoods and commercial districts. The transportation objective of the streets is to provide access to property, not meet community mobility needs. Local streets are designed to support short trips and lower speeds. • Collector. Collector streets link neighborhoods (and commercial districts) with transportation corridors. As suggested by the name, these streets are intended to collect traffic from local streets. Collector streets connect with the arterial system and facilitate trips within the city. With increased emphasis on movement, collectors accommodate slightly higher speeds than local streets. The ideal placement of collector streets is at 1/4 to 3/4 of mile spacing. • Minor Arterials. Arterials are the primary transportation corridors in Edina. Minor arterials serve several functions. Minor arterials provide access to major centers of commerce and employment. These streets connect other segments of the local street system including other minor arterials and the regional highways (principal arterials). Minor arterials also connect with streets in adjacent cities to provide movement through Edina. Transportation planning seeks to have a minor arterial every 1/2 mile. With minor arterials, the transportation objectives are safe and efficient movement. • Principal Arterial. Principal arterials in Edina are all elements of the regional highway system. All of these roads are under State jurisdiction and beyond the scope of local transportation planning. The streets designated as collectors and arterials appear in map contained in Figure 1 on the next page. The functional elements are the first parts of understanding the local street system. In concept, a properly designed and operating system collector and arterial streets minimizes the potential for excessive volumes on local streets. Edima Loral Tnyfle Tath Fora Pegs 5 Pilaw i Rtessllatadatiotu (Maj 6,2003) %AP 1.:....114011, Figure 1 Functional Classification of Edina /reel Si's/ern Edina Local Traffic Task Faire Page 6 Findings and Recommendations (May 6, 2003) A Framework for Traffic Issues One of the objectives of the Task Force study process is to define a framework for understanding local traffic that can be used to address issues. Every problem does not require a detailed engineering study. Instead, a practical, common sense approach can be used to explore traffic issues. The Task Force found that seeking the answers to the following three questions served as a useful framework for the study of issues facing the local street system: • What is the nature of the problem? • What are the likely causes of the problem? • What solutions are available? These elements of a framework for examining traffic issues on local streets are discussed in the following section. Problems In the broadest sense, a problem begins as a perception. Someone perceives that the operation of a street fails to meet expectations. Through its examination of the local street system, the Task Force found that the failure to meet expectations fell into four basic categories: • Volume • Speed • Safety • Access To understand the problem and find solutions, the nature of the problem needs to be examined in greater detail. A concern about traffic volumes in a particular neighborhood only identifies an issue. As the Task Force went through a process of exploring local traffic issues, the following questions helped to explain the perceived problems: • What are the expectations? • Are the expectations reasonable? • What data or information exists to support the perception? • How does the street fail to meet expectations? • What factors cause the situation? The answers to these questions provide the guidance needed to find and implement solutions. Eclisa Local Tree Task Force Pots 7 Fixtibtse and Rtamtmeteidatiou Ally 6,2003) Peiceivoil Issues • Speed Volume • iWous °the, Functional Classification Ptin opal Artwial - J Minor ft iteriat,RDI ievet n •nn •74' Minor Atte FAugrne Met - 0 Minor Artelial Colle dot Figare 2: Task Forre Issues Identification W-7 Eighteffig Dept 000001,21:02 To focus its efforts, the Task Force went through a process of identifying problems for the local street system. Task Force members were asked to describe perceived traffic problems by location and type of problem. Each of these "issue areas" was located on a map. The Edina Lora/D.4k Task Force Page 8 Findings and Reconmendalions (May 6, 2003) issue areas identified by the Task Force were supplemented by staff based on their evaluation and other public input. The results of the issue identification process appear in Figure 2. The Task Force used the issues map to identify specific areas for further investigation. The areas selected by the Task Force illustrate a variety of settings, perceived problems and potential solutions. Through the investigation of these areas the Task Force hoped to provide the City Council with broad guidance on approaches for managing the local street and addressing future traffic issues. A discussion of issues, causes and recommendations for six specific issue areas appears later in this report. Causes Finding the solution to a local traffic problem means looking for the factors that create the problem. The Task Force found several factors at the core of most problems: • Congestion of designated movement corridors (collectors, minor and principal arterials.) When primary movement corridors become congested, traffic shifts onto local streets. These local streets are not intended to accommodate this increased volume. The cut-through nature of the movement may lead to higher speeds. Speed, volume and inadequate street design produce safety concerns. • Missing elements of local street system. It is helpful to view traffic as a flow of water. Unless you provide an adequate channel, water will carve its own route. Traffic works in much the same way. One objective of the functional system is to provide the right location of collectors and arterials to keep traffic off of local streets. In some cases, traffic patterns illustrate deficiencies in the overall functional system. • Street design. A wide range of design issues influence both actual and perceived operations of local streets. Narrow streets conflict with increased volumes. Wider streets can encourage higher speeds. Lack of sidewalks brings pedestrians and vehicles into the same space. Parked vehicles further narrow the driving area. These are just a few of the design issues that affect local traffic. • Changing land use. The local street system was built around a specific land use pattern. Redevelopment changes that pattern and affects traffic. Typically, redevelopment intensifies land use. Redevelopment may also change the nature of the land use. For example, employment uses have different traffic impacts than residential uses. These changes occur both within and outside of Edina. • Expectations. Edina residents have expectations of how the street system should meet their needs and how traffic should affect residential neighborhoods. These expectations are generally, but not always, well founded. There is a problem if the operation of the street system does not meet those expectations. The City must evaluate those expectations, educate residents about the street system and traffic issues, and tell residents when there are no feasible solutions to the problems (whether real or perceived). Edina Local Tire( Task Force Pass 9 Findings and Racommendations (My 6,2003) Solutions Every problem has a unique set of potential solutions. Some solutions are practical and within the grasp of a citizen task force. Other solutions are more technical and require engineering expertise. The key to every solution is that it must be connected to the problem and its cause. It is beyond the scope of the Task Force to compile an inventory of potential solutions. This step is best taken as part of the investigation of specific issues or problems. It is appropriate, however, to comment on certain aspects of solving local traffic problems. Transit Options As traffic demand increases to the point of creating unacceptable volume and congestion, the most common solutions are (1) more roads (including improvements in existing roads to accommodate higher volume) and (2) less traffic. Acceptable transit options must also be part of the solution. Edina should have a strong commitment to alternative forms of transportation including mass transit and pedestrian/bicycle options. Volume Many local traffic issues are connected to volume. For this reason, volume needs to be put into perspective. Without changes in land use, local decisions will do little to reduce traffic volumes. Managing local traffic involves the location of traffic. The city seeks to provide a street system that encourages traffic to follow designated routes. In designing solutions, it is important to recognize that a solution to reduce traffic in one area simply moves the traffic to another place. The solution will be effective only if the new location is intended to handle the traffic. Traffic Mitigation / Traffic Calming The City Council charged the Task Force with examining traffic mitigation as a tool for solving problems on local streets. Traffic mitigation involves changes in the character of the street and behavior of drivers that are primarily intended to reduce speed. With cut- through traffic, such changes provide a disincentive to use a particular street. Traffic mitigation is achieved by incorporating both physical and visual features. Traffic mitigation treatments can be categorized into volume control and speed control measures as shown in Figure 3. Traffic calming on an individual street only relocates the traffic to other local streets. Traffic calming can also affect operations and response time of both the emergency service providers and maintenance providers. Traffic calming should always be implemented as part of an overall neighborhood comprehensive plan. ENna Local Traffic Task Fans Page 10 Finchnge and Reeemexemdalietu (Me) 6,2003) VOLUME CONTROL 1VEASURES TRAFFIC MITIGATION TRAFFIC CALMING SPEED CONTROL MEASURES Full &Partial Closures Diverters Median Barriers Forced Turn Islands ACTIVE SPEED CONTROL NEASURES PASSIVE SPEED CONTROL 1VEASURES 1 I I I On-stred Parking ertIcal Deflection Measures [ Horizontal Deflection Measures ] I Constrictions 1 Bicycle Lanes Speed Humps ; Tables Roundabouts Curb Extensions Narrowed Lanes Raised Crosswalks Chicanes Neckdowns Streetscaping Raised Intersections Alternate Side Parking Chokers Speed Gun w/ VMS Speed Cushions Realigned Intersection Slow Points Special Signs Center Island Medians Gateways Forced Perspective Ped Refuge Islands Rumble Strips Rumble Stripes Color Pavement Textured Pavement Textured Markings Figmr 3:1'm Calmin,g Aleastires Edina Local 'Wit. lath Foal.? Pe I I Findings and Ream/Nelda/ions (316 6, 2003) u, • : oute or o I°. 2 < 02 , Lu EE 4.1 MORN fiG910 eo Ea i I B.domm ide \ MONSON Sl__ Church -I KITH GM t ) Calvin oe 21 ei Chitties School Golden ( 42ND S TW tu tin Ye ere ___ ,c tI oKeds E.0 ;--e" • I? V VGION GT I e 1. .e BLVD - III Plbik ' '1 Viotti - • • Legend : Principal Arterial - Principal Arterial-Ramp — "A" Minor Arterial-Reliever "A" Minor Arterial-Augmenter ,tro 0••••6,0 (41 11_,i1Ktl- • 0 I "B" Minor Arterial Collector Local Street I I I t ( 3 I, 3 45TH ST V 11 11 ( t. I B se A ,? 0 < ra $.teplie opal E 49TH GT W 49 IU Gra MN VS Covenant 8 t City Hs 11 T r n FUNCTIONAL CLASSIFICATIONS 1i o Area - Northeast Edina The Northeast Edina issue area includes a combination of residential neighborhoods and commercial districts. • Edina-Morningside Area • Edina Country Club Area • White-Oaks / Maple Road Area • 44th & France Business Area • 50th & France Business Area Edina Local Traffic Task Force Age 12 Findings and Recommendalions allay 6, 2003) Issues The Task Force identified the following traffic problems in the Northeast Edina Area: • Unacceptable speeds and volumes on local streets in the Country Club and Morningside neighborhoods, particularly during PM peak periods. • Narrow street widths and amount of on-street parking impair traffic flow and compound safety concerns with increased volume. • Potential for additional traffic from redevelopment along Excelsior Boulevard (St. Louis Park) to further deteriorate current conditions. Suggested Causes The Task Force believes that the traffic issues in this area stem from the design and operation of the overall street system. Wooddale Avenue south of 50th Street is a "B" Minor Arterial. This classification means that Wooddale is designed as a primary movement/traffic corridor in Edina. When Wooddale crosses 50th Street and enters the Country Club neighborhood its status changes to a local street. In St. Louis Park, Wooddale changes to a collector street. With this design, the street system seeks to route north-south traffic around these neighborhoods using France Avenue or Highway 100. A similar situation exists with east-west movement. West 50th Street and West 44th Street provide significant movement corridors in and out of southwest Minneapolis. Once entering Edina, north-south movement is intended to occur on France Avenue or Highway 100. The volumes along France Avenue and Highway 100 combined with congestion in the 50th and France area impede the intended function of the street system. Drivers find it more convenient to "cut through" the Country Club and Morningside neighborhoods rather than follow designated arterials. The Task Force is concerned that the redevelopment along Excelsior Boulevard in St. Louis Park will contribute to this traffic pattern. The Excelsior and Grand project will bring a new residential element to this area. This population is likely to use the goods and services in the 50th and France and Southdale areas. Edina residents may also be drawn to the new retail along Excelsior Boulevard. Increased volume on local streets has several by-products: • The nature of the traffic volume encourages higher speeds. The increased traffic does not seek a destination in this area. Instead, it seeks to move through this area as quickly and efficiently as possible. The result is a generally higher speed than locally oriented traffic. * Many of the streets in these neighborhoods are not designed to accommodate through traffic. For example, Drexel Avenue has a 24-foot street (curb to curb) as compared to 40 feet for 50th Street. • These factors combine to reduce safety for pedestrian and other non-vehicular travel. Edirsa Local Traffic Task Fora Pass 13 Firangs am(' Raummaidations Ofv 6,2003) • Increased traffic on local streets has a negative effect on neighborhood quality of life. Recommendations The Task Force believes that the only viable alternative to the current situation is the creation of a collector street in the Northeast Edina area. The factors supporting this recommendation include: • The City cannot reduce the overall volume of traffic. The City can, however, influence the pattern of movement. • It is unlikely that sufficient improvement can be made on the existing functional system (France and Highway 100) to encourage increase use of these routes. • Traffic calming on an individual street only relocates the traffic to other local streets. Any traffic calming must be implemented as part of an overall comprehensive traffic plan. • It is unlikely that traffic calming on all streets in these neighborhoods would eliminate the underlying problem of cut-through traffic. The nature of the traffic calming would need to be of such magnitude and breadth that the designated arterials become more acceptable. Such a degree of change risks impairing the basic functions of local streets. • The creation of a collector street provides the movement corridor sought by traffic. The effect should be to siphon the traffic off of other neighborhood streets. In considering the options for a collector street, Wooddale Avenue appears to be the best choice for the collector street. It is the direct extension of the arterial route south of 50th Street and connects with a collector street in St. Louis Park. Traffic should naturally follow this route. This change requires more than simply "naming" Wooddale Avenue as a collector street. Physical improvements will be needed to encourage the use of this street. The nature of such improvements lies beyond the expertise of the Task Force. However, in making changes, the Task Force recommends improvements that will help to mitigate the impacts of added traffic on the collector street. The creation of a collector street is not the only action needed to improve traffic in the Northeast Edina area. The Task Force also recommends: • Reduce the incentive for cut-through traffic by improving intersection operations at Vernon Avenue and Interlachen Boulevard, France Avenue and West 50th Street Area, and West 44th Street and France Avenue. • Evaluate the potential for limitations of access to Browndale Avenue from West 50th Street. Edina Lauri Traffic Task Force Pass 14 Findin,gs and Riamtiondation4 (Mv 6,2003) Pali ;DVS PO sEej 1.11 r_re_f_hr_ JEFF Pt Shepard of the s c 11 ATERUAll AVE 116 STS CS 1 61 141.01 SPR PJF0e4 RO . _ IDYLI/J000 OR '1 i ' 1 19.!eu—elt,s42 or no ( ..9" \ -----\ — . ''',5‘t b - , ---- 6. _ 0, ....! • . •:i f_R ,1 7, ' \ ; I, ivto \ t4.,eJ.) ..-.....4) Lo flEe .v.--- .,,..i.,- f. a ., 21 GROVE 61 ' t S --g- - 1 •- to,. 9 /WY DR oh ot_htispeto on 1 sT4DDERCOt rIcta WAv !rum 0 k 1, I PI ; er4' 1 oiscayAotv.i. a \ . ASPER he ' Mud Lake ,..01 _ —7 ,rt Colonial Clexch Legend : FUNCTIONAL CLASSIFICATIONS Principal Arterial Arterial "B" Minor Arterial Principal Arterial-Ramp Collector "A" Minor Arterial-Reliever Local Street - "A" Minor Arterial-Augmenter Area - Northwest Edina The Northwest Edina area lies north of the Crosstown and west of Blake Road. It includes: • Parkwood Knolls Area • Artie Way / Tamarac Avenue Area • Lincoln / Vernon Drive Area Edina Local Trey& Trak Finn, Page 15 Findings and Recommendations (Meg 6, 2003) Issues The Task Force identified the following traffic problems in the Northwest Edina Area: • Unacceptable volumes on local streets, particillarly during PM peak periods. o Reduced pedestrian safety due to increased volumes and a lack of sidewalks. • Potential for increased speed on View Lane. • Congestion at the Blake Road/Interlachen Boulevard intersection. Suggested Causes There is no north-south corridor west of Blake Road other than Highway 169. When the Highway is congested, traffic seeks alternatives on local streets. The investigations of the Task Force sux est that the traffic problem in this area comes from cut-through traffic during the afternoon peak periods. Employment centers west of Highway 169 access the highway system at the Londonderry Road interchange. To avoid delays in access due to traffic volume and ramp meter timing, some drivers use local streets to reach the interchange at 7th Street. Historically, some additional eastbound cut-through traffic may use local streets to reach Vernon Avenue. Staff feels that recent improvements to Lincoln Drive provide enhanced access to Vernon Drive. View Lane receives some cut-through traffic seeking access to Vernon Avenue. This additional traffic may move at higher speeds due to wider street corridors that contain very little adjacent vegetative development. Recommendations A potential solution identified by the Task Force is the use of southbound one-way "portal" at the intersection of Parkwood Road and Parkwood Lane. This approach should discourage cut-through traffic without significantly impeding the street system for neighborhood residents. The City should continue to encourage use of Vernon Avenue "ring road". Potential actions could include: • Improve intersections of Vernon Avenue and Artic Way, and Lincoln Drive and Londonderry Road. • Monitor and adjust phasing of new traffic signal at Vernon Avenue and Gleason Road. Northwest Edina may provide a good candidate for testing the implications of traffic calming. The improvements could include reduced roadway width, increased vegetation along the street and the construction of sidewalks within boulevard areas. Edim Loral Traffie Truk Pony Pegg 16 Fimlings and Ricommetulatim (M* 6,2003) RACETER Valley View .A1.111.1,ETYM 6 Jr High St Patrickf (sq,. 1 14 Catholic 1 ... 1 f _MOVIE DR , 1 .#'• ' CHAP Ft Dfl --/. 1- — eco_f2;•`?"---k...„--- (-- ii4,44 / s_i ,'?..... k. / I Legend FUNCTIONAL CLASSIFICATIONS TERRA,' OW Principal Arterial Principal Arterial-Ramp "A" Minor Arterial-Reliever "A" Minor Arterial-Augmenter C "B" Minor Arterial Collector Local Street 111.4;eR ROG O'r----.., ..., i--.\ i - ) / i'Ll bans •./. \Eplscopil I dianhead ) 'Lake -' / 1 . 1, / Creek Valley School -664 , e &rife I °Peek /7. 1. CO LOIGAI.INAY -1 eFf 41\ Colonial Fire Church 5t,ktiw..... DV AVETOWDit.ton 0,40021 \ 8 BOnD , filTH GM LI, \ t) g E GUSN1 AVE VLLW.1E lyRREKVAIV r .- 1401,1/41:' au 2 Edina High d School - 63TH ST SY Calvary Lutheran ..- \ MU :TV I Area - Edina Mph School and Valley Vllew Middlle Schooll tis issue area focuses on Valley View Road from Gleason Road to Tracy Avenue. Issues The Task Force identified the following traffic problems in the Edina Senior High School and Valley View Middle School Area: • Volume and driver behavior during AM (Sz PM school peak hours. • Volume of vehicles during normal PM peak hour (cut-through traffic). • Lack of sidewalks on roadways adjacent to Valley View Road. Suggested Causes Traffic issues in this area relate to both the land uses and the street system. The road system in this area contains several important traffic corridors. Gleason Road and Tracy Avenue have interchanges with the Crosstown. Valley View Road connects with Edina Local Trail(' Task Pim Page 17 Findings and Recoil/Nelda/ionsailaj 6, 2003) Highway 169 on the west and 66th Street on the east. Antrim Road connects Valley View Road with West 70th Street. All of these streets are designed to collect and carry traffic through this section of Edina. The presence of two schools and the flow of traffic around the schools impacts overall conditions: • In general, these destinations attract additional traffic into the area. • A portion of the additional traffic comes in the form of inexperienced drivers. • The overall on-site traffic flow around school area should be improved. In particular, there is a lack of drop-off and pickup space from Valley View Road at Valley View Middle School.. These traffic conditions heighten the safety issues from a lack of sidewalks along south side of Valley View Road and west side of Antrim Road. Recommendations This situation provides a good example of the distinction between identifying potential solutions but not final actions, While the Task Force was able to identify the broad aspect of a solution, the specific course of action requires engineering expertise and additional study. Improvements in traffic conditions in this area begin with the operation of the Valley View Road /Gleason Road intersection. The function of this intersection influences both traffic flow and safety. Staff does not believe that the intersection currently meets the criteria (warrants) for a traffic signal. The City should investigate improvements that will enhance operation, including changes in layout and turn restrictions. Changes related to the schools must be collaborative efforts of the City and the School District. It is likely the solutions will involve a combination of physical improvements and education. An option identified by the Task Force is to create better access to Valley View Road by rerouting the school ring road. Sidewalks should be added along Valley View Road and Antrim Road to improved pedestrian safety and crossings. Edbra Local Traffic Task Aim Page 18 Findings and Rteotnnundations (Mv 6,2003) •Ta Edina Community Center P. RN EL L A V E ace Qiurch Sch/o ol ri ci 4 k csoc'; „. prkA..?.------- ).- 7, \ KENT AVE ..el ay TI C.? elm ST W )lt . _ aarvey.._ 'Lake 3 !ANN R AVE 551 AV ' 50 O 1 1 54 GOLF TER _ apt St ST IAGODLAND A South vi ew Jr High--- • , • .tp i 1-1(, afg g t,L010 ark V11119 R LOG MTH ST SV lAAJNN E TER Nor n an El ei ent PHIL8 RD OK LU 5.1(1 ST IN 59TH 9717 a I Concord School MUD ST '4 ER LN (La Pa 1-4-1 ST ST 94 In c 8 2 131 I / OA, 0_2N 0 my / AN/ CLIME R PJDG J .\ - 01 \Torn-i an daly , g. iR .1 FPBERTS P—L C.V.ANV°!.-1:11 • Legend : FUNCTIONAL CLASSIFICATIONS Principal Arterial Principal Arterial-Ramp "A" Minor Arterial-Reliever "A" Minor Arterial-Augmenter nn ••••.-, "B" Minor Arterial ---- Collector Local Street r. In Area = Edina Comrnunit Center Area file issue area around the. Community Center includes Soutliview Lane (from Notmandale Road to Concord Avenue) and Concord AVenue (from Southview Lane to Valley View Road). Edina l_acal Tinffic Task Force Hain& and Recawmendalions (May 61 2003) 14-9I sr c') 95TH 91.1111 Page 19 Issues The Task Force identified the following traffic problems in the Edina Community Center Area: • Volume and speed of vehicles along Concord Avenue around Community Center Area. • Lack of sidewalks in area. Suggested Causes The Community Center area provides another example of destination- related traffic issues. The local street system is affected by pickup and drop-off traffic at four facilities: Concord Elementary School, Southview Middle School, Normandale Elementary School, and Edina Community Center. There is no designated collector east of school property from West 58th Street to Valley View Road. Recommendations There is little ability to change the overall traffic pattern in this area. The sources of traffic in peak periods (buses and student pick up/drop off) will continue into the future. The City and the School District should work to maximize efficiency of traffic flow within area. The City should designate Concord Avenue a collector roadway south of West 58th Street to Valley View Road. This portion of Concord Avenue is already included in the City's state aid street system: This designation will lead to future improvements to bring Concord Avenue into compliance with applicable state aid standards. These standards are suited to the functions of a collector street. The combination of traffic and youth-oriented destinations requires an on-going focus on pedestrian safety. The City should consider locations for the additions of sidewalks and improved pedestrian crossings. ErRaa Loral Traffic Task Form Pegt 20 Fitstfts amdRicammeadzitioar (Meg 6, 2003) Local Street • Principal Arterial • "B" Minor Arterial -- Principal Arterial-Ramp Collector "A" Minor Arterial-Reliever • "A" Minor Arterial-Augmenter I AHCOVER Legend : FUNCTIONAL CLASSIFICATIONS 0GTH ST W I I lln t • 1 \it VT017 CT HMAFt kb T ilf I Cluist Presbyteria - vaLpoRo '.5. i, tz - to n Church ' 70TH 2 8 Ear H STV ST W 1 65111 ST Chill r w ----- React:I-oh PC ^ ST.)) 74TH ST.)) (AL)) DR 9 0..; _119 P-N 77TH STP) ],TH ST W a r•Ci 10174 Sr VI' 161"H ST QV Area - West 70th Street This area includes West 70th Street from Highway 100 to France Avenue and the residential neighborhoods south of 70th Street. Edina Lora/ Trreie Task Force Page 21 Findings and Recommendatiow Oleg 6, 2003) Issues The Task Force identified the following traffic problems in the West 70th Street Area: • Current and future traffic volumes on 70th Street. • Access onto 70th Street from adjacent properties, roadways and neighborhoods. • Cut-through traffic north of West 70th Street. • Speed on West Shore Drive south of West 70th Street. Suggested Causes West 70th Street provides an example of a street trying to serve two perceived functions. From a city perspective, the street is an important transportation corridor. This street provides access to Highway 100 and to the Southdale area. As a "B" Minor Arterial, it is intended to carry traffic volumes of 14,000 to 18,000 vehicles per day. The physical design of the street provides part of the problem. At current levels, West 70th Street is over capacity. Growth in volume will compound existing congestion and access issues. Congestion on West 70th Street shifts more traffic on to West 66th Street. The operation of the street conflicts with adjacent residential uses. Traffic volumes make it - difficult to access the street from adjacent homes and neighborhoods. This issue is compounded by the limited number of access points for the neighborhoods south of 70th Street. During peak periods, it is very difficult to leave this neighborhood and travel west to Highway 100. Much of the traffic is channeled onto West Shore Drive. This street is not designed or designated as a collector street. Recommendations The potential solutions for West 70th Street illustrate a situation linking streets and land use. The greater public good is the safe and efficient operation of this street as a movement corridor. It is likely that this objective cannot be met without physical improvements including the widening of the street. These actions may require the redevelopment of properties adjacent to the roadway. It is beyond the ability of the Task Force to address this issue in greater detail. The City Council is encouraged to include the West 70th Street Corridor as part of any future redevelopment planning for the Southdale/France Avenue area. As interim action, the City should: • Investigate improvements to the France Avenue & West 70th Street intersection. • Improve access point of West Shore Drive and West 70th Street and investigate related improvements on West Shore Drive. • Improve access to frontage road system at TH100 to encourage West 66th Street destined vehicles. Edicta Local Traffic Talk Fora Pass 22 Fiaditigs and liscommondations (Maj 6,2003) Area - France Avenue area includes area between the Crosstown and Interstate 494 bounded by France Avenue and York Avenue. Legend : FUNCTIONAL CLASSIFICATIONS Principal Arterial • "B" Minor Arterial Principal Arterial-Ramp Collector "A" Minor Arterial-Reliever Local Street "A" Minor Arterial-Augmenter Edina Load Ttryjic Task Force Page 23 Findings and Recommendations Wry 6, 2003) Issues Several factors shape the traffic issues in the France Avenue area: • France Avenue provides the primary local north-south movement corridor. • France Avenue provides key points of access to regional road system. • France Avenue is the gateway to important "attractions" in Edina; Southdale Medical Area, Greater Southdale retail area, Centennial Lakes Office area, to southeast Edina residential area. The Task Force identified the following traffic issues in the France Avenue Area: * Difficulty in crossing France Avenue due to design, operation and traffic volumes. • Lack of improvements to allow pedestrian and other forms of non-vehicular movement. • Lack of integration with adjacent land uses and neighborhood. Suggested Causes France Avenue is unique to the other streets studied by the Task Force. France Avenue does not fit the criteria of a local street. It is a commercial area and transportation corridor. In addition, France Avenue is a county road. The design and improvement of the roadway is under the jurisdiction of Hennepin County. From a local traffic perspective, the current timing of traffic signals adds impediments to traffic flow along France Avenue. The lack of sidewalks is a barrier to non-vehiculor forms of transportation and a bather to the use of mass transit. Recommendations To address these issues, the Task Force recommends the following actions: • Work with the County to coordinate signals along France Avenue; and integrate an adaptive signal system. • Traffic and transit issues in the France Avenue area should be included in any further redevelopment planning. • Existing and future traffic implications of future redevelopment need to be addressed before and during redevelopment. Edina Local Traffic Task Form Pegs 24 Findisgs and Rsammandatiotu Pie 6, 2003) Addressing Future Traffic Issues As noted earlier, the Task Force hopes that its efforts provide the city with a model that can be used to consider future traffic issues on the local street system. Two other aspects of implementing this approach merit additional discussion. Ad Hoc Committee The City Council should establish an ad hoc committee on local streets. This committee would be as needed to examine issues related to the operation of the local street system. This committee could apply the framework presented in the report to analyze and develop recommendations for identified issues. The Committee could also incorporate community standards to apply typical traffic calming measures within these areas. Committee membership should include the City Engineer, City Planner, a representative from the Police Department, a Planning Commission member, a City Council member and two residents. Issue identification Issues should be referred to the Ad Hoc Committee by the City Council. It is anticipated that the identification of issues and accompanying request for investigation may come from residents, staff, Planning Commission or City Council. Every request should be accompanied by an explanation of the issue: • Location - Streets subject to the concern. • Description of the issue - Explanation of why traffic fails to meet expectations. • Timing - Is issue consistent or does it occur at specific times (i.e. - rush hour)? Edina Local Traffic nth Fame Pass 25 Findings and Ricommendatiotu (My 6, 2003) Appendix A — Task Force Handouts The following handouts were part of the task force notebooks as distributed throughout the study. Local Traffic Overview Edina Land Use Plan — Discussed residential portions of the City versus commercial and high-density housing. Residential History Map of Edina — Discussed how the City was constructed from before the 1940's to present day. Traffic Analysis Zones — Reviewed how this map is used for traffic forecasting and local trips are assigned to each zone based on demographics for that particular zone. Functional Classification Map — Discussed how the functional classification of a roadway relates to a hierarchy of roadways that collects and distributes traffic throughout the metropolitan area. Discussed the Metropolitan Council's Functional Classification Criteria. Average Daily Trip generation — Discussed how many trips a typical household generates and how many trips an average block will generate. MSAS Traffic Volume Map — Reviewed the municipal state-aid street traffic volumes from 1972, 1981, 1991, and 2001. Concluded that overall the system increased in traffic. Average Daily Traffic Counts 2001 — Reviewed local traffic counts throughout Edina. 85% Average Speed Map — Discussed what the 85% average speed is and reviewed speeds on the local roadway system. Regional Traffic Review Existing Southwest Highway Region — Discussed major roadways as they exist today. 1974 Southwest Highway Region — Discussed the 1974 roadway system. 1940's Landuse Map — Discussed how the region grew. Metropolitan Council New Development Map for 2020 — Discussed areas of new "fringe: development. Transportation's challenge to support regional livability, economic cornpetiveness and smart Growth — Executive Summary. Discussed how alternative modes of transportation will play a role in the future. Summary also discussed the unfunded highway needs of the future. 2025 Transit way Map — Discussed proposed Transit ways in the region: bus ways, trains, and unknown technology. Sub-Regional Average Daily Traffic — Reviewed the highway traffic volumes from 1974, 1988, 2000, and forecasted 2020. Planned Construction — Reviewed the planned construction of 1-494 and how this will affect the level of service in the sub region. Also reviewed the proposed TH169 and 1494 Edina Local Traffic Task Forre Page 26 Firstlings and Racommendatiosu Wry 6, 2003) Intersection Improvements, Cross-town Commons Construction, and bottleneck removals on TH100. Discussed development issues in the sub-region such as proposed Best Buy at 1494 and Penn Avenue, changes within the Golden Triangle located at TH169 / 1494 / TH212, and existing Opus Development area located in the northwest quadrant of TH169 and TH62. Local Traffic Review Wayne reviewed the following handouts from the MTC Sector 5 Study: • 2000 Census Estimates of People and Jobs • Shopping Center locations • School Enrollments - Age 5 to 17 • Population Aged +65 • Ridership and Service of MTC • Edina Property Parcel Map — Discussed size of single-family home parcels and how that affects different densities of neighborhoods in Edina. Wayne reviewed the following handouts: • Potential Redevelopment Sites at a subregional level. • Forecasted 2020 Daily Traffic Volume Percent Change from 1999 within Edina. • Speed Limits within the City of Edina. • Traffic Calming — Volume Control and Speed Control Measures Edina Local Traffic Task Force Page 27 Findings and Recommendations (Mg 6, 2003) ,Izt,ft. 1; ff fIT te t - • r .oirir 1.1 vt, 70th St. I L H114( I I Li fit , / 131 a ndon iSquat:e c're- ita C.Unter . 7.. t f,1 Hazelton Rd. EDI fe PROMENADE • Urban Design Plan 1 -s\ • a echua'n4 ster,J • x -0-kf • f 1' es, 'Yorktown Retail Cent6r. .e tf S f'•— tt It Terit...--t- • Jr- • \-•e f—,----.- - • it ki in 1 -- ffiffsliff C‘t i ,1 lilt if (II (0' ; ‘4' I 4 c if 65450' n . • . ' t '4' • Yh. rk ,,,,,j1allt A1-370.1111diTt'8',$' T .: v tt t ft ri Ifttlelifill Iii tftIV`i V. Iltr* "4•10, , ( i .Fc .(r• re_ vf't tvg.'"f te,„yr , ? in)tlitrtrttrril .YOlk St. '-(Jnderi5as tir r attr.Aftars/21151nEARLI,.., EDINA PROMENADE Edina, Minnesota Urban Design Plan Prepared for: City of Edina, Minnesota Prepared by: July 2007 Participants City of Edina Consultants City Council Members James Hovland, Mayor Joni Bennett Scot Housh Linda Masica Ann Swenson City Manager Gordon Hughes URS Arijs Pakalns, AIA, AICP, Project Manager and Urban Design Kathryn Ryan, ASLA, RLA Landscape Architecture Rick Nau, AICP Transit Planning Greg Brown, PE Civil Engineering Mark Mayes, PE Bridge Design Assistant City Manager Heather Worthington City Engineer and Director of Public Works Wayne Houle, PE Edina Promenade Urban Design Plan VMS July 2007 Contents TABLE OF CONTENTS Page L !Introduction 1 Overview 1 3 Major Components 1 Historical Perspective 1 Development of the Central Spine 2 Report Organization 2 H ansit System 5 Existing Transit System 5 Transit System Concept 5 Transit System Routing Options 5 Transit System Recommendations 6 HU. Path System 13 Inventory 13 General Assessment 13 Regional Trail System 13 Neighborhood Access 14 Path System Recommendations 14 IV. Promenade Design 19 A. Inventory / Analysis 19 Existing Conditions 19 Analysis 19 B. Design Treatments / Theme 20 Design Treatments 20 Design Theme 26 Dual Path System 26 Dual Path Configuration 26 Edina Promenade Urban Design Plan Ups July 2007 Contents TABLE OF CONTENTS (Continued) Pa e C. Promenade Framework 26 Overall Framework 26 Recommended Path Layout 31 Example Illustrative Plan 31 a Public Art Program 31 Background and Overview 31 Approaches to Public Aft 31 Opportunities for Public Art 34 Conclusion 42 E. Promenade Components 45 Overview of Major Components 45 Major Components 45 F. Pond / Stream 48 Pond / Stream Concept 48 Pond / Stream Special Features 56 Storm Water Circulation Options 56 G. York Avenue Underpass 69 Existing Conditions 59 Design Recommendations 59 H. France Avenue Overpasses 59 Overpass Designs 61 Overpass Configuration Options 61 Overpass Conclusions 68 L Preliminary Cost Estimate 69 Edina Promenade Urban Design Plan July 2007 Contents LIST OF FIGURES Page Figure 1: 3 Primary Study Component Areas 3 Figure 2: Area Development History 4 Figure 3: Transit System — Existing Transit Routes and Transit System Examples 7 Figure 4: Transit System — Option A — Central Spine 8 Figure 5: Transit System — Option B — France / York 9 Figure 6: Transit System — Option C — York Avenue 10 Figure 7: Transit System — Option D — Combination 11 Figure 8: Transit System — Option E — Combination — Recommended Plan 12 Figure 9: Path System — Existing Conditions and Issues 15 Figure 10: Path System — Three Rivers Regional Trail 16 Figure 11: Path System — Overpass Options of France Avenue at South End 17 Figure 12: Path System — Recommended Path System Improvements 18 Figure 13: Promenade Design — Existing Conditions Photos — Group 1 21 Figure 14: Promenade Design — Existing Conditions Photos — Group 2 22 Figure 15: Promenade Design — General Corridor Forces and Issues 23 Figure 16: Promenade Design — Redevelopment Sites 24 Figure 17: Promenade Design — Design Treatment Options 25 Figure 18: Promenade Design — Centennial Lakes Design Theme 27 Figure 19: Promenade Design — Dual Path System 28 Figure 20: Promenade Design — Path Configuration Options 29 Figure 21: Promenade Design — Promenade Urban Design Framework 30 Figure 22: Promenade Design — Recommended Path Layout 32 Figure 23: Promenade Design — Example Illustrative Design (70th to Hazelton) 33 Figure 24: Promenade Design — Examples of Outdoor Art — Group 1 35 Figure 25: Promenade Design — Examples of Outdoor Art — Group 2 36 Figure 26: Promenade Design — Examples of Outdoor Art — Group 3 37 Figure 27: Promenade Design — Examples of Outdoor Art — Group 4 38 Figure 28: Promenade Design — Examples of Outdoor Art — Group 5 39 Figure 29: Promenade Design — Examples of Outdoor Art — Group 6 40 Figure 30: Promenade Design — Public Art Opportunities in the Promenade Area 41 Figure 31: Promenade Design — Public Arts Theme 43 Figure 32: Promenade Design — Public Art Opportunities at Centennial Lakes 44 Edina Promenade Urban Design Plan URS July 2007 Contents LIST OF FIGURES (Continued) Page Figure 33: Promenade Design — Promenade Component Plan 46 Figure 34: Promenade Design — 1. Gateway Examples 47 Figure 35: Promenade Design — 2. Crossroads Feature Examples 49 Figure 36: Promenade Design — 3. Landscape Feature Example 50 Figure 37: Promenade Design —4. Single Sculpture Examples 51 Figure 38: Promenade Design — 5. Sculpture Group Examples 52 Figure 39: Promenade Design — 6. Sculpture Fountain Examples 53 Figure 40: Promenade Design — Storm Water Pond / Stream — Existing Grades 54 Figure 41: Promenade Design — Storm Water Pond / Stream Concept 55 Figure 42: Promenade Design — Storm Water Pond / Stream — Key Features 57 Figure 43: Promenade Design — Storm Water Pond / Stream — Circulation Options 58 Figure 44: Promenade Design — York Avenue Underpass Design 60 Figure 45: Promenade Design — Overpass Examples — Group 1 62 Figure 46: Promenade Design — Overpass Examples — Group 2 63 Figure 47: Promenade Design — Overpass at 72nd Street — Option 1 64 Figure 48: Promenade Design — Overpass at 72nd Street — Options 2 & 3 65 Figure 49: Promenade Design — Overpass at 72nd Street — Options 4 & 5 66 Figure 50: Promenade Design — Overpass at 72nd Street — Option 6 & 69th Street Option 67 LIST OF TABLES Page Table 1: Promenade Design — North Segment — Preliminary Cost Estimate 70 Table 2: Promenade Design — Middle Segment — Preliminary Cost Estimate 71 Table 3: Promenade Design — South Segment — Preliminary Cost Estimate 72 Table 4: Promenade Design — Summary — Preliminary Cost Estimate 73 Edina Promenade Urban Design Plan tRfa July 2007 - I. Introduction This report presents a design development plan for the Edina Promenade. The purpose of this design plan is as follows: • Identify all the key components of the Promenade project e Establish the design intent and character for the Promenade environment • Set the stage for the implementation of the recommended Promenade improvements. Overview The Edina Promenade, which is located in the center of the Southdale / Yorktown / Cen- tennial Lakes area, between York Avenue on the southeast and 70th Street on the north (Figure 1), is an 80'-wide greenway that inter- connects the various developments in the area. The Promenade is a vital and key link in Edina's pathway network system, which pro- vides internal circulation within the study area, as well as access from the adjoining neighborhoods and the regional trail system. It presents an open space opportunity that, if properly upgraded, could greatly enhance the appearance of the corridor and improve the livability for the area's residents, employees, and visitors. As will be discussed later, it also serves as a link in the Three Rivers Regional Park District's trail system. 3 Major Components The primary charge for this study was to pre- pare a design plan for the Edina Promenade area. However, since the Promenade is a key component of the area's infrastructure, an evaluation needed to be also made of the larger system framework which impacts the Promenade. Therefore, this study addresses three major components, which are illustrated in Figure 1. The three components are: • A transit system for the Southdale / Cen- tennial Lakes area, which is discussed in Chapter II, • The area-wide pathway system, which is discussed in Chapter III, and • The Promenade design, which is discussed in Chapter IV. The Promenade design chapter also includes the proposed new underpass at York Avenue and the pro- posed overpasses over France Avenue. Although all three components are discussed in this study, the major portion of this report focuses on the design of the Promenade. Historical Perspective The Promenade project has evolved over time in conjunction with the evolution of the area itself. The transition from the original open fields and gravel mining operations to today's lively, mixed-use community has Edina Promenade Urban Design Plan VIRS July 2007 I. Introduction taken many years and many steps to accom- plish. Figure 2 illustrates the various phases and the decades in which the Southdale / Yorktown / Centennial Lakes area was devel- oped. • Southdale, which was the first enclosed shopping center in the United States, was developed in the 1950s. • The Galleria complex evolved gradually and incrementally. • The Yorktown multi-use district was devel- oped in the 1970s. • Edinborough, which includes an indoor public park, was constructed in the 1980s. The Centennial Lakes area, which includes a variety of land uses, was developed in phases in the 1990's. Development of the Central Spine A key feature of all the development planning was an extensive walkway and trail system and a central spine that was to serve as a multi-purpose path for pedestrians, bicyclists, and a tram. In the planning of all the various developments, consideration was given to incorporate space for the paths and the cen- tral spine. The Promenade is a link in this internal path system, although it was never developed to the level that the Centennial Lakes path sys- tem was. Although the Promenade does in- clude a bituminous trail, it lacks the finish and enhancements that characterize the rest of the area and its paths. Currently, a number of the properties in the area are being upgraded or redeveloped to higher-density uses. In addition, there is the potential for future redevelopment of a num- ber of the parcels along the Promenade cor- ridor. In order to complement the new develop- ments and to provide the appropriate setting for the potential future redevelopment activi- ties, this Urban Design Plan is being pre- pared to guide the upgrading and enhance- ment of the Promenade corridor. Report Organization The Edina Promenade Urban Design Plan is organized in four chapters: Introduction Transit System Path System Edina Promenade The first chapter introduces the project and provides a brief overview. Chapters II and III address the transit issues and how the Promenade fits into the overall pathway sys- tem. Chapter IV presents the design recom- mendations for the Promenade project area. Chapter IV, besides identifying and defining the major components, which will make up most of the Promenade, also includes dis- cussion and recommendations regarding: • A public arts program, which is proposed to be the key feature of the Promenade pro- ject • A special pond/stream element • A new underpass at York Street • Two overpasses at France Avenue Edina Promenade Urban Design Plan L - URS July 2007 1 Hwy. 62 Heritage Dr. Figure 1 3 Primary Study Component Areas Study Overview 64th St. Hwy. 62 5511 St. 0 Fairview Southdale Hospital 66th St. outhdale Shontiing Centerf ' ' 1. Transit Sys tern Study Area • t ; '..-Slionaing Cent& 2. Path Sys tern 6911 St. Study Area 70th St. ® Southdale - Hennepin Area Library Hazelton Rd. mth st. Mavens Dr. HazeIton Rd. 72nd st. 3. Edina Promenade Study Area Gallagher Dr. 0 500 1,000 Ft Southdale YMCA Parklawn Ave. Parklawn Ave. 76thst. 76th St. V. EDINA PROMENADI Edinborough Urban Design Plan Edlnborough Way Minnesota Dr. July 2007 — .21 Hwy. 62 0 Fairview Southdale Hospital 66th St. 70th St Mavelle Dr. Hazelton Rd. 72nd st. Gallagher Dr. Parklawn Ave. 76th St. Minnesota Dr. Hwy. 62 Heritage Dr. 64 th st. 65th st. 66th St. sgth 70th st afr)Southdale - — Hennepin Area Library Hazelton Rd. Southdale YMCA Parklawn Ave. 76th St. 0 Edinborough Edinborough Way July 2007 ‘,411t1 4 ‘.4 LT:14 •At\ outiidale r ShohPing Ceritee N , , ..; r ... -,.. i-r,,.. , 1 " ••i . ! „, .. : r i:, ,, ,.. r — ..---,,ni, ,. . -- . :,7.--,--, . • ---r. ,-,-,...4.--_-, ,.....-,-0-, tii.',.!...1. ;41-6 r-if 4-14-arii=.:-. --...-. _... Shop'Piiig genter - , ' ""nr.iftir f elec.& ' iprarprirair.imyn srl r r , ti6 ' rk ,_ ...f.L...... r,,,,...--;-: 1 r Lake'sri" ir---- ..,-, oF • tar- rr. Figure 2 Area Development History Study Overview Legend 1. Southdale 1950s 2. Galleria - Incremental 3. Yorktown - 1970s 4. Edinborough 1980s 5. Centennial Lakes - 1990s "4. Originally Planned Transit Route Alignment 0 500 1,000 Ft. V. EDINA PROM FNA Urban Design Plan - IL Transit System Since the central spine, which includes the north-south segment of the Promenade, was intended originally to serve as a tram route, an assessment needs to be made whether this is still desirable and feasible. Following is a brief analysis of the transit options in this area. This evaluation is not intended to rep- resent a full-fledged transit study, but rather a cursory, qualitative analysis of what the im- pacts of a transit system might be on the cen- tral spine path and, more specifically, on the Promenade segment of the central spine. Existing Transit System The Southdale / Yorktown / Centennial Lakes area is being served by a number of bus routes. The top two graphics in Figure 3 pro- vide a rough illustration of the bus routes that serve the area. The existing transit system also includes two transit hubs, a larger one at the northerly end, at the Southdale center, and a smaller one at the southerly end, along Minnesota Drive. Transit System Concept The overall concept for a future transit system for this area is to create two transit hubs, one at the north end and one at the south end of the study area. The transit hubs would serve as an interface between Bus Rapid Transit (BRT) routes on the Crosstown Highway and 1-494 and the local bus routes. In addition to the local bus routes, a small bus or tram would shuttle back and forth between the two transit centers and would interlink all the developments from the Southdale hospi- tal complex at the north end to Edinborough on the south end. The ideal routing for a bus or tram shuttle would be to have its own exclusive right-of- way. If an exclusive right-of-way is not avail- able, the next best choice would be streets with low traffic volumes. Running the shuttle Edina Promenade Urban Design Plan in congested traffic would defeat the purpose of fast and convenient transit service. If a shuttle or tram system is developed, not all the local bus routes may be required and adjustments would need to be made to the existing bus routes. Transit System Routing Options A tram or shuttle bus route for the Southdale / Yorktown / Centennial Lakes area could be accommodated in a number of ways. Figures 4 through 8 illustrate various routing options. The original plans for the area called for in- corporating the tram route into the central spine. The intent was to provide a wide path that would be able to accommodate trams, bicycles, and pedestrians. Although this was accomplished in the central portion of the Centennial Lakes development, where a 20'- wide path is provided, it did not work out in the rest of the developments where the tram would need to be routed through parking lots, or split into two one-way paths. Also, the central path through the Centennial Lakes development has turned out to be such a wonderful pedestrian environment that in- troducing a surface-running tram could se- verely impact the pedestrian-oriented charac- ter and ambience of the Centennial Lakes Park. Therefore, other options for accommo- dating and routing the shuttle system need to be explored. Following is a brief summary of the potential tram routing options. In all the options, the assumption is made that a new transit center would be developed at the south end, to be located somewhere along the 1-494 frontage, and that the northerly transit center may be relocated, as required. Option A: Central Spine One option would be to construct an ele- vated, guided transit system. Figure 3 pro- July 2007 3 II. Transit System vides examples of various elevated guideway systems and Figure 4 illustrates the potential elevated route alignment and the %-mile, or 5-minute walking distance, coverage area of the transit stations. This type of a transit system would provide relatively ideal coverage, because the sta- tions would be centrally located for easy ac- cess from most of the higher density devel- opments in the study area. It also would have virtually no impact on the surface pe- destrian path system. However, the elevated guideway and support structures would have a greater visual im- pact, the elevated system would require spe- cial, grade-separated transit stations with ver- tical circulation, and it would be very expen- sive to construct. Therefore, it was con- cluded that an elevated transit system would be inappropriate at this time and a surface- running option should be considered. The rest of the options, discussed below, as- sume a surface-running, rubber-tired bus or tram vehicle. Option B: France Ave. and York Ave. This option would have two separate tram routes, one on France Avenue and one on York Avenue. Although a one-way loop was considered, it was rejected because, due to the great distance between the two road- ways, transit users would have to take a lengthy detour to get to their destinations. Option B would provide the broadest cover- age, but it would mean doubling the transit service and the operating expenses. Also, since France Avenue is extremely congested and has limited ROW, it most likely would not be feasible to have dedicated transit lanes in this corridor. Option C: York Ave. This option would provide maximum service for the York Avenue corridor, with less than optimum service for the developments along France Avenue. Option D: Combination The ideal shuttle routing would have stations as close to the central spine as possible, have an exclusive ROW, or use streets with low traffic volumes, and would have minimum impact on the pedestrian path system. Option D comes closest to matching all those requirements: most of the transit stops would be located close to the central spine; it would use streets with low traffic volumes; and it would impact only one path segment of the Promenade, between 70th Street and Hazel- ton Road. The shuttle, starting at the south end, would run: north along Edinborough Way; east on Parklawn Ave.; north on York Ave.; west on Hazelton Rd.; north along the Promenade, on the west side of the Target property; north underneath the Galleria complex, on the ex- isting underpass; north around the Southdale shopping center, on the internal driveways; and north along Drew Ave., to a turn-around in the hospital complex. It would return south on the same alignment. Option E: Combination Option E is a variation of option D with the only difference being that, instead of using the Promenade alignment, the shuttle would be routed along the west and north sides of the Target property, on York Avenue and 70th Street. This option would be primarily on- street running, utilizing the local roadways, and would have virtually no impacts on the path system. Transit System Recommendation Option E is the recommended routing for the shuttle system. It would provide relatively optimum service and it would have little im- pact on the pathway system. Therefore, further planning for the Edina Promenade will proceed with the assumption that no transit facilities need to be accommo- dated in the Promenade corridor. Edina Promenade Urban Design Plan URS July 2007 Existing Transit Routes Transit Route Summary from Greater Southdale Area Study Figure 3 Existing Transit Routes and Transit System Examples Shuttle Transit System !FIRiiiiiui; 11111111 M111111111 ; 111111i1 111111111111 1 11111111 111111111111 NMI M IUIII ODU Maglev, Norfolk, VA Clarian People Mover, Indianapolis Detroit People Mover AIN r77.7 West ' Virginia ^ University Automated Guideway Transit (AGT) Examples oto Edina 4: II e,vit Fairview ° Soutbdal Hospital '-' • •rj CD •••• CieFee. e, tie, tee, *as eat 630.671. CE) el CD I ?) 6 1 ofoonillip-to,i I KI n n •n TitAtiSiT SteVICI IL - PG Mott lE HotElt 2t •1, KitirYNT P.,tt 1:.1111:f...11tIte11: • /11,fir M EcAr 5/5 fA,te 417 1,1n61.1 {ea to, E D I NA PRONII NADI Urban Design Plan July 2007 rite Hwy. 62 Heritage Dr. 64th St. 65th St. 66th St. Hwy. 62 0 Fairview Southdale Hospital 66th St. , ISouthddle'. Shoprititg Celiter! ' • •‘, 1 , °Geode Shopping Center 70th St. Mavelle Dr. Hazelton Rd. 72nd St. Gallagher Dr. Parklawn Ave. Centennial Lakes 76th St. Minnesota Dr. 69th St. 70th St. 0 Southdale - Hennepin Area Library Hazelton Rd. Southdale YMCA Parklawn Ave. 76th St. Edinborough Edinborough Way 1-494 cal 1-494 r.:17.7.--dift 5%! , Figure 4 Option A Central Spine 8 Transit Stops Shuttle Transit System Legend Potential Elevated Shuttle Route (iiti Potential Shuttle -rr Stop 0 500 1,000 Ft. EDINA PR)MI NAPI Urban Design Plan July 2007 URS Gallagher Dr. Parklawn Ave. @Centennial Lakes 76th St. Minnesota Dr. 1-494 Hwy. 62 Heritage Dr. Hwy. 62 0 Fairview Southdale Hospital 66th St. ; e ' : Oonter, Psoutiogie „ ShoPping Center( 64th St. 65th St. 66th St. Southdale YMCA - 0 Galleria Shopping Center 70th St. Mavelle Dr. Hazelton Rd. 72nd St. 69th St. 70th St. ® Southdale - Hennepin Area Library Hazelton Rd. Parklawn Ave. 76th St. 0 Edinborough Edinborough Way 1-494 9 Figure 5 Option B France 1 York 11 Transit Stops Shuttle Transit System Legend I Potential Shuttle Route 41 Potential Shuttle t Stop 0 500 1,000 Ft. 15n E D I NA PROM LNAD1 Urban Design Plan July 2007 URS 10 V. Figure 6 Option C York Avenue 8 Transit Stops Shuttle Transit System Legend 1 Potential Shuttle Route , Potential Shuttle I Stop 0 500 1,000 Ft. 61 1 EDINA PROM[NADE Urban Design Plan July 2007 URS Parklawn Ave. ® Centennial Lakes 76th St. Hwy. 62 0 Fairview Southdale Hospital Minnesota Dr. 0 Galleria Shopping Center Gallagher Dr. 70th St. Mavelle Dr. Hazelton Rd. 72nd St. 66th St. 1-494 Hwy. 62 Heritage Dr. 64th St. 65th St. 66th St. 69th St. 70th St. 0 Southdate - Hennepin Area Library Hazelton Rd. Southdale YMCA Parklawn Ave. 76th St. 0 Edinborough Edinborough Way 1-494 141 1. Hwy. 62 Heritage Dr. 1 1 Figure 7 Option EP Combinagioh; 10 Transit Stops Shuttle Transit System 64th St. Legend 65th St. Hwy. 62 Fainiiew Southdale Hospital Potential Shuttle Route • --! 66th St. Tnsit( e..10Wtor „ • 66th St. (f) Potential Shuttle Stop 'Soulhdate. ShoPpmg Center N / f • f 69th St. Gal/aria Shopping Center 70th St. ® Southdale - Hennepin Area Library Hazelton Rd. 70th St. MaveIle Dr. Hazelton Rd. 72nd St. Gallagher Dr. 0 500 1,000 Ft. C) Southdale YMCA Parklawn Ave. Parklawn Ave. 0 Centennial Lakes 76th St. 76th St. EDINA rRomLNAD[ 0 Edinborough Edinborough Way 1-494 Urban Design Plan Minnesota Dr. July 2007 1-494 URS Figure 8 Option E Combination 10 Transit Stops Hwy. 62 Fairview South dale Hospital 66th St. Recommended Plan Shuttle Transit System Legend I Potential Shuttle Route ' Potential Shuttle Stop ;Southdale Shopping Cetitee' \ 7 • • Hwy. 62 Heritage Dr. 64th St. 65th St. 66th St. 69th St. 0 Galferia Shopping Center 70th St. Mavelle Dr. HazeIton Rd. 72nd St. 70th St. Southdale - Hennepin Area Library Hazelton Rd. Gallagher Dr. Southdale YMCA 0 500 1,000 Ft. 19TidTn Parklawn Ave. Parklawn Ave. gCentennial Lakes 76th St 76th St. EDINA 11:01\ 4I N A 1 ) I= Urban Design Plan Minnesota Dr. Edinborough Edinborough Way 1-494 July 2007 1-494 III. Path System As was discussed previously in the Introduc- tion, the Promenade is a key element of the study area's path network. It is a segment of the central spine path system and it also serves as a link in the regional trail system. In order to identify what functions the Prome- nade segment needs to serve and to provide guidance in the design development of the Promenade, an assessment was conducted of the overall path system in the Southdale / Yorktown / Centennial Lakes area. Inventory The Southdale / Yorktown / Centennial Lakes area has a relatively extensive walkway and path system. Figure 9 provides an inventory of the existing path system and it identifies gaps and deficiencies in the pathway net- work. The primary element of the pathway network in the study area is the walkway system in the Centennial Lakes Park. Its centerpiece is the central spine segment through Centennial Lakes, form the 76th Street Bridge to the for- mer theatre site, north of the Parklawn Ave. Bridge. This segment is generally 20' wide and can comfortably accommodate the large volume of pedestrian traffic that periodically uses this area. This primary walkway is supplemented by a number of narrower walkways that encircle the lakes and that lead to the various activity areas in Centennial Lakes Park. In addition to the Centennial Lakes paths, the Prome- nade includes a bituminous walk that extends from Yorktown Park, east of York Avenue, to its terminus at 70th Street. Besides these special dedicated paths, the rest of the walkway system consists of side- walks in roadway rights-of-way or through private developments. The inventory map also indicates signalized intersections and intersections that have special pedestrian crossing signs or signals. It shows that the central spine has always been planned as a primary north-south path, since it includes special pedestrian crossing controls at 69th Street, 70th Street, and Hazelton Road. General Assessment The key deficiencies in the existing path sys- tem are: • Lack of sidewalks along a number of the roadways, such as the east side of France Avenue, the north side of 70th Street, and a few blocks along Parklawn Avenue and Ed- inborough Way • Total lack of sidewalks in the residential area north of 66th Street • Lack of safe pedestrian crossings across the extremely busy France Avenue • Appropriate facilities for the regional trail through the study area • Undersized and utilitarian underpass at York Avenue. Regional Trail System The Three Rivers Regional Park District trail plan, top portion of Figure 10, indicates that the Promenade is planned to be a key seg- ment in the regional trail system. The regional trail is planned to be routed on the east side either through Yorktown Park or along York Avenue and on the west side along 70th Street to Valley View Road. Since regional trails typically serve bicycle users, provisions would need to be made to ac- commodate bicycles in the Promenade corri- dor. Due to the high traffic volumes on France Avenue, the optimum solution for the regional trail would be to have a grade-separated crossing at France Avenue. However, due to the many access needs along 70th Street, a grade-separated crossing at this location may Edina Promenade Urban Design Plan ir—RS July 2007 III. Path System not be feasible. A far better location would be the 69th Street intersection, which does not have as many restrictions. In regard to grade-separated crossings at France Avenue, due to the length of the crossings and due to the difficulties of making tunnels safe and comfortable, it is recom- mended that overpasses be used instead of underpasses. Therefore, the recommenda- tion is to route the regional trail north along the Promenade path continuation underneath the Galleria, then west along the north side of 69th Street, and then, via an overpass, over France Avenue. Neighborhood Access For the same reasons that the regional trail should have an overpass crossing at France Avenue, a similar overpass crossing should be developed to provide access to the Cen- tennial Lakes area for the Edina residential neighborhoods located west of France Ave- nue. The key to successful overpasses at road- ways where at-grade crossings are not pro- hibited is to make the approaches to the overpasses as comfortable and convenient as possible. Therefore, the approaches should be as straight and direct as possible and they should have as shallow an incline as possible. For this reason a maximum 5% grade, or a rise of 1' in 20', is recommended for the approaches. This means that, in order to provide the required clearance of 17'-4" over France Avenue and a 3'-8" deck struc- ture depth, the length of the approaches would need to be approximately 420'. The key issues for the neighborhood over- pass are a convenient location and a location that would permit 420' long approach ramps. In order to be the most convenient to the residential neighborhoods, the overpass should be located somewhere between Hazelton Road and Parklawn Avenue. Figure 11 illustrates the various location op- tions that were considered. The two key cri- Edina Promenade Urban Design Plan teria for locating the overpass are sufficient distance for the approaches and minimum impact on the adjoining parcels. Approach ramps that are perpendicular to France Ave- nue would be far more preferable than ap- proach ramps that are located parallel to France Avenue, since those would obstruct views of the properties from France Avenue. Therefore, Option C, although it may require a skewed crossing, was selected as the rec- ommended location for an overpass. Path System Recommendations Following are the key recommendations for the study area path system. Figure 12 illus- trates the proposed pathway improvements, as well as the recommended transit routing and stops. • Install the missing sidewalks along 70th Street, Parklawn Avenue, and Edinborough Way. • Although there are no sidewalks on the east side of France Avenue, it is not rec- ommended to install them at this time, due to the lack of pedestrian-oriented develop- ments on the east side. In the future, if the east side is redeveloped with pedestrian- oriented developments, sidewalks should be installed. For now, provisions should be made to provide pedestrian access from the cross streets to the bus stops located on the east side of France Avenue. • Consideration should be given to installing sidewalks in the residential area north of 69th Street. • Upgrade and improve the underpass at York Avenue. (The York Avenue under- pass is discussed in greater detail in the next chapter). • Install two pedestrian/bicyclist overpasses at France Avenue -- one for the regional trail at 69th Street and one for residential neighborhood access at 72nd Street. (The overpasses are discussed in greater detail in the next chapter). taiS July 2007 14 Hwy. 62 Fairview Southdale Hospital 66th St. Galferia Shopping Center 70th st. Mavelle Dr, Hazelton Rd 72nd st Need for Safe Pedestrian Crossings Across France Ave. Parklawn Ave. ©Centennial Lakes 76th St. Minnesota Dr. Hwy. 62 Heritage Dr. 64th St. 65th St. 66th St. 69th st. 70th St. (13)Southdale Hennepin Area Library HazeIton Rd. Need to Improve Pedestrian Underpass at York Avenue (o)Southdale — YMCA Parklawn Ave. 76th st. Edinborough Edinborough Way Figure 9 Existing Conditions & Issues Path System Legend Existing Paths Missing Paths Special Path Issues Urban Design Plan July 2007 URS Signalized Intersection No Pedestrian Crossing Special Pedestrian Crossing Controls 0 500 1,000 Ft. ED! NA PROM ',NADI- H1GHWAy62 • Fr a n : c A t c n i te ••t• 26' Lakc$ .14unlic COAX Rosland PaiI 66111 Strect W. • 1.411,c Curochn Regional Trail Segment in the Edina Promenade Richfield ;••• v.4 • I I Xv:411.1.4. ICAA 11 E. ',It', sn., )4 thfils• RK.hard • 7tith 0.4 Shopping Ccsucr WWI ia Shovong (.1:111C1 kyl,.Int(41 k).,1 r rrx 13es1 fiun corpoJt. ilcadquar s it I H ••-• 9 .4 Three Rivers Regional Park District Trail Plan 4 i 1...,....:-.4 , ai" "..., --,- t ' . P_FVf EY riff ''Flikiiitillergli v-: i :.,;.*:4,••••,4,1":,,--;<•', L .. ,- ,i,,,, ..____,—Southdale Shopping denier . , • •10 . : dr.- ,-.1i Av.. IMO -- _,, '4 ,. int 1 i -T-4.-,..--aMs7SeRf -(11:81'-' .n -- V': • =;:.---:!" , - let-716. , 1, • .r. ,Recommended. - 24;1; .4 • %I. UT= = • -`n 23n3tIrrPrih),""r4;fn r- sraddint 1 :.Three Rivers-, . . 'Planne,di.-, - i RegionaliTrail : ,- Routerk',' &--i .s___.- - f , . _ .. ...,:.' _ '-'1 • • .. IF .t1.4a,146•„...• '"...;0.'.•-'''. - :- • •. ''.qtratiV. lb,. s Jt . 4 , 17 ' - g ,...-- evi!orr Fge:diona/71141/' ' ; - • '4A-44-gfii. •' ' i "1 .."'" •zr, ' froute Gall a ng &enter . - • „..11 411.- • *- • N.,••• - „ •-•• jj. r1 akient:".ff mr•A•pri43* !Qin?. • F /1fracirjr- Tr ',cif) s.,>:• 70th St - - , - . . • ••••••, • • • " - Target It 1:: „.— Hennepin , 14 .. . , +.,_,•• Couoty, - , _ , -1°•••••' Library - , .1(7", 1.:(:.1 ' " * .;..•,..•,:s411, _ „ iirtH •n •• • ' Figure 10 Three Rivers Regional Trail Path System eyerly'' I • I I ...I '• ,rf:r '9•1.*:•itr011ifrirsmmewrazde.ro EDINA PROM MAIN Urban Design Plan .ah, 'fli'otential illinkTtol ..,` Regidehtial 1 ..., Neigh borhood&r, , 11! . If I7. j 1 t : % tl'iCentenrlibli H' 1 1 Regional Trail Alignment and Connection Options Horne '- Store Yorktown Pa July 2007 URS 16 - WEIC • .:.,4 vp.,N ti p • ,) • • Ceide. h'Ir\ial r f I Lakes t' tirt, )Ptidn at! • u_L r WrI•laSit • • °Hazeltonfitd., AC Fa jawniAveV. L k ' r !--t .2 'Option- G:.• "'", I , L..!1ktiClaV ;%; .141 I Option B'. .Cehtent.7ial, .(.'3 11.. Lakes ..1" ". 1' TT, 0.: • I z .0' Ia. vy.t F,3art.kjawn,Ave . 1 a; ‹.1*.Ceh,fehniak ;',"." • w' Lakes ' c Urban Design Plan July 2007 URS . . , . t 'ealtglawn;Ave ., p r__ 1 rj 4 Centennial • -1 rptio,iF-, -Y. Figure 11 Overpass Options of France Avenue at South End Path System EDINA ROMENADI r Provide Pedestrian Overpass of France Ave. for Regional Trail and Residential Neighborhood Access 0 Galleria Shopping Center 70th St. Mavelle Dr. Hazelton Rd. 72nd St. Provide r A Pedestrian Overpass of France Ave. for Residential Neighborhood Access Parklawn Ave © Centennial Lakes 76th St. Minnesota Dr, Figure 12 Recommended Path System Improvements Path System Legend No Pedestrian Crossing Special Pedestrian Crossing Controls 0 500 1,000 Ft. V. EDINA pRomINAN Urban Design Plan July 2007 Hwy. 62 Zal 6gth „• 70th st Southdale - Hennepin Area Library Hazelton Rd. Improve Pedestrian Underpass at York Avenue 0 Southdale YMCA Parklawn Ave. Recommended Shuttle System Alignment ri and Stops 76th St. Edinbo rough Edinborough Way Heritage Dr. 64th St. 65th St. 66th a. Hwy. 62 0 Fairview Southdale Hospital 66th St. Existing Paths Missing Paths Special Path Issues O Signalized Intersection IV. Promenade Design The previous chapters identified a number of key findings and recommendations that need to be incorporated into the development of the Promenade: • The Promenade corridor would not need to include any type of transit facilities. • The Promenade should accommodate pe- destrians as well as bicyclists. • The York Avenue underpass should be up- graded and improved. • As a complement to the Promenade path system, two overpasses for pedestrians and bicyclists should be constructed over France Avenue. This chapter deals with all the various as- pects of the Edina Promenade design, includ- ing the specialty items listed above. For discussion purposes, the Promenade cor- ridor will be referred to by the following three segment names: • North Segment, which extends from 70th Street to Hazelton Road • Middle Segment, which is located between Hazelton Road and the bend at the north edge of Centennial Lakes • South Segment, which is the east-west portion between the bend at Centennial Lakes and the Yorktown Park A. Inventory / Analysis The Promenade is an 80'-wide, linear open space that extends west from Yorktown Park at York Avenue to the north edge of Centen- nial Lakes Park, then runs north across Edina Promenade Urban Design Plan Hazelton Road to 70th Street. Any special treatments that are recommended for the Promenade area would also apply to the path system in Yorktown Park on the east side of York Avenue. Existing Conditions The Promenade corridor has a relatively uni- form cross-section and appearance. Figures 13 and 14 illustrate the existing conditions in the corridor. Currently, the primary features in the corridor are a meandering bituminous path and an occasional deciduous or ever- green tree. The only other special features are some electrical utility boxes and man- holes. One major element in the corridor that has a considerable visual as well as physical impact is the York Avenue underpass (top picture in Figure 13). Other elements that have a visual impact are the pedestrian crossings at Hazel- ton Road and 70th Street. The properties surrounding the corridor are fully developed and include multi-family hous- ing in the southerly half of the corridor and various types of low-density commercial uses along the westerly edge and in the northern half of the corridor. The corridor is generally flat. The only excep- tions are an embankment along the southerly boundary and a slight drop in grade, from north to south, in the Middle Segment of the corridor. Analysis The Promenade corridor, due to its narrow width, presents some unique challenges. Some of the key issues and forces that need MIS July 2007 19 IV. Promenade Design to be considered and that impact the devel- opment of the Promenade are illustrated in Figure 15. ▪ Narrow Corridor. The primary chal- lenge is the narrowness and the consistent width of the 80' wide ROW of the corridor. In the North Segment, although the actual ROW is still 80', the apparent width will be 140', since the Target building will be set back 60'. • Buildings Backing up to the Corri- dor. Most of the existing buildings back up to the corridor, which creates an alley effect and limits the opportunities for inter- action between the Promenade and the ad- joining developments. It also reduces the number of "eyes on the corridor", which negatively impacts the sense of security. • Opportunities to Expand the ROW. Currently there are a number of areas in the Middle Segment, where the adjoining development is set back, which creates the feeling of a wider corridor. If the adjoining parcels are redeveloped, there might be opportunities to work with the developers to obtain additional ROW, or to work with the property owners to develop additional open space next to the corridor. • Redevelopment Activity. A number of properties in the vicinity of the Prome- nade are being redeveloped (Figure 16). They include the new Westin Hotel, a new parking ramp adjacent to the Galleria, the new Super Target, and the new The District development. • Redevelopment Potential. Since some of the areas adjoining the Prome- nade corridor include some older, low- density developments, and since the cur- rent trends in the area are toward higher- density and mixed-use developments, the potential is quite high that some of the properties will be redeveloped. Edina Promenade Urban Design Plan B. Design Treatments / Theme The first step in preparing the design for the Promenade is to identify what type of treat- ments would be appropriate and what type of design theme should be used. Design Treatments Figure 17 illustrates the various design treat- ments that were considered for the Prome- nade: 1. Basic, Landscaped Path. Treat the Promenade area as a basic, landscaped path with simple landscaping treatments. 2. History / Recognition Path. Use the Promenade to present and to interpret the history of Edina or to recognize its famous citizens. 3. Arts / Sculpture Path. The Prome- nade would be used to present various types and examples of public art. 4. Arboretum Path. Incorporate a large variety of landscaping treatments and special features, such as topiary, in the Promenade. 5. Water Feature Path. Include a num- ber of different water features, such as special fountains along the paths of the Promenade. 6. Water Stream Path. Wind a flowing stream though the Promenade. After evaluating all of the design treatment options it was concluded that instead of fo- cusing on just one of these treatment options, the best and most interesting approach would be to include some of each of the treatments into the development of the Promenade, with a special emphasis on public art. WILLS July 2007 20 Figure 13 Existing Conditions Photos Group 1 Promenade Design iEeSt-West'Segment West of York Street Underclass - Looking W . 3. East Half of East-West Segment Looking West West .Half.offest ;West Segment - Looking West I 5. Crossroads Area - Looking West Urban Design Plan July 2007 Nod h-South Segment North of Crossroads Area - Looking Nbrih n z EDINA 1110MI-NAD! S Figure 14 Existing Conditions Photos Group 2 Promenade Design EDI NA PROMI-NAIN Urban Design Plan July 2007 URS South Segment at Home Store-Looking North Segment-South of Hazeltine Rd. - Looking North " 44,-"thugt 9. Crosswalk at Hazeltine Rd. - Looking North orth of Haze/tie Rd. --,LoolfingiNorth;•.- 1.1. North-South Segment at Brandon Square -hooking Nbrthl ' • - • El 0 too 300 Feet r3 EDINA R() 1v1 F NA D E Urban Design Plan URS July 2007 Figure 15 General Corridor Forces & Issues Promenade Design , , •I . --3'outnaale.Shopping,Center .,- gth 7Forn79pr, r ' I •71. ;/ '..Y.7.C44n413r4:444ii 1ST 7;!r" ' 611': E"-- • A ' .• 1,1 st el. 11 .1".1n P NV. • =1.403 iirria,itAi41 .-frligAir."417 ' 70ifi St. •,••4"."'n,,eft ,, • • !. 7101tu, ' ti • „ Hennepin ; ' County. Libraiy t*. tr, tt n fl • 140' Physical Corridor-, ". • • e' • 180' .Prdinenade ROW+1 n 1' „ „ 60",„Target,:Buildirg;Setback ®ppoirtunitieto Widen letbmenad0,iRCV as ,kedeTelopinent-: lOccLifs in•the Futrire ea. _ ' or.t. 2; •i 312.4es• - i1 !!::111T41-1 ç a": 01110,1H.H.!.:01 %Ohl!" e.,tdiS 1 WI ;4 1111040f i in nit '43 0'1— ' 0.,onstrainp.., , ty,61:140 • -..,r ,-,,...-/.7cArlUi-iderpass - 80"14CIW Horrie .Store La es tenten 4 't , re`n :,14;thi .44 •r•-1..1=l211111•3VP-.11•111:, -41711•L - • ' 1,4641.-41,1,11tIlAy'rrc IttVitttffit*PillitiAc. • eitt. '4.14114A4 imirldett 70th St Ilm.,./.' vrNeW;VVestini :Hotel . . , • i , , I) 1' • I" '' ' i..444:5•-..!-Frillii. -,?, 41 .,( n ,, . !k-7. i _ 1 ' '-' N Tr:Wtn v. II ,11.ri fl I 1 40 '*ibil41.441" ' t .'' 1 :: -'' firi 1 1 • C rIFP i Y - 'm'..1 ,';,;..; .t !,. -..4,40 ..:„4 i i , wre.r G-1! . A • Galleria 1 , • . Shopping Center uthcJaie ••: Shopping Center Itiraf—atalta , _ - - t-1477"rir . ver7r-r"'" I • -. 11 P • king Ramp-77771 .a• 2 ,ttnew _ ev •ar---f.rr• 5.,, pbtentialy Future Redevelopment t - t- 'A rea .460c41 410: tiL. I 4.• ••• 1 ,Kt,, Hennepin CountA Library , vagial u,1,011 fir.n 161•1****•4`.4A!' 111171' • ?(• • I 3. Target tm in rsti .5.yA, ' sop New • Super Tdr6et • EZI a), 7.. Potential PUtUiV ' Area - mmikuliwillunuttruu r o' .1 4304.4 Aviv* ItIMItMIRMILT aft'itts ti.fititictili. t erIy's t! HU FUtUI j; litilupifRedevelo'Onent -r11 / 14.fArAtf..?\ If imwjyr, fentennial ,f1,11.1 r 731 -.. NI, :•/..1.111 f I •1_ t5, af. 6 EDINA PROMF NA!' Urban Design Plan 0 100 300 Feet Figure 16 Redevelopment Sites Promenade Design July 2007 URS f EDINA PROMENADE Urban Design Plan 6. Water Stream Path 5. Water Feature Path _ I. Basic Landscaped Path 2. History I Recognition Path 2. Arts I Sculpture Path Figure 17 Design Treatmenk Options Promenade Design July 2007 IV. Promenade Design Design Theme The next question that needed to be an- swered is what type of design theme should be used for the Promenade improvements. The options ranged from traditional, historical themes to sleek, modern themes. One key characteristic of the Promenade is its proximity to Centennial Lakes, which has a very strong an distinct design theme. Al- though the Promenade is not an extension of the Centennial Lakes Park, utilizing the Cen- tennial Lakes theme for the Promenade would extend the Centennial Lakes treat- ments and would provide continuity and co- hesion for the whole area. Therefore, the recommendation is to continue the basic Centennial Lakes theme throughout the Promenade but to introduce additional, new elements and treatments into the Promenade that would add variety and inter- est. Figure 18 illustrates some of the key treat- ments and characteristics that make up the Centennial Lakes theme, such as: strong pavement patterns; intimate space definition; intense, concentrated landscaping treat- ments; and variation in special features. Dual Path System As was discussed in Chapter III, since the Promenade will serve as a pedestrian way as well as a link in the regional trail system (top image in Figure 19), it needs to accommo- date two types of users, pedestrians and bi- cyclists. The two options for accommodating both would be to either construct one wide path that has space for both, or two separate paths. The second option is recommended since it would provide a clearly defined path for each type of user, it would provide more flexibility, and it would permit more phasing choices in the implementation of the im- provements. The two images at the bottom of Figure 19 provide examples of the two types of paths that are recommended for the Promenade. Each path would be 10 feet wide with the pe- destrian path including decorative medallions and the bicyclist path consisting of a bitumi- nous biking surface bordered by concrete edge bands. Dual Path Configuration For accommodating the two paths, as well as spaces for plazas and special features, in the 80' wide ROW, three configuration options were considered (Figure 20): • Option A. Meander the paths together to create special feature spaces on both sides of the dual path system. • Option B. Meander the paths somewhat together to create special feature spaces on one side of the dual path system. • Option C. Meander the paths separately along the sides to create special feature spaces between the two paths. Option C was selected as the recommended configuration, since it has the potential to create the greatest variety and interest and also because the special feature spaces would be equally accessible from both paths. C. Promenade Framework Following is a set of design guidelines for the development of the Promenade. Overall Framework The key design parameters that have been established for the Edina Promenade are (Figure 21): a Provide a convenient and comfortable path system for pedestrians and bicyclists. • Incorporate varied and interesting spaces and special features. Edina Promenade MIS Urban Design Plan July 2007 EDINA 11:( )1\1 1 -1\1 )1 - Urban Design Plan July 2007 URS I Figure 18 Cefraedai Lakes aesiign Theme Promenade Design 13511 Honie :Store \N, I # riCente:nnia )1 Lakes T., I . °". ;IT S6uSaleShoppihg -donter Fr .thiltt, tkoszeat.Yr 4havilvtilerna41 ,rr .., ,,•:',?,! r.............1 -...- ' ...; ' ' ' • ._ i 1 • .7; 7:71 itroisiiAL ---...-::.4.N...N774-: ":646".2.7-Azir-1•04r. 1:61iiitshrIVA''' €!?/1;n ' .T.-A.: ;$,'. t•-:T•ori,vt.r.-- -... ' -. - 70th St. - -- - -;---., `,...7- ''' ' t•lis ••n A.•Z•..1:• • 41',Ii : H onnunel$:4,161-14,,.. • 'J'..i..: • • Target , .;-,,., • e, , I.,•*'4' Library !o- U '',1 , ,,,,,,. , • - ;.,11' . • for- ..,_ .I t-‘,J .... 1,11 ' .1 ,t, ;••.*,•• Nu: • • • . • • ; clit, - 0 ... f:.7...2...±.... :Z, IC rf.1 , . . • . v., .4, ., . ..... .,,, . . N . v . ... ' Ai ,. 0, i LI 1.•.'. kitit.V.ir ...j'Al'_. - 'L. Mt ' ',. ir , '/- • Ifrarelt8FORtig I ByerlyW r. /1 r -MICK, • - 1•• nnnnnn V.1,17,1 I . • ••••-••••---..,-."--.•---- --r-, , •----- — - --7-- - — ..‘717,`10•%4104VoiRPS)VIVIIIII, ItielMaNst ..•1 V% . . • .te.3 IV 11. i --- fr . , . r• ' '"*" i,,, KJ :1,.., • tr,.. i 1', 1 r• ' --Gallena I : .-1 211. , Alt ' a 3 t • Shopprngi Center : ' i 4" clfg,•„ a 41.:R. io ' • A.• ' ' '' "...- 4.1ir'ir.:11.:;"4 . 10'-Wide Pedestrian Path 10'-Wide Bicycle Path July 2007 IrTRS EDINA PROMFNADV Urban Design Plan 28 The Promenade ROW Needs to Accommodate Pedestrian Traffic and Bicycle Traffic on this Segment of the Regional Trail System. Therefore, a Dual Path System is Recommended. Figure 19 Dual Path System Promenade Design July 2007 EDINA PRON.IF NA DI' OAS Urban Design Plan Figure 20 Path Configuration Options ' Promenade Design 29 • „ • •- -." .." • .. Special .................. Area ame-or-Tram-Path- : • Feature'•;-,5 - 1. • •••Q - • ^ 7.- •''s •••- .... . •,„ .17 _.; •••• Special Feature ' • Area • •••• .............. - --4.1144-6--„---0010110 WNW* **Ai • :Z • „ • 0111111.9, 0°1 I I I If II iii*** ........ • • ...* • • ri 4 • ao,,; ." • ....... ........ **MAN e • • • • e • • •.. 4. • •• Special Feature • ..... • - •... • Area •• •'" ............ • ................. A ------------- ---------------___ Option A :-, • "n ,'"n ," Special Feature • , Area ••• e-or-Tram-Path • . . .. ..,,„,-.• • • r . ocasiotirksiar , -s- ....... Special Feature Area ........ ...'• ---c : , 0•0 .7 . • e•17•• 17. •*•• :* I a • • • ...................... ,..• •• ; I • •••• •• • • •• ,% ................ Option B _ -!,•" • `, •/•"- • • - ••• _Bike-or-Trarn-Path-- ....... 7,1. ......... ---. -- -- ....... 0,• ....... ., .. . • -, . . • * . ' 3 *•- .. ,... r' : Special Feature Area :.%;.,„_.,,.,,..4.,,,..,s --; ; Special Feature Area 0 % a • : ‘: _ . : ,... ... ..*** 01111-1111111161W' ... 1°''N '.** . . „os____****itezzoroor_ 7,4gisa r Option C ** ..................... ** (• r '1447 r-;.*-7-5? Ghlleria fi rShb. piping Center ' .1. '- • - • • s - • 4 k 1111:91f KI.111 tow, I lit ' t fetal 11.17 r^r411.1 . .1 I ALL ,'!•416"•,`". U' SIlle• ttlf ' • I Is 4. 70th St. 2r4ii ' • /' 41r/retia • I I.V .Zr).‘ ;, • I frit/4;i,, • A AINVi .• • Target • ‘Nin Ar•ic • I ; ..est c I C11 /11. i . I SI, ,,P .,..'. .'%"16,n .. ;----on - - 4 ,c t i 11 t'.-; 7 GLiftqj .177- ,-- I Mill It i i'll - _ _ . / ,r . -1: to 1„l : '..... Center . ' (.1'`...,', Itlfri,...ist : , _. i„.\_ii.tt,-.2.-,-;--yr. - 7 - --..# ,...7C-F•n •,,,k- r,j.,410/.` i4 "f.-,;, ''' ---*ii-:iclic‘ • ' .- ..„03.:.":;_,11. • - •-... ..-- ,w2.. -'11-. 9." . . r--. • k. is MI 4 -.-14 12. MI in NE aft Oar:'+'n 4.1FfiSfiel '-.0 ... .- - ... ''- q: .. ik. 1 ' it 'r 51,) rj i ... ',•q i.,. ti, ..szechusn , ..k p isf. -.1.7r , - ... '7. w ...i., ... x ,4-7 , w--,--_ , • ...........•ftdrir---------.11......_„,--__. , 1 I I • • .- r•-.1. • ' If -5!.! , -.`•A • • 7:044 i/Il •-• . , 11401117- r' 4 "1., 0-17- 4.4irr • „ 11 IN II (13 • -0-1(irittotttni , r_ ' • ie. • • ri ' • I vr&ktirbidik.71111, .TP; - _ - _ tar: rrrrrr • " • _ 40:4, . ' •••n • - „Lt.' • .. • Yeirk, St - • • 7...7' ' • „ . . utnderi5as.r, r r I 'If If: - • r 1'. *IVPP7r 111111%7 triifliffi j II for r rrf — . . r*, E(rdo q a u n a Iry • 'Z • II -- III r17. vV,"/P1'- - Hazelton • fre,; • ;."-• 1.1 (Yorktown Retail Center-,— "' r ill 7 .tH j, • 03 ,41...04e...W411=1.11.1.1:==.:4.11 =ammas ft..: i 0! A • ;t r.f N. *. 4,4t, . II / 1 • / 1..7,1 1, ' 65450' I . kly r•-•• • v 7 . 7. .*4 t • is, laza Arrartments • •,..• •• '••• ••••-i N t • Figure 21 Promenade Urban Design Framework Promenade Design Legend Gateway kr ^ Special Feature 64, (tr.% Water Feature Special Fountain • 1, Water Feature --'I - Landscaping Feature Sculpture Group Single Sculpture Path-Oriented Development 0 100 300 Feet EDINA l' 14 )1\1 I N A 1 )I Urban Design Plan July 2007 URS Fountain tr. 71 7 • re 7, ere e, 30 IV. Promenade Design • Encourage more interaction between the adjoining developments and the Prome- nade, as well as more pedestrian-friendly environments in any future redevelopment projects along the Promenade. • Introduce water features in all the seg- ments of the Promenade to continue the water-oriented theme of Centennial Lakes Park. A more detailed description of the special fea- tures illustrated in the plan is included in one of the following sections. Recommended Path Layout Figure 22 illustrates the recommended path layout for the three segments of the Prome- nade corridor. Each of the segments would have at least three special spaces for special features. Example Illustrative Plan A typical example plan of one of the corridor segments (North Segment) is provided in Figure 23. The purpose of this plan is to illustrate the intent of highlighting the special feature pla- zas or spaces and the general pattern of clus- tering major landscaping treatments around the special spaces. As is discussed in one of the following sec- tions, it is hoped that each of the special places will be developed in a unique way and that each space will have its own distinct special features and character. D. Public Art Program The key feature proposed for the Promenade is the incorporation of public art in the project. Installing and integrating public art throughout the project area would make the Promenade unique, give it a distinct character, and make it memorable. Edina Promenade Urban Design Plan . . Following is a brief overview of potential op- portunities for implementing public art in the Promenade and Centennial Lakes areas. Background and Overview The Promenade and Centennial Lakes areas in Edina have been developed over many years, as was discussed previously. As the various public infrastructure and private de- velopment projects evolved, a lot of thought was given to integrating enhancements and public amenities into the various projects. Overall, the area, especially Centennial Lakes, has been extremely successful in cre- ating a very pedestrian-friendly, varied, and enjoyable environment that encompasses many types of activities ranging from taking a simple walk in the park to sailing model boats, playing golf on the putting greens, or watching cultural performances in the amphi- theatre. The one element that never quite coalesced, in the course of shaping the new develop- ments and public spaces, is a public arts pro- gram. Although it was talked about and con- sidered many times during the planning of the projects, other more pressing immediate needs always seemed to take precedence and thus the arts program languished and never came to be realized. Now, with the start of the implementation of the Promenade path system, an opportunity has emerged to supplement and enrich the public spaces in the Promenade and Centen- nial Lakes areas with public art. In fact, the current concept for the Promenade is to make public art its main feature element. This op- portunity also raises the possibility of 'retrofit- ting' Centennial Lakes Park with public art to create a more interesting and more exciting total environment. Approaches to Public Art Public art has the unique capability to ex- press or illustrate peoples' dreams, wishes, URS July 2007 ItL -LP" 40•11r- , Galleria Shopping Center A• fe_fr9qtltrrt _ , • •°I-1 fl 70th St. !I ••• - I I ... • ue i d u p sea u e q in Yorktown r 6cv r r r FT -77•42; I 'ION fl. • a- - - ie. — FIr • , nn •• I - lr. Vn .r•rr- rr-110 ./.• ',.:7-r ,-- ET Byerlys tr I fFit fill- tic ff 4.017 • - wIFFE f iTggrf614' AME r ri 7T ;TT_ l"t. C E ° F....4 : - Si I- .t *ernilliiiiiitiii YtOsplEilZar isilErel"Slire rIA-patitNefiglie La n'e74., EtliZtiw` • - -17:1 Allen -aiGulitar... ,-- 1....i It:Center: tt+ ffiff- ,„,_ .., ,. ‘,.. -..,., ..... •... ................... .. ................... ; unr soa e p e ue w oi c i -4 try A 'r ;Fire Station 2 E'dinatePlaee re.3.-dyreN PTA 70th St. Figure 23 Example Illustrative Plan (70th to Hazelton) Promenade Design 50 100 Feet E D 1 NA PROMI NADI Urban Design Plan PERENNIALS EVERGREEN TREES FLOWERING SHRUBS GATEWAY LARGE SHADE TREES MEDIUM SHADE TREES ORNAMENTAL TREES SCULPTURE P WATER FEATURE GARDEN PLAZA EVERGREEN/ORNAMENTAL SCREENING GATEWAY PLAZA July 2007 • Hazelton Rd. • 4.1[1111.114,,,TIVIIIIII,CIIIMEN. EMEN — IV. Promenade Design aspirations, or their unique perception of the world. Public art communicates ideas, it de- lights, and it sometimes surprises us. It is a way to enliven a place and to make it more memorable. Public art is a key component of most great parks and public places through- out the world and it is the one key element that is generally missing from the Promenade and Centennial Lakes areas. Outdoor public art can be installed and im- plemented in a wide variety of ways. Follow- ing are some examples of how public art can be presented and experienced: • It can be a physical object or it can be made of light, sound, water, or anything else that can be perceived by our senses. • It can be a free-standing object or it can be integrated in structures, buildings, pavement, or the natural environment. • It can be fixed or it can be kinetic art that moves or changes over time. • It can be art for viewing or it can be inter- active art that involves the viewer. • It can range in size from a small sculpture of an imaginary being perched on a rock to large constructions or pavement de- signs that extend over a considerable dis- tance and even sometimes envelop the viewer. • It can be a feature that is very popular and widely admired or it can be very con- troversial and appreciated by only a few. Art is something that we all respond to, in one way or another. It can arouse in us a variety of emotions and it is one of the elements that make us more aware of the conditions of our existence. Figures 24 through 29 provide typical exam- ples of outdoor public art types and media that might be applicable to the Promenade and Centennial Lakes areas. Opportunities for Public Art As can be seen from the previous discussion, the opportunities for public art in the Prome- nade and Centennial Lakes areas are virtu- ally unlimited. There is almost no place that public art could not be installed, in some way or another. However, to provide some direction and guid- ance for an arts program, following are some basic recommendations regarding how the public arts program might be shaped and ap- plied. 1. Primary Opportunities for Public Art There are a number of areas in the Prome- nade and Centennial Lakes where public art is either an integral part of the planned im- provements, or where it might fill in an exist- ing void. a. The Promenade The proposed Promenade linear corridor pre- sents the greatest potential and the ideal op- portunity for integrating public art into the evolving environment. Instead of installing public art 'after the fact', here is an opportu- nity to create environments that could be shaped by the public art process and that would fit with and complement the public art features. The overall design concept for the Prome- nade, similar to the Centennial Lakes con- cept, is to create a string of varied, interesting spaces. Because of the linear nature of the right-of-way in the Promenade area, the de- sign concept calls for linear meandering paths, which would encompass nodes or spaces that would feature or be built around, or built as, public art. The current design concept for the Prome- nade, Figure 30, identifies 11 nodes that are designated for public art installations. In ad- dition, it is expected that three of the nodes would include some type of water feature, such as a fountain or a water sculpture. Edina Promenade Urban Design Plan L- URS July 2007 Steeet Sculptures Abstract SC PlipettfireS Large-Scale Sculptures 177 • - _ "Play" Sculptures "Joyful!" Sculptures Small-Scale Sculptures July 2007 EDINA I,RONIFNAM: URS Urban Design Plan I Figure 24 rarnpl&s Oltddoor Public Art - Group I Promenade Design 101 4.1,2ka" Sculpture in Pool Theme Fountain Sculptural Action Fountain July 2007 EDINA PROMFNAN URS Urban Design Plan 36 Storytelling Fountain Relaxation Fountain Figure 25 Examples of Outdoor Public Art - Group 2 Promenade Design fal Sculpture Grouping Sculpture Cluster Figure 26 Examples of Outdoor Public Art - Group 3 Promenade Design Columnar Sculptures Sculpture Grouping Sculpture Cluster July 2007 arts EDINA PROMENAOF Urban Design Plan 38 —( n Odtktutter .Ap34 ,huattr ,l0E t.1::%i Pavement interpretive Art Historic Display Sculpture _ Relief Sculpture Artistic Directory Figure 27 ElzaMpieS a amid or Public Art - Group 4 Promenade Design Interpretive Art - Prehistoric July 2007 EDINA pRomFNA01 URS Urban Design Plea Interpretive Art - Historic Urban Design Plan July 2007 URS EDINA 1`1“11\IFI\IADV - - •- - Large Wall Art Small Wall Art Art Border Cutout Sculpture Figure 28 Examples of Outdoor Public Art - Group 5 Promenade Design • 11,,, sis, 39 Art Screen Silhouette Sculpture 40 Special Effect Fountain Landscaping Art Railing Art on Pedestrian Bridge Topiary Art Figure 29 Examples f Outdoor Public Aug - Group 6 Promenade Design .111•10...VINVI.40/1n L .T. Infrastructure Art July 2007 URS EDINA PROMFNADF Urban Design Plata Street Furniture Art P P, „roposed PublicAvt. lostallation Slte Fkp IP-opposed Fbuntain or.0.7%. VV.5tereare?. /Centebni AL.=.1.110 b.fd 4,13PlIttr t[li .altittll Yotktown. tr. c,•. f , r '-I - - 2.ommitimiat. — •sitOrtrertiktet os St , .43,44* Golleria Shopping Center tICW. illtrEitIENTWIt ), • i 70th St. - ; - Lei. IniNtie44 Allenr b. ! Mitt-It A Ta e 0 .N tct, IfEr, , 4-•-•,11 — I t Witt r • Brand&n'Ti tif *Wig& • Proposed Promenade Plan Figure 30 Public Arts Opportunigilac in the Promenade Arc-,_al Promenade Design July 2007 EDINA PROMF NADI Obban Design Plant _ 41 IV. Promenade Design Figure 31 illustrates the concept for a typical node. The basic framework for the nodes would consist of the pedestrian and the bicy- cle paths, which would be the same through- out the Promenade project area, and the re- quirement to incorporate landscaping and landscaped or structured vertical elements that would frame each of the node areas. The vertical elements for each of the node areas could consist of street trees, columnar landscaping material, ornamental columns, or some other type of vertical elements. In addition, each node should also be defined by massed shrubs or grasses at each end of the node. The paths and the framing elements would be the only fixed requirements for each of the nodes. Everything else, including the pave- ment materials and patterns, sculptural or other art features, seating, and urban design, streetscaping, and landscaping elements would be up to the artists to define and cre- ate. It is hoped that each node would have a unique character and design. b. Pedestrian Bridges The overall plan for the Centennial Lakes/Southdale area includes two pedes- trian/bicyclist bridges over France Avenue. One bridge would be located in the vicinity of 69th Street, at the southerly edge of the Southdale shopping center, and the other at 72nd Street. The pedestrian bridges present an ideal op- portunity to incorporate public art in the bridge structural design, or as a special treatment. The whole bridge structure could be treated as an art object, or bridge compo- nents, such as the railings, could include art elements or features. An examples of public art in bridge design is included in Figure 29. c. Centennial Lakes In the development of the Centennial Lakes Park, a number of locations were considered for public art. However, because the arts program was never implemented, these sites were never refined or finalized to receive or incorporate public art. In a number of cases, they are still available for locating or installing public art. The greatest opportunities for larger public art installations are the wide walk areas under the roadway bridges, a few of the promonto- ries that project into the lakes, and the cross- road areas where major paths intersect or come together. Figure 32 provides a rough indication of potential primary art installation locations in the Centennial Lakes Park. The optimum way to identify these art loca- tion opportunities would be for the selected artists to conduct a walk-through of the Cen- tennial Lakes Park area, in order to identify the sites that would best suit their art styles, art techniques, and creative needs. 2. Other Opportunities for Public Art In addition to the primary opportunities, there are an innumerable number of additional ar- eas where public art could be installed in the Centennial Lakes Park area. Along every path, open space, or structural element or wall, there is the potential to include small or large art elements or features. Following are a few example suggestions: • Small sculptures along any of the paths or trails in the park • Special pavement designs ▪ Landscaping or topiary art • Murals or wall sculptures along the back sides of the retail buildings on either side of the Centrum • Light art projected on the back sides of the retail buildings on either side of the Centrum or on the roadway bridge struc- tures during the evening hours • Floating sculptures on the lakes Conclusion As can be seen from the above discussion, the opportunities for public art in the Prome- Edina Promenade Urban Design Plan VMS July 2007 Pedestrian Path Node Concept Image Public Art Installation Envelope 11 ') 5 s') yl IS )1) ifs - Li )511 ' -4 c S Pavement Art, Fountain, and Sculptures (Public Art Can Extend Beyond the Paths) Massed Shrubs or Grasses - I `4-4•• Bicycle Path July 2007 I Figure 31 Public Arts Theme Promenade Design EDINA 11:( ORS Urban Design Plan Pavement Art, Fountain, and Sculptures (Public Art Can Extend Beyond the Paths) Vertical Framing Elements (Trees or Ornamental Columns) Public Art Installation Envelope y "iv 47p2", fvf, 4%T ,00.otiot "61141,t4 Bicycle Path Pedestrian Path Massed Shrubs or Grasses Node Concept Plan Vertical Framing Elements (Trees or Ornamental Columns) T • • C. AIN I I Nr. LEI Potential Public Art Opportunity Sites f:TA A , - CITTESTM. V.V... "IVO cl; r F-H - 4,47 ih ,05k.01-11n.:99-5spla • Gi Centennial Lakes Master Plan • '3.:VrEll=' URS .11 City of Edina, Minnesota Figure 32 Public Arts Opportunities at Centennial Lakes Promenade Design EDINA mom! NADI Urban Design Plan July 2007 URS IV. Promenade Design nade and Centennial Lakes areas are virtu- ally unlimited. The ideal would be to implement a highly var- ied arts program that represents a wide range of art media and techniques. The hope is that the public arts program will add interest, excitement, variety, and sometimes even surprise to the Promenade and the Centen- nial Lakes area environments and experi- ence. E. Promenade Components Section C outlined the overall framework for the Promenade. This section describes the specific components that would make up the special treatments for each of the corridor segments. Overview of Major Components As outlined in Section B, Design Treatments / Theme, the recommendation is to include a variety of features in the Promenade corridor and to extend the Centennial Lakes theme to the Promenade. Figure 33 illustrates the general distribution and location of the spe- cial Promenade components, which include: 1. Gateways 2. Crossroads Feature 3. Landscaping Feature 4. Single Sculptures 5. Sculpture Groups 6. Sculpture Fountains 7. Pond / Stream and Special Fountain 8. New, Upgraded York Street Under- pass 9. New France Avenue Overpasses The distribution of the special components shown in Figure 33 is meant to provide gen- eral direction and show the overall intent of the major component program. Actual instal- lations may vary, depending upon the type of public art program that is implemented. Additional elements, which would supplement the special components include: • Light fixtures. Double, bell-shaped light fixtures, similar to the ones in Cen- tennial Lakes Park. • Benches. The style of the benches may vary, depending upon the type of treatments that are developed for each special area. Each special area should have at least one bench. Some of the benches may be part of the public art in- stallation. The fountain areas in each of the three segments should have a pair of the type of swinging benches that were installed in Centennial Lakes Park. • Litter Receptacles. For ease of up- keep and maintenance, the same type should be used as in Centennial Lakes. Bicycle Loops. Each of the special spaces or feature areas should include some bike loops to permit bicyclists to park their bikes. • Safety Equipment. Emergency call buttons and/or security cameras may be installed in some areas of the Prome- nade. Major Components Following is a description of each of the major components for the Promenade: 1. Gateways. The gateways would serve as a welcoming feature at the entrances to the Promenade. Figure 34 provides examples of potential gateway treat- ments. They could be as simple as a row of banners, or they could be more com- plex structures that arch over or flank the entrances. Edina Promenade Urban Design Plan &YRS July 2007 Galleria ' -eShgppiqg Center • 11.-= dk& sj • • . • t FL -T: i4 A 41,;;v w I try It ttt I tItivItn !MANI UI r 70th St. h 411ittiLi s.1111111;it t 4444„41;rt rir MRt 1141' titoettittt. _ • Nis, "milk ; , I it, I 'V?* .7• .7? '7-f.:L°•1:4111. •• ' • I milt It , Itt .1' 4404 .0..- . c...„--- t 1...„. ._-_, mi torr:s ly ,..iyi, r.. 1, - . , .- „, ;:iiiki 0. .. ,..7: __ rlazOTOTIVcovel ft-- _ - . . ....._ __ , -L- .. :. 1-71111 . - " fin! tif, Diii ri _ . 5,., . „,. ....,. .7-jr: • LI:: ..r ..„ 'A '„.. 44. ' ' t in'. , t? 1.1. 1•••••• ' rg" ''' ... ,- . . ' 1 II '6 z . , . _ 8 ua . " . 1 .' ..1 :1 . • - 1 k . W 74 . ,d.f. . , ' • b s , • r; 4r 'Yorktown Retail Center : rr - "T 44 -.1 1 '. - t Byerlys er 1 4• §i i2o It401 ' frer"F-"112"."MECW/tr.m•lrottru,.• Figme, Store' f '1_1 .).1 ) PrS • Brandon O. 1710:_r‘t, • 11P.... . it r, 7r.rp. 11,{72 Guitafjr, tti Ct'n'ter; - , 4:Z Target „„„fzu, N.; kt. r II- • VAL r ri•ii,rre",,*1 Te4. • ..'11‘,/ • „I) :t4.1k." I ,tyotSt. nclerpass .0 itreta. .ef • • ttAlt I 4.?ffi'Vire I - (.V.1 , - Iffitert,„: ! . • n , •••••••, • tj .• Figure 33 Promenade Component Plan Promenade Design Legend X 1. Gateway * 2 Crossroads Feature - 3 . Landscaping Feature 4. Single Sculpture Sculpture — Group a Sculpture Fountain (.4 7. Pond /Stream and Fountain • j 8. York Ave. Underpass 0 100 300 Feet EDINA 1110 M N p Urban Desigtp Plan July 2007 URS - i • 46 July 2007 URS Figure 34 1. Gateway Examples Promenade Design EDINA PROMFNADF Urban Design Plan t AN EVENING O LEONARD CO IONITE 7 ci IV.. Promenade Design The four proposed gateways would be lo- cated at 70th Street, on both sides of Hazelton Road, and at York Street 2. Crossroads Feature. The `elbow' area of the Promenade is a crossroads where the various paths meet. This loca- tion would be ideal for a crossroads fea- ture, such as a wayfinding sign or direc- tory, that would provide directions and identify the various features and devel- opments in the study area. Figure 35 provides a few examples of what a crossroads feature might look like. 3. Landscape Feature. The 'elbow' area of the Promenade should also in- clude a major landscaping feature or 'cen- terpiece', such as the special landscaping treatment example from Centennial Lakes (Figure 36). 4. Single Sculpture. Four sites have been identified for the single sculpture in- stallations. Figure 37 provides examples of various types of single sculptures. However, as was discussed in Section D, Public Art Program, there are many ways that art can be implemented and the ac- tual installations could vary dramatically from the examples presented. 5. Sculpture Group. In order to create variety and interest, some of the art instal- lations might be sculpture groups, such as the examples shown in Figure 38. 6. Sculpture Fountain. One of the key program elements for the Promenade is to extend the water theme from the Cen- tennial Lakes Park throughout the Prome- nade area to provide continuity and addi- tional interest. A site has been identified in each of the three segments for a fountain. The foun- tains should include sculptures or sculp- tural elements and they also should in- corporate some form of a stream or stream feature. Edina Promenade Urban Design Plan Figure 39 provides examples of various sculptural fountains. Some of the exam- ples show that the fountains do not al- ways have to be large and expansive to be interesting and enjoyable. The other special features, Pond/Stream, new York Street Underpass, and the new France Avenue Overpasses, are discussed separately in the following sections. As was discussed previously, the Promenade area is undergoing changes and more rede- velopment may happen in the future. This may present the opportunity to expand the Promenade ROW and it may also increase the requirements for storm water storage. Pond / Stream Concept In order to create variety in the spatial quality of the Promenade corridor and to provide space for a storm water pond, opportunities should be sought out to expand the Prome- nade ROW. The best opportunity for this may be in the Middle Segment, adjacent to the Byerly's and Home Store properties, as is illustrated in Figure 33. This segment of the Promenade also has the most grade change, with a drop of approxi- mately 20 feet from Hazelton Road to Cen- tennial Lakes (Figure 40). This segment would present the opportunity, as redevelopment occurs, to create a unique special feature area, to provide a storm water storage pond, and to create a flowing stream. Figure 41 represents a concept plan of this special pond / stream feature. This is strictly a preliminary concept and needs a lot more refinement regarding the size and character- istics of the storm water pond, the stream configuration, and the path alignments. For example, an additional pedestrian path may be desirable along the east side of the pond, us July 2007 48 Pirban Design Plan EDINA PR( )M ! Figure 35 2. Crossroads Feaeure Examples Promenade Design 49 July 2007 Urban Design Plan July 2007 URS EDINA PROMFNA1)1' Figure 36 3. Landscape Feature Example Promenade Design Existing Crossroads Area 11113111•1 11n 11111101;111Nr_219 CNEWIND/IIMMINCOMMINMOINIEtriiifir._-91YMONSWINISef July 2007 EDINA PROMENAM Figure 37 4. Single SCEY110gESVG Examples Promenade Design Urban Design Plan - I ;511 L. July 2007 EDINA PROMFNAN Figure 38 5. SGERIpgwe Group Examples Promenade Design URS Urban Design Pfaiv July 2007 URS EDINA PR( )NIVNAHI Urballv Design Plan Figure 39 Sculphlire Foutniain Examples Promenade Design • _..elitiaradit ' MAW- tt.11 111 - 4,011,'1114011.0)# kam•••••••-•*-- 0 r f 115,, V.',,-.., . ,,3 A', : N: IT , j , ----A, ..,:...... ri-S.,::---;&,=" 4' ' 5e i .int +.7. - -•nn ' Wain= _,MingSlIEZ3. AlMt[f trti AlIt fI f , toe , - • • s'.118501. Figure 40 Storm water Pond I Stream Concept - Existing Grades Promenade Design 0 50 100 150 Feet EDINA PROM FNA DE Urban Design Plan July 2007 URS 54 Figure 41 Storm water Pond I Stream Concept Promenade Design 0 50 100 150 Feet EDINA ItO MFNADE Urban Design Plan July 2007 URNS IV. Promenade Design in order to provide a more direct north-south pedestrian path and to permit a walk around the pond. Pond / Stream Special Features In addition to the proposed paths, lawn areas, seating, and landscaping treatments, the pond / stream area would also present the opportunity to include some unique and spe- cial features (Figure 42): 1. Projection Screen Fountain. The fountain would include a water screen that is created by dripping water from a pipe, as well as a projection pylon from which images or movies could be pro- jected on the screen. The fountain would be ringed on one side by seats for spectators. A similar projec- tion screen fountain that uses glass blocks has been installed in the Millenium Park in Chicago. 2. Arch Spray Fountain. A jet fountain would be installed in one of the ponds and would spray water across a pedes- trian crossing to the other pond. Besides providing aeration of the water this would also be a very attractive visual feature. 3. Stepping Stone Crossing. A link between the plazas on each side of the pond would be constructed of stepping stones for crossing the narrow portion of the pond. The crossing would be located underneath the arch spray fountain, which would add to the interest and excitement of using this crossing. 4. Stream. The flowing stream would serve as a drainage channel for the pond and would provide a water feature with moving water that was not feasible in the Centennial Lakes area. The stream would start at a weir, at the south end of the new ponds, and would flow south be- tween rock-lined banks to Centennial Lakes. Edina Promenade Urban Design Plan As an added attraction, the stream would flow through one of the special plazas, which would include a moving or rotating sculpture that would utilize the water from the flowing stream for powering its move- ments. A key requirement for the success of this special area would be the orientation of the new developments toward the Promenade, or at least to have a number of activity areas, such as cafes or cafeterias, as well as en- trances or access ways, oriented towards the Promenade. Storm Water Circulation Options The flowing stream presents some unique challenges, since storm water ponds are de- signed to store or retain water, not have it drain out right away. Following are four options of how the flowing stream could work (Figure 43): Option A: Self-Contained Stream. The stream would be separated from the functions of the ponds and would be completely self- contained. It would have its own pumping and filtration systems and would re-circulate its own water. The storm water from the ponds would overflow in a pipe to Centennial Lakes. Option B: Separate Stream Linked to the Ponds. The stream would flow out of the ponds over a weir to the 'elbow' area and would then be re-circulated back to the ponds. The storm water from the ponds would overflow in a pipe to Centennial Lakes. Option C: Single Stream to Centen- nial Lakes. The stream would flow over a weir to Centennial Lakes and would be pumped back up to the ponds. The storm water from the ponds would also be chan- neled via the stream bed to Centennial Lakes. VIES July 2007 101 Figure 42 Storm water Pond 1 Stream Concept - Key Features Promenade Design EDINA r ROMENA Urban Design Plan July 2007 Projection Screen Fountain (Example from Millenium Park in Chicago) Arch Spray Fountain (Example from Chicago) iftplerrEpa !!t I -75"."- Stepping Stone Crossing Stream with Rock-Lined Banks Urban Design Plan July 2007 , Option,' mr2irk. Self-Contained -iStormwater Vond FF Separate,. (fountain! CZerfloW 0 \ Pipe to \i t./Ii ' cepritenniali ..y ;. Lake's •I 4,, ,., "ur Setia-itte S'41t4e6f-itained, -ving 7"4"FirSfream Moto t ..StorLri'vva ter sPond 1 1 + Separate, - Fountain) .onstant-Flow 8Tga m Grgaiter low pu ring Storms --,e Water Recir,culateo0 Back.tb qtorid from.j entnnial Lakes41 r 115 ..Storawater gal , Ulf .Separate. •C i,Fbuntain: u mina num au= u OVel-fkiw Pie tkir‘_,p to . r i effitennia Lakes MOM t Water Recircul'Ated, Back.to Pond t .1.4N 41, 0..onst_ant-Flow „Stre_SM. Fe'd By end ,..‘,Storn-iwater on,,T; •,Separate Countain, . Efj .,4r ®Wrtlow Pipe to r v...$ pg,entennial Lake's Iloilo I ':Water Recirculated • B-9',a74to),..Pond fromL, Keriterfniallakes • t 4 4. • Stre-an-lbritinues, tofeentennial LrRe's• , - • /:, Options.' Ira v/44 • "1-44/ Row Figure 43 Storm water Pond I Stream Concept - Circulation Options Promenade Design EDI NA pkom[NADI IV. Promenade Design Option D: Stream with Separate Pipe to Centennial Lakes. The stream would flow over a weir to Centennial Lakes and would be pumped back up to the ponds. The storm water from the ponds would overflow into a pipe to Centennial Lakes. Before a decision can be made regarding which storm water circulation option to select, more engineering studies need to be com- pleted. G. York Avenue Underpass The York Avenue underpass is a major fea- ture in the Promenade area and it serves as a passage and gateway to the Promenade area from the east. Since it is also a link in the regional trail system, it needs to accommo- date pedestrians as well as bicyclists. Existing Conditions The existing York Avenue underpass at York- town Park (top photos in Figure 44) is con- structed from large concrete drainage pipes. It has a bituminous paved path, no lighting, and no other amenities. The embankments at both ends of the under- pass, have timber retaining walls and a linear floor drain is located at the east end of the underpass. Design Recommendations The primary issues with the existing York Avenue underpass are: • Its small size — horizontally and vertically • Lack of lighting • Lack of design amenities and features A number of options were considered for im- proving and upgrading the underpass: 1. Repair and upgrade the existing un- derpass Edina Promenade Urban Design Plan 2. Reconstruct it with a larger pre-cast concrete box culvert 3. Reconstruct it as two small bridges In order to meet the objective of serving pe- destrians as well as bicyclists, to provide more natural light in the underpass, and to improve its image and appearance, the rec- ommendation is to reconstruct it as two small bridges. The diagram in Figure 44 illustrates the con- cept for the two parallel bridges. The two photos of the Centennial Lakes bridges indi- cate the type of design treatments that could be used for the bridges, in order to enhance the appearance of the underpass and to pro- vide continuity with the Centennial Lakes de- sign theme. The new underpass would be developed to accommodate a pedestrian path and a bicy- cle trail and it could include special features, such as bridge lighting and public art. H. France Avenue Overpasses One of the key recommendations for the path system, as discussed in Chapter III, is to con- struct two pedestrian and bicyclist over- passes over France Avenue, one at 69th Street and one at 72nd Street. It is also recommended to use a maximum 5% slope (a rise of no more than 1' in 20') for the approach ramps, which would require 420' long approaches on each side of the two bridges, in order to provide a 17'-4" clearance under the bridges and 3'-8" for the bridge deck structure. Using a 5% slope eliminates the need for special hand rails and for inter- mediate landings. Using such long bridge approaches could work in these two overpass locations, since the origin and destination points are primarily areas that are located a block or more away from France Avenue. URS July 2007 Figure 44 York Avenue Underpass Design Promenade Design - ....:::= .,.. . •,INA•fAlig . ... . . ' Existing Underpass Proposed Double-Bridge Underpass Centennial Lakes Bridges Theme EDINA j,!,\ I )1 Urban Design Plan July 2007 • 7131n Mipt...- SIMIZIWZ11,16 60 r•WW•MMIPS, IV. Promenade Design On the east side the primary destination is the central spine and the Promenade / Cen- tennial Lakes path system. On the west side the origin / destination points are the regional trail that extends to the west and the residen- tial neighborhoods located to the west. This section presents some preliminary loca- tion and configuration options for the two overpass bridges. However, more in-depth studies are required to further define the ex- act bridge types to be used and the approach alignments and configurations. Overpass Design The overpass bridges at France Avenue could be designed in various styles utilizing a number of techniques. Figures 45 and 46 provide examples of various bridge types that might be applicable. They range from a very basic, pre-fabricated arch truss bridge to highly complex, yet dynamic cable-stay or artistically clad bridges. The France Avenue overpasses would be located in a very prominent location in the City of Edina and, therefore, might warrant special consideration and treatment. Overpass Configuration Options For the 72nd Street crossing, there are a number of ways of how the bridge and the bridge approaches could be configured. Fig- ures 47 through 50 provide concept diagrams of how the overpasses could be aligned and configured. For the 69th Street crossing, there is essentially only one option, bottom plan in Figure 50, although there may be a number of variations of how the approaches might be aligned. Each diagram identifies the three compo- nents required for the overpass. • Retained Fill Segments. Typically, some of the lower segments of the bridge approaches would be constructed on fill with sloped embankments or retaining walls. These are shown in yellow. Edina Promenade Urban Design Plan r - • Structured Approach Segments. At a certain height the retained fill con- struction would become uneconomical and the bridge approach design would convert to a pylon supported structured section. These are shown in orange. ▪ Bridge Segments. The segment over the roadway would be a true bridge. These are shown in red. The diagrams also indicate approach paths for accessing the overpasses. All the overpasses are assumed to be ap- proximately 10' wide, although this would need to be revisited in final design. The ob- jective would be to provide enough room for pedestrians and bicyclists, as well as small machines for cleaning and clearing snow from the bridges. For accommodating the small machines, straight bridge approaches would be preferable over switchbacks. The concept plans show the bridge ap- proaches and the bridges only. If desired, stairs could be added where needed for addi- tional direct access to the bridges. 72nd Street Options Following is a brief description of each of the six overpass options for the 72nd Street cross- ing. Actually, there are a number of other permutations, since some of the features in each of the options could be mixed and matched or interchanged between the op- tions. Unless the bridge approach on the west side can be fitted into the 721 Street ROW, prop- erty may need to be acquired or an easement may need to be obtained from the Sunrise Assisted Living property. In addition, property may need to be ac- quired, or an easement may need to be ob- tained on the east side form the Home Store property and, depending upon the alignment option selected, also from the Byerly's prop- erty. Us July 2007 B Cable-Stay Bridge - Midtown Greenway Suspension Bridge - Boston Arch Cable - Edina Steel Truss - Minneapolis Arch Cable - Denver Wood Truss - St. Cloud Figure 45 Overpass Orampies Group Overpass Concepts July 2007 EDINA pRomENADI: URS Urban Design Plan 62 Arch Truss - Rochester July 2007 ORS EDINA ITON 11- I\J A Urban Design Plan - • Ornamental Truss - St. Paul Arts Truss - Paris Ornamented Beam - Kansas City Specially Clad Beam - Chicago Switchback Ramps - Rochester Figure 46 Overpass Examples Group 2 Overpass Concepts 63 0 100 300 Feet Option 1 - Plan - 1:20 Ramps (5%) Figure 47 Overpass at 72ns St. Option Overpass Concepts Legend Bridge Segment (Special Bridge Structure) I Bridge Approach Segment (Pylon Supports) Retained Fill Segment (Retaining Walls) Access Paths Opticysa '1 - , 64 EDINA PROM [NADI- Urban Design Plan July 2007 . . 11 411111111111.1Mlil . ,,' 'N • ... \.,„, sifrifisl t e .. 1111ffillitiri:t,$tit I Assisted Living 1 1•111141VPItil, .' er, .4 210'.- tillilft-HIMINT 40 IR - , ' I t 40..latafiCeatu, ,,111,1111 AssisriV; Home Store o\Ve01 — WWI L '. - • Asgit.ed LiVing .(n I I I •••• Caitiff% • 4, 4 7. CO liati".121Migtitt!' 41111% To."%aiin at: - - 1.1.-1••••••••, or -----------Mr...4.41141M---- -- - .14,... - 'r.r 411111111fillfM1 ' MI11111111 -1'14!stii , ill UI " )11;11111P3MIAM 111111111SIIIAIVIT 11111111 1'4011114'11 aul it 11 111111111Nillint111 rj- ;fit CI .42RISTPatufgEP41-ifikiptith,,,,J - - -7 -72nd Home' Store I EDINA 1)1:01\11NADI Urban Design Plan " 41, • k 444 Oft azelton IP-A, `' • ,"*".•n •4“-- - --'"--- ------ s. , IIIIIIIIIIIIIVililil - ' 1ifillitillt-h-114Wi * 'c 111111 IPTWItt"''' ' Ilifliiiiitn fiymi, •1in1mitmilif.6111' l'30,11111ffiliiiiii4to.ii , oP,) 2iO .1111.01.m.11 - Byerly's 10, -72nd-St: Home' Store • • ••••• ,C^c 1.1i% ertt n „it 11 a*=•'•-- 1-- et. 2g. Option 3 - 1:20 Ramps (5%) 0 100 300 Feet Figure 48 Overpass an 72ns St. Options 2 & 3 Overpass Concepts Legend -4 Bridge Segment (Special Bridge Structure) c== Bridge Approach Segment (Pylon Supports) Retained Fill Segment (Retaining Walls) Access Paths Option 2 - 1:20 Ramps (5%) 0 100 300 Feet t5 1 July 2007 URt - 65 - 0 100 300 Feet Cn SI Option 4- 1:20 Ramps (5%) 0 100 300 Feet Option 5 - 1:20 Ramps (5%) L 1 .11111111111111111.1 i, , I.,.ifuililitifia,,i I -,.iiiiiw,,t.,i3,ii 1, .Bye .irlys-4; jpflithfill.fiYiti!I' I qr;!-TTri,. Al “,„ 1111Hilli1li. `,11 l:filcSiiiii1MIA.,0., 120:- 72nd St. ammill1111111 Home : Store Figure 49 Overpass at 72ns St. Options 4 & 6 Overpass Concepts Legend 1--- - --1 Bridge Segment (Special Bridge Structure) 1 Bridge Approach Segment (Pylon Supports) t I Retained Fill Segment (Retaining Walls) (---Fj Access Paths EDINA P ROM [NA DI- Urban Design Plan July 2007 66 Figure 50 Overpass at 72ns St. - Option 6 & 69th St. Option Overpass Concepts Legend • -- Bridge Segment (Special Bridge Structure) = Bridge Approach Segment (Pylon Supports) = Retained Fill Segment (Retaining Walls) Access Paths Home Store Option 6 - 1:12 Ramps (8.3%) 0 100 300 Feet ISS1 EDINA PROM [NAM Urban Design Plan July 2007 69th St. Option 1 - 1:20 Ramps (5%) 0 100 300 Feet 67 IV. Promenade Design Option 1. In this option (Figure 47), the bridge approach on the west side would me- ander or 'snake' in order to create enough distance for the 420'-long approach. This would require a greater easement from and would have a greater impact on the Sunrise Assisted Living property. The bridge would be positioned diagonally across the intersection. In order to shorten the bridge span, it might be feasible to locate a pylon in the median of France Avenue. Option 2. In this option (top plan in Figure 48), the bridge approach on the west side is straightened out, but it curves around the corner at Lymar Lane. The bridge configuration would be the same as in Option 1. Option 3. In this option (bottom plan in Fig- ure 48), a switchback is introduced on the west side. This would require some ease- ment from the Sunrise Assisted Living prop- erty. It would also be less desirable since the west side approach would be more difficult to clean and, since people do not like to back- track, fewer people might be inclined to use the overpass. The bridge configuration would be the same as in Option 1. Option 4. In this option (top plan in Figure 49), the bridge would be aligned with the north side of 72nd Street, which would create a shorter overall bridge, but would have an impact on the southwest corner of the Byerly's property. In Option 4, any one of the previously dis- cussed configurations for the west side ap- proach could be used. Option 5. This option is similar to Option 4, except that the bridge would be aligned on pylons along the median of France Avenue. The feasibility of this option would need to be tested, due to potential undesirable impacts Edina Promenade Urban Design Plan on the traffic operations along France Ave- nue. Option 6. This option illustrates a potential overpass configuration using steeper bridge approaches. The approaches would have a slope of 8.3%, or a rise of 1' in 12', which would require special handrails and a landing every 25'. 69th Street Overpass For the 69th Street overpass the simplest op- tion would be to locate the bridge approaches along the north side of Valley View Road on the west side and along the north side of 69th Street on the east side. The two issues with this option are that it would require a long structured approach on the west side, in order to clear the driveway access to the office complex and the Think Bank, and it would require a special pedes- trian crossing of Valley View Road, at the north end. An option, in order to mitigate the need for the special pedestrian crossing, might be to extend the structured approach, on the west side, south across Valley View Road and to descend to grade on the southwest side of Valley View Road. Overpass Conclusions At this point it is difficult to make recommen- dations regarding which might be the pre- ferred overpass configurations, until further more detailed studies and evaluations are completed. 72nd Street Overpass As was mentioned before, the straightest configurations would be the most preferable, however, they may have impacts on adjoining properties and on traffic operations. The key issues that need to be addressed for the 72nd Street overpass are: Feasibility of fitting the west side ap- proach in the 72nd Street ROW, or getting ups July 2007 IV. Promenade Design easements from the Sunrise Assisted Living property. • Feasibility of getting easements from the Home Store, and, potentially, also from the Byerly's properties. • Feasible of placing one or more support pylons in the median of France Avenue. 69th Street Overpass The key issues that need to be addressed for the 69th Street overpass are: • Feasibility of fitting the approaches and bridge supports in the Valley View Road and 69th Street ROWs. • On which side of Valley View Road should the west side approach ramps be located. I. Preliminary Cost Estimate Following is a preliminary construction cost estimate for the proposed Edina Promenade site improvements. The estimate is based on the concept design developments presented in this report. The detail in the cost estimate represents the level of refinement that has been completed to date. The cost estimate data, presented in the four cost estimate tables, includes a cost estimate for each of the three segments, identified be- low, and a summary of all the costs, including the new York Avenue underpass. Segment Approximate Length North Segment 700' Middle Segment 1,000' South Segment 1,100' For comparison, the approximate lengths of the North Park segment in the Centennial Lakes Park is approximately 700' from the north edge of the Park to the Parklawn Ave- nue bridge. Edina Promenade Urban Design Plan Various options exist for staging the project. The project could be implemented by seg- ment, or it could be implemented by con- structing the bicyclist path first for the full length of the project and then proceeding to implement the rest of the project. Also, since the special feature areas call for including public art, the public art components could be implemented incrementally, depend- ing upon the available funding and the arts program requirements. VMS July 2007 - IV. Promenade Design Table 1 North Segment - Preliminary Cost Estimate Item / Description Unit Unit Cost Qty. Total Amount A. MOBILIZATION & REMOVALS $ 30,000 1 Mobilization LS $ 20,000 1 $ 20,000 2 Removals and Clearance LS $ 10,000 1 $ 10,000 B. PAVEMENT $ 127,800 1 10'-Wide Concrete Pedestrian Path LF $ 50 780 $ 39,000 2 10'-Wide Bituminous Bike Trail (Incl. Edges) LF $ 40 780 $ 31,200 3 Plaza Pavement (colored and textured) SF $ 8.00 7,200 $ 57,600 C. SITE AMMENITIES $ 116,800 1 'Gateways EA $ 20,000 2 $ 40,000 2 Sculptural Fountains (Incl. Connections) EA $ 60,000 1 $ 60,000 3 Swinging Benches EA $ 5,000 2 $ 10,000 4 Benches EA $ 1,200 4 $ 4,800 5 Signs LS $ 2,000 1 $ 2,000 D. LIGHTING $ 108,000 1 Double-Bell Ped. Lights (Incl. Wiring) EA $ 9,000 12 $ 108,000 E. LANDSCAPING $ 123,890 1 Evergreen Trees EA $ 350 16 $ 5,600 2 Deciduous Trees EA $ 500 24 $ 12,000 3 Ornamental Trees EA $ 300 18 $ 5,400 4 Deciduous Shrubs EA $ 60 750 $ 45,000 5 Evergreen Shrub EA $ 75 320 $ 24,000 6 Perennials EA $ 18 1,280 $ 23,040 7 Sod (Including 4" Topsoil) SY $ 3.00 2,950 $ 8,850 F. IRRIGATION $ 45,600 1 Areas inside and outside paths SF $ 1.00 45,600 $ 45,600 G MISCELLANEOUS $ 3,750 1 Excavation Fill (Avg. of 18" Over Site) CY $ 15 250 $ 3,750 2 Retaining Walls FSF $ 60 0 $ - H. UTILITIES $ 32,500 1 Drinking Fountains (Incl. Connect.) EA $ 10,000 1 $ 10,000 2 Hydrant Relocation EA $ 5,000 0 $ - 3 MH Adjustment/Rebuild (Sanitary Sewer) EA $ 2,500 1 $ 2,500 4 MH Adjustment/Rebuild (Storm Sewer) EA $ 2,000 2 $ 4,000 5 New Storm Connection CB pipe MH EA $ 8,000 2 $ 16,000 Sub-Total $ 558,340 Contingency (15%) $ 83,750 Total North Segment $ 642,000 Edina Promenade Urban Design Plan URS July 2007 70 IV. Promenade Design Table 2 Middle Segment - Preliminary Cost Estimate Item / Description Unit Unit Cost Qty. Total Amount A. MOBILIZATION & REMOVALS $ 30,000 1 Mobilization LS $ 20,000 1 $ 20,000 2 Removals and Clearance LS $ 10,000 1 $ 10,000 B. PAVEMENT $ 139,840 1 10'-Wide Concrete Pedestrian Path LF $ 50 1,040 $ 52,000 2 10'-Wide Bituminous Bike Trail (Incl. Edges) LF $ 40 1,040 $ 41,600 3 Plaza Pavement (colored and textured) SF $ 8.00 5,780 $ 46,240 C. SITE AMMENITIES $ 96,800 1 Gateways EA $ 20,000 1 $ 20,000 2 Sculptural Fountains (Incl. Connections) EA $ 60,000 1 $ 60,000 3 Swinging Benches EA $ 5,000 2 $ 10,000 4 Benches EA $ 1,200 4 $ 4,800 5 Sig ns LS $ 2,000 1 $ 2,000 D. LIGHTING $ 153,000 1 Double-Bell Ped. Lights (Incl. Wiring) EA $ 9,000 17 $ 153,000 E. LANDSCAPING $ 113,960 1 Evergreen Trees EA $ 350 16 $ 5,600 2 Deciduous Trees EA $ 500 24 $ 12,000 3 Ornamental Trees EA $ 300 18 $ 5,400 4 Deciduous Shrubs EA $ 60 600 $ 36,000 5 Evergreen Shrub EA $ 75 320 $ 24,000 6 Perennials EA $ 18 1,200 $ 20,160 7 Sod (Including 4" Topsoil) SY $ 3.00 3,600 $ 10,800 F. IRRIGATION $ 56,000 1 Areas inside and outside paths SF $ 1.00 56,000 $ 56,000 G MISCELLANEOUS $ 6,900 1 Excavation Fill (Avg. of 18" Over Site) CY $ 15 460 $ 6,900 2 Retaining Walls FSF $ 60 0 $ - H. UTILITIES $ 36,500 1 Drinking Fountains (Incl. Connect.) EA $ 10,000 1 $ 10,000 2 Hydrant Relocation EA $ 5,000 0 $ - 3 MH Adjustment/Rebuild (Sanitary Sewer) EA $ 2,500 1 $ 2,500 4 MH Adjustment/Rebuild (Storm Sewer) EA $ 2,000 4 $ 8,000 5 New Storm Connection CB pipe MH EA $ 8,000 2 $ 16,000 Sub-Total $ 633,000 Contingency (15%) $ 94,950 Total Middle Segment $ 728,000 Edina Promenade Urban Design Plan - • • URS July 2007 IV. Promenade Design Table 3 South Segment - Preliminary Cost Estimate Item / Description Unit Unit Cost Qty. Total Amount A. MOBILIZATION & REMOVALS $ 30,000 1 Mobilization LS $ 20,000 1 $ 20,000 2 Removals and Clearance LS $ 10,000 1 $ 10,000 B. PAVEMENT $ 194,280 1 10'-Wide Concrete Pedestrian Path LF $ 50 1,100 $ 55,000 2 10'-Wide Bituminous Bike Trail (Incl. Edges) LF $ 40 1,100 $ 44,000 3 Plaza Pavement (colored and textured) SF $ 8.00 11,910 $ 95,280 C. SITE AMMENITIES $ 96,800 1 Gateways EA $ 20,000 1 $ 20,000 2 Sculptural Fountains (Incl. Connections) EA $ 60,000 1 $ 60,000 3 Swinging Benches EA $ 5,000 2 $ 10,000 4 Benches EA $ 1,200 4 $ 4,800 5 Signs LS $ 2,000 1 $ 2,000 D. LIGHTING $ 162,000 1 Double-Bell Ped. Lights (Incl. Wiring) EA $ 9,000 18 $ 162,000 E. LANDSCAPING $ 117,560 1 Evergreen Trees EA $ 350 16 $ 5,600 2 Deciduous Trees EA $ 500 24 $ 12,000 3 Ornamental Trees EA $ 300 24 $ 7,200 4 Deciduous Shrubs EA $ 60 600 $ 36,000 5 Evergreen Shrub EA $ 75 320 $ 24,000 6 Perennials EA $ 18 1,120 $ 20,160 7 Sod (Including 4" Topsoil) SY $ 3.00 4,200 $ 12,600 F. IRRIGATION $ 65,600 1 Areas inside and outside paths SF $ 1.00 65,600 $ 65,600 G MISCELLANEOUS $ 130,140 1 Excavation Fill (Avg. of 18" Over Site) CY $ 15 516 $ 7,740 2 Retaining Walls FSF $ 60 2,040 $ 122,400 H. UTILITIES $ 51,500 1 Drinking Fountains (Incl. Connect.) EA $ 10,000 1 $ 10,000 2 Hydrant Relocation EA $ 5,000 1 $ 5,000 3 MH Adjustment/Rebuild (Sanitary Sewer) EA $ 2,500 5 $ 12,500 4 MH Adjustment/Rebuild (Storm Sewer) EA $ 2,000 4 $ 8,000 5 New Storm Connection CB pipe MH EA $ 8,000 2 $ 16,000 Sub-Total for South Section $ 847,880 Contingency (15%) $ 127,182 Total North Segment $ 975,000 Edina Promenade Urban Design Plan URS July 2007 IV. Promenade Design Table 4 Summary — Preliminary Cost Estimate Item Total Amount A. Total for North Segment $ 642,000 B. Total for Middle Segment $ 728,000 C. Total for South Segment $ 975,000 Total for Three Promenade Segments $ 2,345,000 D. York Avenue Underpass — Twin Bridges $ 1,289,000 Grand Total $ 3,634,000 Edina Promenade URS Urban Design Plan July 2007 2007 SUBMITTAL FOR: FEDERAL TRANSPORTATION ENHANCEMENT FUNDING 72ND STREET PEDESTRIAN BRIDGE PREPARED BY: CITY OF EDINA JULY 20, 2007 City of Edina ' July 20, 2007 Mr. Kevin Roggenbuck Transportation Coordinator TRANSPORTATION ADVISORY BOARD Mears Park Centre 230 East Fifth Street St. Paul, Minnesota 55101 SUBJECT: 72"° STREET PEDESTRIAN BRIDGE TRANSPORTATION ENHANCEMENT PROGRAM FUNDING SUBMITTAL Dear Mr. Roggenbuck: The City of Edina is submitting this application for Federal Transportation Enhancement (TE) Program funding the construction of a pedestrian and bicycle bridge over France Avenue in the vicinity of 72nd Street South. The project will result in the provision of safe and efficient pedestrian and bicycle facilities connecting a significant activity center east of France Avenue with established neighborhoods to the west. The western terminus of the bridge and approach will be located along 72nd Street near Lynmar Lane in the Cornelia neighborhood of Edina which is predominantly residential. The eastern terminus of the bridge approach will be connected to the Centennial Lakes pedestrian/bicycle trail network and the proposed Edina Promenade trail network (2008 Construction). The City of Edina is committed to providing maintenance for the useful life of this proposed structure. We believe this project is an excellent candidate for TE funding and look forward to its inclusion in the program. If you have any questions or need additional information please contact me at 952-826-0443 or at whouleci.edina.mn.us. Sincerely, Wayne D. Houle, PE Director of Public Works / City Engineer Enclosures City Hall 4801 WEST 50TH STREET EDINA, MINNESOTA, 55424-1394 www.cityofedina.com 952-927-8861 FAX 952-826-0390 TTY 952-826-0379 St. Anthony Parkway Bridge 72n1 Street Pedestrian TABLE OF CONTENTS Federal Funding Application Form Project Information (Form 2) Project Description Transportation Enhancements Qualifying Criteria Transportation Enhancements Prioritizing Criteria Attachments: Attachment A — Concept Drawings From Edina Promenade Urban Design Plan Attachment B — Project Support Letters Attachment C - Cost Estimate Attachment D - Appendix K / Project Implementation Schedule Page 1 Page 2 Page 3 Page 7 Page 12 Federal Transportation Enhancement Fund ADplication INSTRUCTIONS: Complete and return completed application to Kevin Roggenbuck, Transportation Coordinator, Transportation Advisory Board, 390 North Robert St., St. Paul, Minnesota 55101. (651) 602-1728. Form 1 needs to be filled out electronically. Please go to Metropolitan Council's website for instructions. Applications must be received by 5:00 PM or postmarked on July 20, 2007. *Be sure to complete and attach the Project Information form. (Form 2) Office Use Only , k ,I FORMATIO ... ..., ... ,,;..-.1gs,--,.., -r w. 5.--dy... S .. 1. APPLICANT: City of Edina . 2. JURISDUCTIONAL AGENCY (IF DIFFERENT): Department of Public Works 3. MAILING ADDRESS: 4801 W. 50th Street CITY: EDINA S STATE: MN ZIP CODE: 55424 4. COUNTY: Hennepin 5. CONTACT PERSON: Wayne Houle TITLE:, Director of Public Works, City Engineer PHONE NO. (952) 826-0443 __ , . cr--, --eM.".isCS rr sZit&tteTh#0' egit." - - v. r C 1 1#° RIOT I _ts ft 7--- 11-_ . 6. PROJECT NAME: 72nd Street Pedestrian Bridge 7 .BRIEF PROJECT DESCRIPTION (Include location, road name, type of improvement, etc. A more complete description must be submitted separately as described in Specific Requirement #3 on p.5): The project includes the construction of a pedestrian and bicycle bridge over France Avenue in the vicinity of 72nd Street South. The bridge would provide a safe and efficient connection between the commercial, retail and offices located east of France Avenue and the residential neighborhoods west of France Avenue. 8. TE PROJECT • -,1 -Nu CATEGORY — Check only one project grouping in which you wish your project to be considered (see p. 85). Scenic/Environmental Bicycle/Pedestrian U Historic/Archaeological a-.,....:, ,--L---•— -.0.34—va-4— .L. , -E3 _ ....3. 4 ..- . , _ - Agatrf..- .'r: 9 Are you applying for funds from another source(s) to implement this project? YesEl No If yes, please identify the source(s): ;W•ji‘Q. 10. FEDERAL AMOUNT: $ 1,000,000 13. SOURCE OF MATCH FUNDS: City Property Taxes, State Aid Funds 11. MATCH AMOUNT: $1,000,000 14. MATCH °/0 OF PROJECT TOTAL: 50% 12. PROJECT TOTAL: $2,090,000 15. PROGRAM YEAR: El 2011 • 2012 16. SIGNATURE / iki 4. 40 17. TITLE: Public Works Director/City Engineer PROJECT INFORMATION (Form 2) (To be used to assign State Aid Project Number after project is selected) Please fill in the following information as it pertains to your proposed project. Items that do not apply to your project, please label N/A. Do not send this form to the State Aid Office. For project solicitation package only. COUNTY, CITY, OR LEAD AGENCY: City of Edina COUNTY OR CITY NO.: FUNCTIONAL CLASS OF ROAD -. N/A ROAD SYSTEM: N/A ROAD NO.: N/A NAME OF ROAD: N/A LOCATION: From: Lynmar Lane To: 500 ft East of France Avenue SECTION-TOWNSHIP-RANGE OF ONE END OF PROJECT: TYPE OF WORK: Grading, Aggregate Base, Bituminous Trail, Concrete Walk, Pedestrian Bridge, Landscaping, Pedestrian Lighting BRIDGE/CULVERT PROJECTS OLD BRIDGE /CULVERT NO. N/A NEW BRIDGE/CULVERT NO. TBD STRUCTURE IS OVER France Avenue — CSAH 17 NAME OF TWP.: N/A 2 PROJECT DESCRIPTION The 72nd Street Pedestrian Bridge would complete a missing link by overcoming the France Avenue barrier (ADT 28,700) for the pedestrian and bicycle circulation system in this part of Edina. The City of Edina has recently completed an area study examining the potential to provide attractive trail and sidewalk connections from the north end of Centennial Lakes towards Southdale Shopping Center and beyond. The pedestrian and bicycle amenities will include a significant emphasis on aesthetics and special amenities such as public art, water fountains at a similar caliber to the Centennial Lakes pedestrian circulation network. The proposed pedestrian bridge at 72nd Street is included with the study and is very strongly favored by the residents in the area as well as local businesses. The City is planning to construct the trail network east of France Avenue beginning in 2008. The 72nd Street Pedestrian Bridge would complete a missing link by overcoming the France Avenue barrier for the pedestrian and bicycle circulation system in this part of Edina. The project will result in the provision of safe and efficient pedestrian and bicycle facilities connecting a significant activity centers east of France Avenue with established neighborhoods to the west. The western terminus of the bridge and approach will be located along 72nd Street and Lynmar Lane in the Cornelia neighborhood of Edina which is predominantly residential. The eastern terminus of the bridge approach will be connected to the Centennial Lakes pedestrian/bicycle trail network and the proposed Edina Promenade trail network (2008 Construction). The Promenade and Centennial Lakes trail systems serve high density residential areas, medical offices, movie theatres, Centennial Lakes Park, Edinborough Park, the YMCA, Hennepin County Regional Library and Service Center and a multitude of retail shops including Target, the Galleria and Southdale Shopping Center. The Promenade trail also includes an east-west leg with connects to the City of Richfield. The total project cost is estimated to be approximately $2,000,000. Final project cost will be determined based upon the alignment and structure type selected as a part of a context sensitive design process with the public scheduled to begin later this year. The estimated project cost exceeds $125,000. This proposed project includes the following key elements of work: 1. Construction of a 14' wide pedestrian bridge including a main span of approximately 240 feet and approach spans totaling approximately 500 feet. 2. Grading and embankment construction on east and west approaches 3. Approximately 600 linear feet of 10' bituminous trail. 4. Trail lighting, landscaping, benches and trail signage. 3 V. TRANSPORTATION ENHANCEMENTS PURPOSE: Transportation Enhancements (TE) are transportation-related activities designed to strengthen the cultural, aesthetic and environmental aspects of the nation's intennodal transportation system. The TE program provides for the implementation of non-traditional transportation projects. TE Purpose and Vision TE funds are directed toward projects that preserve historic, archaeological, scenic and environmental resources related to surface transportation, and to facilitate bicycle and pedestrian use. Parks and open space preserve natural resources and provide a wide variety of recreational opportunities. Trail corridors are intended to provide for recreational travel along linear pathways throughout the metropolitan area. Preservation of historic features and protection of scenic areas permit appreciation of the natural resources that have influenced the region's development. GENERAL INFORMATION AND RESTRICTIONS The Safe Accountable Flexible Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) was signed into law in August 2005. Under SAFETEA-LU, Transportation Enhancement activities continue to be funded through a 10 percent set-aside from STP funds. All projects must relate to surface transportation. Transportation Enhancement (TE) funds may be used for the activities identified in Qualifying Criterion #1. The region has allocated approximately $85 million in TE funds for projects since the beginning of the program in 1991. Through this solicitation, approximately $17 million in TE funds is expected to be programmed in Federal Fiscal Years 2011 and 2012. The Transportation Advisory Board (TAB) is responsible for the selection of projects that are to be financed in part with TE funds made available to the seven-county region. To implement this responsibility, the TAB has developed policies to define eligibility and prioritize eligible projects. GENERAL POLICIES 1. TE funds are available to all Minnesota state agencies, the Metropolitan Council, other transit providers, Indian tribal governments, the seven counties, all cities and towns within the Twin Cities seven county region, and the ten Regional Park System Implementation agencies. Other local or special governmental agencies and private groups are also eligible, but must have a public agency sponsor. The agency sponsor is-the local unit of government of record. The local unit of government is responsible for making arrangements with the project proposer to ensure all project requirements of the local unit of government are met. An Agency Agreement is written between Mn/DOT and the local unit of government. The local unit of government will administer the project using the State Aid for Local Transportation (SALT) Delegated Contract Process (DCP) for federal aid projects. 2. Generally, TE funds are available for the activities listed under #1 of the Qualifying Criteria and incidental activities associated with them if the incidental work does not constitute more than 30% of the project costs. See Qualifying Criterion #1 for a description of what is meant by "incidental activities". 3. Generally, for projects that involve the construction of facilities, the TAB will provide TE funds for project construction and materials, right of way, and land acquisition. For TE-eligible projects that do not involve construction (e.g., bicycle and pedestrian safety education activities), the TAB will provide TE funds for program implementation and related activities. TAB will not provide TE funds 4 for study completion, preliminary engineering, design, construction engineering, or other similar costs. 4. A TE construction or reconstruction project must be a permanent improvement having independent utility. Temporary construction is defined as work that must be essentially replaced in the immediate future (within five years). Staged construction is considered permanent rather than temporary so long as future stages build on, rather than replace, previous work. All projects must comply with the requirements of the Americans with Disabilities Act. Reconstruction of a bikeway/walkway facility is eligible as long as the facility is beyond its useful life. 5. TAB will not award more than $1,000,000 in TE funds for a specific project. TAB reserves the right to partially fund any project. The local (nonfederal) match in funding for any project must be at least 20% of the total. 6. Projects will be added to the TLP only as a result of the TAB approval in response to this and subsequent solicitations. 7. Projects listed in the region's draft or adopted TIP are assumed to be fully-funded and to have independent utility from other projects. TAB will not consider projects already listed in the draft or adopted TIP, nor the payback of Advanced Construction funds for those projects, for funding through the solicitation process. Projects submitted that are related to projects listed in the draft or adopted TIP but that have independent utility from those projects are eligible for consideration. 8. The Technical Advisory Committee shall prepare an annual report on the implementation of regionally solicited TE projects for the review and approval of the TAB. This report, the Annual Implementation Report shall include updated program, system and project information. The TAC shall include such findings, recommendations and additional information, as it deems appropriate. 9. TAB will base the fundable amount of a project on the original submittal. The TAB must approve any change in the scope of an approved project. The TE federal fund participation for each project will be updated and reported in the Annual Implementation Report as the federal cost cap. The federal cost cap will be based on an inflation adjustment set by the Transportation Advisory Board upon inclusion in the Transportation Improvement Program. 10. If a project is added to the TIP, the entire project is included even though a portion of that work extends beyond the period for which submittals were requested provided that a significant portion of the work is scheduled for letting within the request period. 11. Project approvals for projects in the TE element of the TIP are specifically limited to the federal fund amount identified in the Annual Implementation Report for purposes of plan specification and estimate (PS&E) approval as well as project authorization. The federal fund amount listed for each project may be used to fund 80% of any identifiable useable element of the project described or to fund the entire project with a flexible federal/non-federal participation. The federal fund amount listed in the Annual Implementation Report is the total that shall be authorized as PS&E approval for all advertisements of the project described. Any federal fund amounts authorized at PS&E approval in years prior to the current year shall be deducted from the amount identified in the TIP at the time of approval. As noted in Policy 5, TAB will not award more than $1,000,000 in TE funds for a specific project. 12. A TE project will be eliminated from the program if it does not meet its sunset date. The sunset date for projects is March 31 of the year following the program year identified in the project proposal or as otherwise established by the TAB. Meeting the sunset date established for a project shall be governed by the TAB adopted Criteria for Meeting Sunset Date requirements, attached as Appendix D. 5 If the Criteria for Meeting Sunset Date requirements (as noted above) for a project have been met, but STP funds are not presently available, that particular project will be placed on a waiting list for funds, listed in order of date of approval, and the sunset date would not apply. 6 TRANSPORTATION ENHANCEMENTS PROJECTS - QUALIFYING CRITERIA Projects must be coordinated with all affected communities and other levels and units of government. The applicant must show that the project meets each of the following ten qualifying criteria to qualify for scoring under the prioritizing criteria. Answer each criterion in a numbered sequence. Failure to respond to any of the qualifying criteria will result in a recommendation to disqualify your project. 1. Qualifying Activities. The applicant must show that the proposed project falls under at least one of the following list of twelve qualifying activities and must state the specific category(ies) the project qualifies under. The list of qualifying TE activities provided in 23 U.S.C. 101(a)(35) of SAFETEA- LU is intended to be exclusive, not illustrative. That is, only those activities listed therein are eligible as TE activities. 1. Provision of facilities for pedestrians and bicycles. 2. Provision of safety and educational activities for pedestrians and bicyclists. 3. Acquisition of scenic easements and scenic or historic sites including historic battlefields. 4. Scenic or historic highway programs (including the provision of tourist and welcome center facilities). 5. Landscaping and other scenic beautification. 6. Historic preservation. 7. Rehabilitation and operation of historic transportation buildings, structures, or facilities (including historic railroad facilities and canals). 8. Preservation of abandoned railway corridors (including the conversion and use thereof for pedestrian or bicycle trails). 9. Inventory, control and removal of outdoor advertising. 10. Archaeological planning and research. 11. Environmental mitigation to address water pollution due to highway runoff or reduce vehicle- caused wildlife mortality while maintaining habitat connectivity. 12. Establishment of transportation museums. One or more of these activities must constitute at least 70% of the project cost. Unlisted ancillary activities such as paving a parking lot, constructing buildings or providing restrooms must constitute no more than 30% of the total project cost. Applicants whose project is part of a larger transportation project must provide a construction cost summary demonstrating that at least 70% of the project is eligible for Transportation Enhancement funds. Many projects include a number of activities — some which are on this list and others that are not. Only those project activities that are on the list may be counted as TE activities. For example, a rest area might include a historic site purchased and developed as an interpretive site illustrating local history. The historic site purchase and development would qualify as a transportation enhancement activity. Work that is made possible because a project presents an opportunity to improve and enhance the environment and or aesthetics in the vicinity of a project may be eligible for enhancement funding. For example, a construction project may present an opportunity to improve the condition of an adjacent stream bed to improve water quality, construct a vital link for a community bikeway system and develop a landscaped green area to enhance the downtown environment. 7 Activities that are not explicitly on the list may qualify if they are an integral part of a larger qualifying activity. For example, if the rehabilitation of a historic railroad station required the construction of new drainage facilities, the entire project could be considered for TE funding. RESPONSE: The project satisfies Item #1 of the Qualifying Criteria: Provision of facilities for pedestrians and bicycles. The project includes the construction of a pedestrian bridge over France Avenue (a 7-lane "A-minor" functional class roadway") in the vicinity of 72nd Street. 2. The funded activities must be accessible to the general public or targeted to a broad segment of the general public, and must be ADA compliant. RESPONSE: The proposed bridge crossing and adjacent trail connections will be constructed to meet ADA requirements. 3. Projects must relate to surface transportation. Project Linkage (from federal guidance) To comply with Federal guidelines for eligibility there are two basic considerations: • Is the proposed action one of the listed activities in the TE definition in SAFETEA-LU? • How does the proposed action relate to surface transportation? The applicant must provide a clear statement describing this linkage. The definition of TE activities includes the phrase, "transportation enhancement activities means, with respect to any project or the area to be served by the project, any of the following activities, if such activity relates to surface transportation:..." The nature of a proposed TE project's relationship to surface transportation should be discussed in the project proposal that you submit. For example, where runoff from an existing highway contaminates an adjacent water resource and a transportation enhancement activity is proposed to mitigate the pollution caused by the run off a clear highway or transportation relationship exists. Another example might involve the acquisition of a scenic easement. The acquisition would be in connection with the preservation of a scenic vista related to travel along a specific route. Where a TE activity is for acquisition for scenic preservation purposes, and proposes to contribute to the visual experience of the traveler, but is a substantial distance away with respect to a highway or transportation project, the TE activity must be determined to make a substantial contribution to the scenic viewshed. Given the nature of the list of eligible activities, it is not necessary that each TE activity be associated with a specific surface transportation project to be eligible for funding. Examples which illustrate this include: the rehabilitation of a historic train structure, the provision of a bike or pedestrian path, or the establishment of a transportation museum. Proximity to a highway or transportation facility alone is not sufficient to establish a relationship to surface transportation. Additional discussion, beyond proximity, is needed in the TE project proposal to establish the relationship to transportation. For example, an historic barn that happened to be adjacent to a particular highway facility would not automatically be considered eligible for TE funds simply because of its location; visibility to the traveler in a way that substantially enhances the traveling experience could qualify. Specific documentation of the enhanced experience is required; conversely, a historic structure, such as the barn in the above example, could not be disqualified from consideration because it was not adjacent to a particular Federal-aid facility, as long as some other relationship to surface transportation could be established. 8 It is not necessary to have a TE activity function as an active transportation facility, either past or current, to qualify as an eligible TE activity. For example, a scenic or historic site may have a relationship to transportation but not function as a transportation facility. Once a relationship to surface transportation is established, TE activities can be implemented in a number of ways. For example, they can be developed as parts of larger joint development projects, or as stand-alone projects. RESPONSE: The project will result in the provision of safe and efficient pedestrian and bicycle facilities connecting a significant activity centers east of France Avenue with established neighborhoods to the west. . The western terminus of the bridge and approach will be located along 72"d Street and Lynmar Lane in the Cornelia neighborhood of Edina which is predominantly residential. The eastern terminus of the bridge approach will be connected to the Centennial Lakes pedestrian/bicycle trail network and the proposed Edina Promenade trail network (2008 Construction). The Promenade and Centennial Lakes trail systems serve high density residential areas, medical offices, movie theatres, Centennial Lakes Park, Edinborough Park, the YMCA, Hennepin County Regional Library and Service Center and a multitude of retail shops including Target, the Galleria and Southdale Shopping Center. The Promenade trail also includes an east-west leg with connects to the City of Richfield. 4. The project must be included in, be part of, or relate to a problem, need or direction discussed in: 1) a local or county comprehensive plan found to be consistent with Metropolitan Council plans; 2) a locally approved capital improvement program; 3) an officially adopted corridor study reflected in the local plan; or 4) the official plan or program of the applicant agency. The applicant must reference the appropriate comprehensive plan, CIP, corridor study document, or other plan or program and provide copies of the applicable pages. Because all communities in the seven-county Twin Cities region are currently in the process of updating their local comprehensive plans, applications in the 2007 Solicitation may be for projects included in the most recent local comprehensive plan that was found to be consistent with Metropolitan Council plans. It also must not conflict with the goals and policies in these adopted regional plans: the 2030 Transportation Policy Plan, the 2030 Regional Framework, and the 2030 Regional Parks Policy Plan RESPONSE: The project is identified in the City's Capital Improvement plan (2008-2012) and is outlined in detail as a part of the Edina-Centennial Lakes Path/Transit System Study (Oct, 2006) and is referenced in the Greater Southdale Land Use and Transportation Study. 5. Typically a transportation project involves mitigation, work in addition to immediate construction activities, that is negotiated with permitting agencies and local governments as a condition of obtaining permit approval. Activities that are normally part of the mitigation of a transportation project are not eligible. NOT ELIGIBLE - Work that is required as a condition of obtaining a permit or concurrence for a different transportation project is not eligible for enhancement funding. For example, a city may require a highway expansion project to include streetscape enhancements in order to gain municipal consent. In that case, streetscape work performed to satisfy the municipal consent requirement is not eligible for Transportation Enhancement funding. Federal permitting and authorizing agencies may include the U.S. Forest Service, U. S. Corps of Engineers, and others. State permitting agencies may include the Minnesota Department of Natural Resources, the Minnesota Pollution Control Agency, and the Minnesota State Historic Preservation Office. Regional agencies may include watershed districts and metropolitan planning organizations. Local agencies may include counties and cities. RESPONSE: The funding requested for the 72"d Avenue Pedestrian Bridge is only associated with the trail and bridge connection described above and does not represent any mitigation work. 9 5. The applicant must assure it will operate and maintain the property and facility of the project for the useful life of the improvement, and not change the use of any right-of-way acquired without prior approval from the Minnesota Department of Transportation and the Federal Highway Administration. The FHWA requires that states agree to operate and maintain facilities constructed with federal transportation funds for the useful life of the improvement, and not change the use of any right-of- way acquired without prior approval from the FHWA. TAB has determined that this requirement will be applied to the project applicant. FHWA considers most physical constructions and total reconstructions to have a useful design life of 10 years or more, depending on the nature of the project. Bridge constructions and total reconstructions are considered to have useful lives of 50 years. The useful life of the project will be defined in the inter-agency maintenance agreement that must be prepared and signed prior to the project letting. RESPONSE: The City of Edina will provide or contract for maintenance of the bridge and adjacent trail approaches over the useful life of the structure and trails. The cover letter from the City of Edina indicates project support and agreement to provide for all maintenance over the useful life of the improvements. 6. Projects must have an estimated total cost of at least $125,000. There are significant federal project processing requirements that come with federal funds. These requirements translate into expenditures of time and money on the parts of both the agency proposing/developing the project and the state agency administering the federal funds for the project. Project applicants can "bundle" projects together to meet this minimum. (Example: bundled projects could consist of signing and lighting a number of bike trails in several counties.) Communities may want to consider using joint powers agreements for implementing bundled projects. RESPONSE: The total project cost is estimated to be approximately $2,000,000. Final project cost will be determined based upon the alignment and structure type selected as a part of a context sensitive design process with the public scheduled( to begin later this year. The estimated project cost exceeds $125,000. 7. TAB will not award more than $1,000,000 in TE funds to a specific project. Other federal funds may be combined with TE funds. RESPONSE: The City is requesting the maximum of $1,000,000 in federal enhancement funds to help construct the project. All remaining funds are planned to be provided with local City Funds. 8. Projects must have an assured local (nonfederal funds) match of at least 20% of the estimated total cost of the proposed project. At the time of application,the applicant must assure the local match will be available when the project is authorized in the requested program year. If the applicant expects any other agency to provide part of the local match, the applicant must include a letter or resolution from the other agency-agreeing to financially participate. TAB will not award additional points for providing a match in excess of 20%. The local match can be provided in the form of cash up front "hard dollars" or a "soft match". A "soft match" may include donated labor or construction materials if adequate documentation of its equivalent dollar value and availability can be provided. Donated labor must have expertise and experience in the type of labor required for the project and valued at rates consistent with rates ordinarily paid for similar work. Some type of time sheet must support donated labor. Donated materials, e.g., railroad ties, asphalt pavement, or wiring necessary to run a street car, must meet all standards and specifications. Caution in using a "soft match" should be taken to ensure the donated materials or labor during actual construction does not fall below the 20% non-federal match required to be able to receive 100% of the federal funds. Applicants wishing to use a soft match should first contact John Lindemer at Mn/DOT at 651-296-8480 to determine its value and eligibility. RESPONSE: The City of Edina is proposing to provide the matching funds for the project in hard dollars collected through property taxes and state aid funds. 10 9. Proposed designs for bikeways and for combined bike/pedestrian facilities must .meet MN/DOT State Aid standards. Exceptions to the State Aid standards may be granted during final design if warranted based on social, economic or environmental alternatives, not through this solicitation process. Failure to meet the standards or justify exemptions will result in the loss of federal funds. RESPONSE: The project will be designed for combined bike/pedestrian use and will meet MnDOT State Aid standards, AASHTO guidelines, Mn/DOT Minnesota Bicycle Design Guidelines and ADA guidelines and requirements. 10. Projects must be coordinated with all affected communities and other levels and units of government. Coordination is defined as written communication from the applicant to all affected communities informing them of the project. The applicant must provide a copy of the written communication as proof of coordination. RESPONSE: The project has been discussed within the City of Edina Public Works and Planning departments, Edina City Council, Edina Planning Commission, Neighborhood groups, business groups and 3 Rivers Park District. Copies of correspondence indicating project awareness and support are included with the attachments. 11 TE PROJECTS - PRIORITIZING CRITERIA Instead of the past practice of having general prioritizing criteria to which all projects must respond, the prioritizing criteria are now split into category and general/integrative criteria, as outlined on the following pages. Projects will be scored through the category and general/integrative criteria as follows: a) Category Criteria. All applications must be submitted in one of three categories: Scenic and Environmental; Bicycle and Pedestrian; and Historical and Archaeological. Applicants must submit their project under the proper category as outlined below. However, projects that incorporate more than one of the eligible TE activities will receive priority under the third category criterion, Relationship Between Categories. If prospective applicants are uncertain which category most appropriately includes their project, they should contact Council staff. The 12 Qualifying Activities (as listed and described in Qualifying Criterion #1 on previous pages) fall under those 3 categories as follows: 1. Scenic and Environmental: • QA #3, Acquisition of scenic easements and scenic or historic sites; > QA #4, Scenic or historic highway programs; > QA #5, Landscaping and other scenic beautification; • QA #9, Inventory, control and removal of outdoor advertising; and • QA #11, Environmental mitigation to address water pollution due to highway runoff or reduce vehicle-caused wildlife mortality while maintaining habitat connectivity. 2. Bicycle and Pedestrian: > QA #1, Provision of facilities for pedestrians and bicyclists; QA #2, Provision of safety and educational activities for pedestrians and bicyclists; and • QA #8, Preservation of abandoned railway corridors (including the conversion and use thereof for pedestrian and bicycle trails). 3. Historic and Archaeological: • QA #6, Historic preservation (with relationship to transportation, see Qualifying Criterion #2); • QA #7, Rehabilitation and operation of historic transportation buildings, structures, or facilities (including historic railroad facilities and canals); > QA #10, Archaeological planning and research (with relationship to transportation, see Qualifying Criterion #2); and QA #12, Establishment of transportation museums. Applications in a particular category will first be scored based on responses to questions pertinent to that category and subsequently will pass on to be evaluated under the general/integrative criteria. b) General/Integrative Criteria. All applications will then be evaluated against general and integrative criteria consistent with Metropolitan Council and Transportation Advisory Board goals and policies and federal program goals. c) Final Ranking. The Category Criteria scores will be added to the General/Integrative criteria scores to give final project scores. Projects will be ranked against other applications in their category to develop three ranked lists of TE projects, which will be evaluated all together by a multidisciplinary team of scorers, who will develop a single list of recommended projects.. 12 Transportation Enhancements Category Criteria (500 points) Each qualified project will be scored under four common category criteria within its TE project group: urgency; impact; relationship between TE categories; and relationship to intermodal/multimodal transportation. This will allow projects to be scored under these criteria relatively equally across the different categories while addressing the particular attributes of the project type. An explanation of each of the four common category criteria and reasons for their inclusion follows: 1. Urgency. This criterion measures how critical or time-sensitive the problem is that is being addressed by the project. Examples might include seizing an opportunity to preserve a scarce or endangered resource or addressing a critical need. 2. Impact. This criterion quantifies the benefit from the project, without specifically relating it to how the larger public will benefit (that calculation will be made in part 2. of the general/integrative criteria). 3. Relationship between Categories. This criterion is being presented under the assumption that the region recognizes that there is a value in having projects that provide more than one of the eligible TE activities. Examples might include the reconstruction of a bicycle/pedestrian trail leading to a historic transportation structure. 4. Relationship to Intennodal/Multimodal Transportation System. This criterion measures how the proposed project clearly and credibly relates to the surface transportation system. Surface transportation is defined to include all modes of travel with the exception of aviation and military transportation. Federal TE guidance states that proximity to a transportation facility alone is not sufficient to establish a relationship. • Scenic and Environmental Group (Qualifying Activities 3, 4, 5, 9, 11) NOT APPLICABLE ▪ Bicycle and Pedestrian Group (Qualifying Activities 1, 2, and 8) 1. Urgency (250 points). Discuss if/how the project proposes or addresses each Of the following: a Takes advantage of a time-sensitive opportunity, e.g., a willing landowner, cost savings, affiliation with another project, competing development opportunities RESPONSE: The City of Edina has recently completed an area study examining the potential to provide attractive trail and sidewalk connections from the north clad of Centennial Lakes towards Southdale Shopping Center and beyond. The pedestrian and bicycle amenities will include a significant emphasis on aesthetics and special amenities such as public art, water fountains at a similar caliber to the Centennial Lakes pedestrian circulation network. The proposed pedestrian bridge at 72nd Street is included with the study and is very strongly favored by the residents in the area as well as local businesses. The City is planning to construct the trail network east of France Avenue beginning in 2008. The 72nd Street Pedestrian bridge would complete a missing link by overcoming the France Avenue barrier for the pedestrian and bicycle circulation system in this part of Edina. • Significantly addresses a strong un-met need or area of concern/problem associated with the development of an integrated bicycle or pedestrian transportation network or providing a safe bicycle or pedestrian route RESPONSE: As a part of the pedestrian circulation study public meetings which lead to the development of the bridge concept, many residents of the Cornelia neighborhood west of France Avenue have expressed a strong desire to be able to access the wide variety of shops, 13 businesses and recreational amenities east of France Avenue without having to drive to them. The neighborhood proximity to the Centennial Lakes area is within walking distance, however residents are discouraged from walking due to the France Avenue barrier to pedestrians and cyclists. Letters from residents are included in the appendix. 2. Impact (250 points). Discuss how the project addresses each element below (respond as appropriate to A. or B., not both): A. Bike/Ped Infrastructure (QA #1, and QA #8): Fills gaps, overcomes barriers, and/or connects system segments in pedestrian/bicycle network. The applicant should provide a map showing the location of the project within the context of an existing and planned bicycle or pedestrian network. If the project is removing a barrier, the applicant should demonstrate the magnitude of the barrier (number of lanes, average daily traffic, posted speed, etc.) and how the proposed project will improve travel across that barrier. RESPONSE: The proposed project is intended to overcome a significant barrier between residential neighborhoods west of France Avenue and the commercial and recreational amenities east of France Avenue. France Avenue currently carries 28,700 vehicles per day and is generally 8-10 lanes wide at intersections making crossing very intimidating for most people. The east side of France Avenue does not have adequate provisions for pedestrian and bicycle traffic also limiting the attractiveness of crossing the street. Conversely, the Centennial Lakes area and proposed Promenade located approximately 500 feet east of and parallel to France Avenue provide a high quality pedestrian environment that connects commercial businesses, retail, recreation, and civic amenities situated among the landscaped gardens, ponds and open spaces. The 72 Street Pedestrian Bridge will span France Avenue thus allowing residents to easily move between their neighborhood to the vibrant Centennial Lakes area without the need to get in cars. • Project provides a high-demand facility or program. Relative levels of demand will be determined using population density and connections to significant travel attractors. Metropolitan Council staff will determine population density using 2000 residential population within one mile of the project. The applicant should also list below significant destinations that are near the facility or that the facility provides close connections to. Destinations can be recreation areas such as parks, beaches, rivers, lakes, etc; or commercial or mixed-use districts, major employment areas or other major cultural destinations. RESPONSE: The number and variety of destinations for pedestrians and cyclists using the 72" Street Pedestrian Bridge is expansive. The 72d Street Bridge and trail will connect to the proposed Edina Promenade and Centennial Lakes trail networks which provide pedestrian access to virtually a small city within Edina. We have annotated many of these places on exhibits in the appendix. The following is a sampling of some of these destinations: • Centennial Lakes Park • Edinborough Indoor Park • Southdale YMCA • Hennepin County Library • Hundreds of retail shops between 6e, and 1-494 including Southdale Shopping Center, Galleria Shopping Center, Yorktown Mall, Target • Fairview Southdale Medical Center 14 • Medical and other offices in throughout Centennial Lakes business park • Movie theaters • Restaurants ranging from fast food to white table cloth • Skateboard Park • Addresses safety concerns. The applicant should describe how the project addresses an identified safety problem. RESPONSE: Existing pedestrian and bicycle access across France Avenue is provided at signalized intersections between 1-494 and 66th Street. Although these intersections provide pedestrian indications, the sheer width of the roadway and volume of traffic create an imposing barrier for pedestrians, especially elderly, handicapped and children. The 72nd Street Pedestrian Bridge would provide a safe efficient and comfortable alternative for residents west of France to cross the roadway and connect with the beautiful pedestrian environments created with Centennial Lakes and the Promenade. • Provides more than a local benefit. An example of such a project is a bicycle trail that is part of a county, regional or state trail system, or one that links different trail systems together. RESPONSE: The 72nd Street Pedestrian bridge is part of a larger trail network which runs generally east — west across Edina connecting with many activity centers and north south trails along the way. This network extends east into Richfield and is planned to extend west through the City of Edina. • For Applications for Qualifying Activity #8 only: Who owns the railway corridor property and will there be an agreement to ensure the preservation and protection of the corridor? RESPONSE: Not Applicable B. Bike/Ped Programs (QA #2): - Not Applicable 3. Relationship between Categories (100 points). Projects will score higher if they provide multiple benefits toward the purpose of the Transportation Enhancements program. Applicants should review the respective category criteria to determine the extent to which the project relates to the other two categories: • What is the relationship to the Scenic and Environmental group? For example, how does the bike/ped project provide a natural resource enhancement? RESPONSE: The 72" Street Pedestrian Bridge will connect people with the Centennial Lakes trail network and Promenade trails. Both of these trail corridors provide users the ability to interact with the natural environments including a variety gardens and manicured landscapes, open spaces, water features as well as attractive design elements within the public realm and adjacent private properties. Centennial Lakes and The Promenade both display very high design aesthetic which gives pedestrians and cyclists a pleasurable experience as they travel through. The design aesthetic of the 72" Street Bridge will be developed in conjunction with public involvement and will likely result in an attractive structure which will enhance civic pride. 15 • What is the relationship to the Historic and Archaeological group? For example, how does the bike/ped project take advantage of or enhance historic and cultural resources or provide orientation/interpretation to users? RESPONSE: The 72" Avenue Pedestrian Bridge will connect residents with current cultural activities which occur on regular basis at Centennial Lakes Park, Edinborough Park and Southdale as well as civic amenities such as libraries. 4. Relationship to Intermodal/Multimodal Transportation System (100 points). Discuss how the project will function as a component and/or enhancement of the transportation system: • How will the bicycle or pedestrian facility benefit the experience of users of the transportation system? RESPONSE: The bridge will allow residents west of France Avenue to make many short trips to the Centennial Lakes/Southdale area by walking or biking in lieu of using automobiles. Providing convenient and efficient alternative to driving will encourage more people to walk or bike and result in healthier people and more interesting travel experiences. • How will the project benefit multiple modes of transportation? An example of a project that would do this would be a bicycle facility that connects to a transit center or a mixed-use pedestrian-oriented district, or a pedestrian project that is a component of a transit-oriented development. RESPONSE: The Promenade and Centennial Lakes trail corridors are anchored at the north (Southdale Shopping Center) and south (Edinborough) ends by Transit Centers offering connections to Metro Transit buses and local circulators. Residents living west of France Avenue will have a convenient and attractive trail to connect them with regional transit options without using automobiles. The Promenade and Centennial Lakes corridors are located in one of the best regional examples of a vibrant pedestrian district. Providing convenient access to this district and the transit hubs by means of the new bridge at 72" Street will entice residents to access these amenities without getting into automobiles. • How does the facility serve trips that could otherwise be made by motor vehicles? RESPONSE: The Promenade and Centennial Lakes corridors are located in one of the best regional examples of a vibrant pedestrian district. Providing convenient access to this district and the transit hubs by means of the new bridge at 72" Street will entice residents to access these amenities without getting into automobiles. General/Integrative Criteria (300 points) The criteria in this section apply to all projects submitted under the TE program, regardless of the category submitted under or the TE-eligible activities included in the project. The federal TE guidance requires a demonstrated relationship to surface transportation, and the questions asked in the first criterion below come directly from the federal TE guidance. The second criterion will help determine how important the project or program will be to the region's residents, giving priority to those projects that benefit more than just local residents. The remaining criteria integrate the regional solicitation's criteria pertaining to all funding categories for supporting the integration of land use and transportation and maturity of project concept. 1. Development Framework Implementation 150 points 16 The Development Framework is the initial "chapter" and the unifying theme of the Council's Metropolitan Development Guide. It is the umbrella statement of regional policies, goals and strategies that will inform the Council's metropolitan system plans for airports, transportation, regional parks and wastewater service, as well as other policy plans adopted by the Council. Under state law, each city and township in the seven-country metropolitan area is required at least every 10 years to prepare and submit to the Metropolitan Council a local comprehensive plan that is consistent with the Council's metropolitan system plans (Minn. Stat. 473.864). The next round of updated plans will be due in 2008. The Development Framework address how growth is accommodated and development occurs — such as the mix of land uses, the number of housing units per acre, the integration of transit and the connection of local streets, trails, bicycle and pedestrian pathways. Approximately 91% to 95% of new growth is forecast to be located in the urban area—in land use patterns that make efficient use of regional infrastructure—with the rest, 5% to 9%, in the rural area, particularly in small towns to be designated as Rural Growth Centers. The Development Framework emphasizes the need for intensified development in centers with convenient access to transportation corridors and in rural centers that want to grow and that lie along major highways. Regional investments can create a transportation system that includes transit solutions that support attractive, walkable neighborhoods with homes, green space, public places and other amenities. It is vital that communities make efficient use of infrastructure and develop in a manner that conserves natural features and provides transportation options. By reinvesting in underused land and maintaining existing infrastructure, the region can accommodate growth on a smaller urban "footprint," slow the rate of increase in traffic congestion, ease development pressures on rural land, save billions of dollars in local sewer, water and road construction costs, maintain the housing stock and strengthen the vitality of older areas. Conserving and restoring natural resources of regional or local importance contributes to a healthy natural environment and enhances our quality of life. Connecting regional and local features by natural-resource corridors helps sustain wildlife and plant habitat and shapes how development looks on the ground. In addition, a community in any part of the region may choose to develop and/or expand centers that work for their city. Centers vary in scale – from the downtowns of the region's two central cities to small centers that provide services to neighborhoods or rural areas. Centers integrate land-use patterns, mixing jobs, housing, retail, services and – potentially – open space and connect them with streets, sidewalks and trails. They can be planned as part of new development or created incrementally by adding the "missing pieces" – be they housing, jobs, services or street connections-to existing places in all parts of the region. Urban Area Projects The applicant should describe and provide maps to indicate how the project will enhance: a. Interconnections (0-60 points). Project will improve connections between workplaces, residences, retail, services and entertainment activities and support the development of an interconnected system of local streets, pedestrian and bicycle facilities. Higher points for projects identified in community's comprehensive plan. b. Intensification (0-60 points). Project supports intensification of area served and integration of land uses – increased housing, jobs, mixed use or transit oriented development. Project supports or serves redevelopment or reuse of historic structures. Higher points for projects supporting higher numbers of new housing units and jobs consistent with adopted local plans. Higher points for projects supporting redevelopment, reuse of historic structures, activity centers, transit oriented developments at stations/stops along transitways or 2020 Local Arterial Corridors. 17 c. Natural Resources (0-40 points). Project does not adversely affect natural resources identified in the regional Natural Resources Inventory (Natural Resource Digital Atlas) or a local natural resource inventory identifying features of local significance including archeological and historic features (include natural resource map with project area shown). Higher points for projects describing best management practices to be used in project implementation that will abate, prevent and remove point and nonpoint source pollution; reduce soil erosion; protect and improve water quality; and maximize groundwater recharge through surface water infiltration. d. Life-cycle and Affordable Housing (0-40 points). Project serves existing affordable and life-cycle housing or improves acoess land planned/zoned for affordable and life-cycle housing. Project improves quality of life and/or connects an amenity to the life-cycle and affordable housing around the project. Life-cycle housing refers to varied housing options that meet people's preferences and circumstances at all of life's stages and, in particular, options other than the predominate larger-lot, detached, single-family home. For example, life-cycle housing includes smaller homes, apartments, townhomes, condominiums, senior housing for independent living or with a range of assisted-living services. Rural Area Projects The applicant should describe and provide maps to indicate how the project will enhance: Interconnections (0-60 points) Project will improve connections that serve current rural residents or improve access to county and regional parks by residents residing in the urban service area and rural growth centers. The objective is to provide connections without encouraging new development. Intensification (0-60 points) Project supports intensification of rural growth centers or supports rural cluster development that results in permanent rural/agricultural uses. Project supports or serves redevelopment or reuse of historic structures. Natural Resources (0-40 points) Project does not adversely affect natural resources identified in the regional Natural Resources Inventory (Natural Resource Digital Atlas) or a local natural resource inventory identifying features of local significance including archeological and historic features (include natural resource map with project area shown). Higher points for projects describing best management practices to be used in project implementation that will abate, prevent and remove point and nonpoint source pollution; reduce soil erosion; protect and improve water quality; and maximize groundwater recharge through surface water infiltration. Life-cycle and Affordable Housing (0-40 points) Project supports existing life-cycle and affordable housing in rural growth centers and improves connections to existing life-cycle and affordable housing in the urban service area access to county and regional parks. Affordable/Life-cycle Housing Goal Affordable/lifecycle housing goals for the community or communities served by the project (Livable Communities Act and comprehensive plan goals 1996-2010), contact Metropolitan Council staff, Linda.milashius@metc.state.mmus for numerical community goals and community contact. • Project relationship to affordable/lifecycle housing goals Narrative description of how project serves existing affordable/lifecycle housing and addresses planned/potential locations for affordable/life-cycle housing (medium to high density housing or mixed use areas with medium to high density residential densities permitted/planned). The narrative should include estimates of existing affordable/lifecycle housing (single-family, 18 townhouses, and multifamily apartments or condominiums) in project area and estimates of land planned for medium and high density residential development or mixed use development (includes residential as a permitted use). This information should be recorded through adopted comprehensive plans or adopted small area/redevelopment/corridor studies. For community affordable/lifecycle housing goal assessment and estimates contact the city's community development department. DATA Sources: To quantify intensity of existing and future development, bolster new or strengthened linkages, illustrate natural resource preservation, or demonstrate affordable/lifecycle housing applicants may wish to use a variety of GIS data including existing land use data, census data, data from comprehensive plans, approved corridor studies, master or redevelopment plans, or TAZ data. Applicants wishing to integrate their proposals with existing data resources in a GIS can download several useful datasets at www.datafinder.org including: o Metropolitan Council's 2005 Generalized Land Use o Regional Planned Land Use data o 2030 Development Framework Natural Resource Areas o County and municipal boundaries o Development staging as a part of the Comprehensive Plan Composite o 2000 Census data with regional forecasts for 2010, 2020, and 2030 by TAZ o Major Highways o TLG Street Centerline data o 2005 MARKHURD aerial photography [NOTE: Both the TLG Street Centerline data and the 2005 MARKHURD aerial photography are licensed datasets that are available to qualifying agencies (MetroGIS participants) free of charge. Please read Ordering Instructions for each dataset at www.clatafinder.org for further information.] Additional GIS data sets can be acquired from other governmental agencies that could be helpful in supporting your project, in particular, the Natural Resources criteria. Consider the Minnesota DNR (http://deli.dnr.state.mn.us) and the Land Management Information Center (http/Mmic.state.mn.us/chouse/metalong.html) among others. Applicants are also encouraged to contact local community or county authorities for additional GIS data, corridor studies, master plans or redevelopment plans. Applicants can alternately use the Council's new online mapping application to illustrate information in your project area and create PDF map documents to attach to your application (http://gis.metc.state.mmus/mapsdata/onlinemapping). 2. Maturity of Project Concept. 150 points Projects selected through this solicitation will be programmed for construction in 2011 or 2012. That is a fairly long time but it takes several years to complete preliminary engineering, environmental studies and acquire right-of-way. The region must manage the federal funds in each year of the TIP. Projects that are not implemented in their original program year create problems. Proposed projects that have already completed some of the work is a plus. A schedule is important to know what kind of work might be needed. Large projects that need right-of-way require more work than others that do not. 0-150 points Applications involving construction must complete the project implementation schedule found in Appendix K. A detailed schedule of events is expected for all phases of the project. Applications involving non-construction projects must 19 include a detailed discussion of the timeframes involved for initiating and completing each phase of planned activities. Points under this criterion are assigned based on how many steps have been taken toward implementation of the project. These steps reflect a federally funded project development path. TOTAL: 1000 POINTS 20 ATTACHMENT A - CONCEPT DRAWINGS FROM EDINA PROMENADE URBAN DESIGN PLAN IV. Promenade Design On the east side the primary destination is the central spine and the Promenade / Cen- tennial Lakes path system. On the west side the origin / destination points are the regional trail that extends to the west and the residen- tial neighborhoods located to the west. This section presents some preliminary loca- tion and configuration options for the two bridges. However, more in-depth studies are required to further define the exact bridge types to be used and the approach align- ments and configurations. Overpass Design The overpass bridges at France Avenue could be designed in various styles utilizing a number of techniques. Figures 45 and 46 provide examples of various bridge types that might be applicable. They range from a very basic, pre-fabricated arch truss bridge to highly complex, yet dynamic cable-stay or artistically clad bridges. The France Avenue overpasses would be located in a very prominent location in the City of Edina and, therefore, might warrant special consideration and treatment. Overpass Configuration Options For the 72'd Street crossing, there are a number of ways of how the bridge and the bridge approaches could be configured. Fig- ures 47 through 50 provide concept diagrams of how the overpasses could be aligned and configured. For the 69th Street crossing, there is essentially only one option, bottom plan in Figure 50, although there may be a number of variations of how the approaches might be aligned. Each diagram identifies the three compo- nents required for the overpass. • Retained Fill Segments. Typically, some of the lower segments of the bridge approaches are constructed on fill with sloped embankments or retaining walls. These are shown in yellow. Structured Approach Segments. At a certain height the retained fill con- struction would become uneconomical and the bridge approach design would convert to a pylon supported structured section. These are shown in orange. • Bridge Segments. The segment over the roadway would be a true bridge. These are shown in red. The diagrams also indicate approach paths for accessing the overpasses. All the overpasses are assumed to be ap- proximately 10' wide, although this would need to be revisited in final design. The ob- jective would be to provide enough room for pedestrians and bicyclists, as well as small machines for cleaning and clearing snow from the bridges. For accommodating the small machines, straight bridge approaches would be preferable over switchbacks. The concept plans show the bridge ap- proaches and the bridges only. If desired, stairs could be added where needed for addi- tional direct access. 72nd Street Options Following is a brief description of each of the six overpass options for the 72nd Street cross- ing. Actually, there are a number of other permutations, since some of features in each of the options could be mixed and matched or interchanged between the options. Unless the bridge approach on the west side can be fitted into the 72nd Street ROW, prop- erty may need to be acquired or an easement may need to be obtained from the Sunrise Assisted Living property. In addition, property may need to be ac- quired, or an easement may need to be ob- tained on the east side form the Home Store property and, depending upon the alignment option selected, also from the Byerly's prop- erty. Edina Promenade Urban Design Plan 61 URS April 2007 1 Cable-Stay Bridge - Midtown Greenway Suspension Bridge - Boston Arch Cable - Edina Arch Cable - Denver Steel Truss - Minneapolis Wood Truss - St. Cloud Edina Promenade I Figure 45 Overpass Examples Group 1 I Overpass Concepts ..- _MM?aMiMMi April 12, 2007 Urban Design Plan 52_,V 62 63 Specially Clad Beam - Chicago Ornamented Beam - Kansas City April 12, 2007 -i. Promenac e Urban Design Plan ''AMMEZ.IUMP r Ornamental Truss - St. Paul Arts Truss - Paris • •• Arch Truss - Rochester Switchback Ramps - Rochester Figure 46 Overpass Examples Group 2 Overpass Concepts - - 0 100 300 Feet Option 1 - Plan 1120 Ramps (5%) ' tit tit - t rti Option 1-Image Figure 47 Overpass at 72ns St. - Option '1 Overpass Concepts Legend Bridge Segment (Special Bridge Structure) Bridge Approach Segment (Pylon Supports) Retained Fill Segment (Retaining Walls) <---3 Access Paths f /Edina promenade Urban Design Plan April 12, 2007 64 0 100 300 Feet Option 2 -1:20 Ramps (5%) _ -7200 -017.:Etanc Bldg 300 Feet 100 0 — Mr--1 100 CIA I I -t 11:11:1::1; '1111 o 1JUt14i I. .7200`0[1.50 :01-11c,i; Elidg 1771' a\\ttg Option 3- 1:20 Ramps (5%) Wand azelto Fft Figure 48 Overpass at 72ns St. - Options 2 & 3 Overpass Concepts Legend =r=I Bridge Segment (Special Bridge Structure) Bridge Approach Segment (Pylon Supports) I 1 Retained Fill Segment (Retaining Walls) <"3 Access Paths Edina Promenade Urban Design Plan April 12, 2007 7212 Iltst=anarglassesirama- Urban Design Plan April 12, 2007 * 66 Legend Option 4- 1:20 Ramps (5%) 0 100 300 Feet !!!TE!!!!!!!!! 0 100 300 Feet Option 5- 1:20 Ramps (5%) 44:1 - 0 13: Ik-rf c:::i;:tico . . ' 4.,a1.5-r Figure 49 Overpass at 72ns St - Options 4 & 5 Overpass Concepts Bridge Segment (Special Bridge Structure) - Bridge Approach Segment (Pylon Supports) Retained Fill Segment (Retaining Walls) ‹;""i Access Paths Edina Promenade Figure 50 Overpass at 72ns St. - Option 6 & 69th St. Option Overpass Concepts Legend I Retained Fill Segment (Retaining Walls) <--'. Access Paths Bridge Segment (Special Bridge Structure) Bridge Approach Segment (Pylon Supports) Edina Promenade Urban Design Plan April 12, 2007 _ 67 Option 6- 1:12 Ramps (8.3%) wo*w .~ • 17,t1'.,'Ail TI I v(11 -1 l'i!"7:11=x`1 4" -MO 0 100 300 Feet 69th St. Option I - 1:20 Ramps (5%) IV. Promenade Design Option I. In this option (Figure 47), the bridge approach on the west side would me- ander or 'snake' in order to create enough distance for the 420'-long approach. This would require a greater easement from and would have a greater impact on the Sunrise Assisted Living property. The bridge would be positioned diagonally across the intersection. In order to shorten the bridge span, it might be feasible to locate a pylon in the median of France Avenue. Option 2. In this option (top plan in Figure 48), the bridge approach on the west side is straightened out, but it curves around the corner at Lymar Lane. The bridge configuration would be the same as in Option 1. Option 3. In this option (bottom plan in Fig- ure 48), a switchback is introduced on the west side. This would require some ease- ment from the Sunrise Assisted Living prop- erty. It would also be less desirable since the west side approach would be more difficult to clean and, since people do not like to back- track, fewer people might be inclined to use the overpass. The bridge configuration would be the same as in Option 1. Option 4. In this option (top plan in Figure 49), the bridge would be aligned with the north side of 72"d Street, which would create a shorter overall bridge, but would have an impact on the southwest corner of the Byerly's property. In Option 4, any one of the previously dis- cussed configurations for the west side ap- proach could be used. Option 5. This option is similar to Option 4, except that the bridge would be aligned on pylons along the median of France Avenue. The feasibility of this option would need to be tested, due to potential undesirable impacts Edina Promenade Urban Design Plan on the traffic operations along France Ave- nue. Option 6. This option illustrates a potential overpass configuration using steeper bridge approaches. The approaches would have a slope of 8.3%, or a rise of 1' in 12', which would require special handrails and a landing every 25'. 69the Street Overpass The 69th Street Overpass has only one option that locates the bridge approaches along the office complex and Southdale parking lots, on the north side of 69th Street. The two issues with this option are that it would require a long structured approach on the west side, in order to clear the driveway access to the office complex and the Think Bank, and it would require a special pedes- trian crossing of Valley View Road, at the north end. An option, to mitigate the need for the special pedestrian crossing, might be to extend the structured approach over Valley View Road and to descend to grade on the west side of Valley View Road. Overpass Conclusions At this point it is difficult to make recommen- dations regarding which might be the pre- ferred overpass configurations, until further more detailed studies and evaluations •are completed. 72nd Street Overpass As was mentioned before, the straightest configurations would be the most preferable, however, they may have impacts on adjoining properties and on traffic operations. The key issues that need to be addressed for the 72nd Street overpass are: ° Feasibility of fitting the west side ap- proach in the 72"d Street ROW, or getting easements from the Sunrise Assisted Living property. 'CTRS April 2007 68 Preliminary Cost Estimate IV. Promenade Design length of the project and then proceeding to implement the rest of the project. Also, since the special feature areas call for including public art, they could be imple- mented incrementally, depending upon the funding and arts program requirements. • Feasibility of getting easements from the Home Store, and, potentially, also from the Byerly's properties. • Feasible of placing one or more support pylons in the median of France Avenue. 69th Street Overpass The key issues that need to be addressed for the 69th Street overpass are: • Feasibility of fitting the approaches and bridge supports in the 69th Street ROW. ▪ Which side of Valley View Road should the west side approach be located. Following is a preliminary construction cost estimate for the proposed Edina Promenade site improvements. The estimate is based on the concept design developments presented in this report. The detail in the cost estimate represents the level of refinement that has been completed to date. The cost estimate data, presented in the four cost estimate tables, includes a cost estimate for each of the three segments, identified be- low, and a summary of all the costs, including the York Avenue underpass. Segment Approximate Length North Segment 700' Middle Segment 1000' South Segment 1100' For comparison, the approximate lengths of the North Park segment in the Centennial Lakes Park is approximately 700' from the north edge of the Park to the Parklawn Ave- nue bridge. Various options exist for staging the project. The project could be implemented by seg- ment, or it could be implemented by con- structing the bicyclist path first for the full Edina Promenade Urban Design Plan URS April 2007 69 ATTACHMENT B - PROJECT SUPPORT LETTERS July 17, 2007 Heather Worthington Assistant City Manager City of Edina 4801 W. 50th St. Edina, MN 55424 Dear Heather: We are writing to you in support of the proposed pedestrian bridge in the Southdale area of Edina. This would give area residents much-needed pedestrian access to all that the area has to offer. In the Cornelia neighborhood, we live within walking distance of the library, shopping, medical offices, restaurants, the YMCA, movie theatres and the wonderful Centennial Lakes Park, but cannot safely access it on foot due to the heavy volume and high speed of traffic on France Ave. A pedestrian bridge at 72" and France would be a wonderful asset for our community — we think the city would be surprised at the pedestrian traffic it would generate and the boost it would give to the livability of our area. We would love to get out of our cars and walk. When this area was initially developed in the late 1950s one of its main selling points was the proximity to all of the Southdale amenities. A look at new development today shows that such amenities are still important but in addition today's buyers are seeking pedestrian-friendly communities. The proposed bridge is a good start in that direction and will increase the area's attractiveness to future buyers. We are proud that Mayor Hovland has signed the U.S. Mayor's Climate Protection Agreement and see building pedestrian-friendly communities as a way to meet the first goal of that agreement - to "Strive to meet or beat the Kyoto Protocol targets in their own communities, through actions ranging from anti-sprawl land-use policies to urban forest restoration projects to public information campaigns." With this project we have an opportunity to start delivering on that promise. We hope that this project will go forward, and understand that you have applied for grants to help facilitate the funding of this proposal. We strongly lend our support to the project, and would be happy to work with the City to make this plan come to fruition. Sincerely, Vaughn Asselstine Paul Swanberg Susan Johansen Christine Misselt Lorenzo Tunesi Lynn Swanberg Gier Johansen A. Lynn Misselt Eman Zhody Paulette Hastings Robert Gubrud Deborah Swanson Dan Nelson Paul Hastings Rosie Gubrud Scott Swanson CYPRESS EQUITIES July 3, 2007 Heather Worthington Assistant City Manager City of Edina 4801 W. 50th St. Edina, MN 55424 Dear Heather: We are writing today in support of the proposed pedestrian bridge over France Avenue that will serve the area in and around our property. This important link will provide residents living west of France Avenue a means of crossing France Avenue, which is a busy six-lane thoroughfare in this area. The continued economic prosperity of the Southdale Area is augmented by the ability of pedestrians to access this important shopping and commercial corridor. We hope that this project will go forward, and understand that you have applied for grants to help facilitate the funding of this proposal. We lend our support to the project, and would be happy to continue discussions with the City to make this plan come to fruition. cerely, '414 Kirk Williams Williams V.P. of Development 15601 Dallas Parkway, Suite 400 Addison, Texas 75001 (972) 361-5804 Fax (972) 361-5928 www.cypressequities.com July 16, 2007 Heather Worthington Assistant City Manager City of Edina 4801 W. 50th St. Edina, MN 55424 Dear Heather: As follow-up to our conversation last month, I am writing to urge the early creation of a pedestrian bridge over France Avenue at 72" Street. The most important reason to create this connection from the neighborhood west of France Avenue to the Southdale Area is safety. Crossing France Avenue on foot or bicycle is tricky business. The combination of heavy traffic, drivers who don't always see pedestrians, and the timing of the walk light (quite short to get through six lanes) make for a potentially dangerous situation. Other reasons to consider this bridge include the positive benefits of getting residents out of their cars — to create a greater sense of community, to encourage exercise for better health, to combat the obesity epidemic in children and adults, and to reduce environmental damage of gas consumption and emissions. The Southdale Area offers entertainment, dining, shopping, educational and business opportunities for residents of all ages. I support the City's efforts to acquire funding for this project, and will assist however I can to make this plan a reality in the near future. Sincerely, Paulette G. Hastings ATTACHMENT C - COST ESTIMATE Construction Cost Estimate City of Edina 72'd Street Pedestrian Bridge Federal Aid Participating Items (TE) Bridge Structure: (10,500 SQ.141'. X $150/sf) $ 1,575,000 - Deck, Beams, Superstructure, Pier Footings, Railings Bituminous Trail 10' (5300 SF X $3/SF.) $ 16,000 Cast In Place Retaining Wall (2440 SF. X $100/ SF.) $ 244,000 Guard Railings (285 LF X $250/LF.) $ 71,000 Trail Lighting (LS.) $ 104,000 Signage (LS.) $ 10,000 Traffic Control (LS.) $ 50,000 Landscaping (LS.) $ 20,000 Construction Total $2,090,000 Engineering / Administration 25% $ 523,000 Total Project Cost $2,613,000 Notes: - Cost are indicated in 2007 dollars. - Cost Based on preliminary concept. Actual cost will be based upon final design selected as part of a context sensitive public involvement process. 72w' Street Pedestrian Bridge ATTACHMENT D - APPENDIX K / PROJECT IMPLEMENTATION SCHEDULE APPENDIX K Project Implementation Schedule Please check those that apply and fill in anticipated completion dates 1) Project Scope Stake Holders have been identified X Meetings or contacts with Stake Holders have occurred 2) Layout or Preliminary Plan Identified Alternates Selected Alternates X Layout or Preliminary Plan started Layout or Preliminary Plan completed Anticipated date or date of completion 2.0 oi?) 3) Environmental Documeiation EIS EA PM DocumenOtatus A Document not started Document in progress; environmental impacts identified Document submitted to State Aid for review (date submitted Document approved (need copy of signed cover sheet) Anticipated date or date of completion/approval 4) RfW No R/W required R/W required, parcels not identified R/W required, parcels identified R/W has been acquired Anticipated date or date of acquisition btcteh 113.e r zmol 5) R'Alroad Involvement VS No railroad involvement on project Railroad RJW Agreement required; negotiations not begun Railroad R/W Agreement required; negotiations have begun Railroad R/W Agreement is complete 6) Construction Documents/Plan k Construction plans have not been started Construction plans in progress Anticipated date or date of completion Construction plans completed/approved 7) Letting Anticipated Letting Date Vikt t '10 (t. Islib til:ilIEtJ 1 1 toi I.4. 1,, ftsiowsw--- A 3 tginif --r Greater Southdale Area Final Land Use and Transportation Study Report December 2005 Prepared for: Hennepin County and The City of Edina Prepared by: Hoisington Koegler Group Inc. Meyer Mohaddes Associates Bonz and Company IBI Group Section Contents and Acknowledgments Page Introduction 1 Forces of Change 7 Southdale Area Today 13 Exploring the Future 21 Public Initiatives 51 Moving Ahead 69 Appendix A - Supporting Information A-1 Appendix B - Existing & Planned Land Use, GBA, and Dwelling Units By Block B-1 Figure Page IFigure 1-Boundaries of Study Area 1 Figure 2 - Metropolitan Council Forecasts 8 Figure 3 - Income 8 Figure 4 - Age of Population 8 Figure 5 - Regional Context 9 Figure 6 - Existing Land Use 14 Figure 7 - Street Functional Classification 16 Figure 8 - Current Traffic Volumes 16 Figure 9 - PM Peak Hour Intersection Operations - Existing Conditions 17 Figure 10 - France Avenue Intersection Operations - Existing 18 Figure 11 - Existing Transit Routes 19 Figure 12 - Pedestrian Catchment Areas 20 Figure 13 - Concept One 25 Figure 14 - Concept Two 27 Figure 15 - Concept Three 30 Figure 16 - Southdale Area Planning "Districts" 32 Figure 17 - Land Use Plan Concept 33 Greater Southdale Area Contents Land Use and Transportation Study Page i Figure 18 - Health Care and Housing District 34 Figure 19 - Regional Retail District 36 Figure 20 - Example of Land Bridge 37 Figure 21 - Area Affected by Grade Separation 38 Figure 22 - Promenade District 40 Figure 23 - Centennial Lakes District 41 Figure 24 - Edge West District 42 Figure 25 - Edge East District 42 Figure 26 - Future Level of Service 43 Figure 27 - Areas of Intensification and Change 44 Figure 28 - Existing Massing of Greater Southdale Area 45 Figure 29 - Distribution of Building Height 46 Figure 30 - Southdale Area Sidewalks 48 Figure 31 - Southdale Area Trail Connections 49 Figure 32 - Promenade District 53 Figure 33 - Cross-Section of Edina Promenade Street 54 Figure 34 - Alternative Target Layout 55 Figure 35 - Perspective Looking Northeast 56 Figure 36 - Perspective Looking Southeast 56 Figure 37 - Perspective Looking Southwest 56 Figure 38 - Looking South Along Promenade 56 Figure 39 - Streetscape - Promenade Retail Street 57 Figure 40 - Streetscape - Promenade Residential Street 58 Figure 41 - Streetscape - Typical Mixed-Use/Commercial Street 59 Figure 42 - Streetscape - Typical Residential or Commercial Street 60 Figure 43 - Streetscape - Typical Streetscape Adjacent to Parking 61 Figure 44 - Elements of Transit System 62 Figure 45 - Pedestrian Catchment Areas 63 Figure 46 - Preliminary Cost Estimates for Promenade 70 Figure 47 - Current Zoning 72 Contents Greater Southdale Area Page ii Land Use and Transportation Study Consulting Team Hoisington Koegler Group, Inc. Meyer, Mohaddes Associates (a business unit of Iteris, Inc.) Bonz and Company IBI Group Hennepin County Katie Walker, Project Manager Larry Blackstad, Department of Transit & Community Works Board of Commissioners Gail Dorfman, Commissioner Mike Opat, Commissioner Randy Johnson, Commissioner Penny Steele, Commissioner Linda Koblick, Commissioner Mark Stenglein, Commissioner Peter McLaughlin, Commissioner City of Edina Craig Larsen, Project Manager City Council James Hovland, Mayor Scot Housh, Council Member Alice Hulbert, Council Member Linda Masica, Council Member Ann Swenson, Council Member Planning Commission Stephen Brown Helen McClelland David Byron David Runyan Mike Fischer Michael Schroeder Floyd Grabiel Geof Workinger John Lonsbury Transportation Commission Dean Dovolis Marie Thorpe Joni Kelly Bennett Les Wanninger Warren Plante Jean White Fred Richards Greater Southdale Area Acknowledgments Land Use and Transportation Study Page iii Community Advisory Committee Warren Beck Jerry Cohen John Donnelly Michael Fischer David Ingham Gordon Johnson Arrie Larsen Manti John Lundquist Jack Pastor Jack Rice Fred Richards Boyd Stofer Gary Strong HarveyTurner Brent Wilde Technical Advisory Committee Jim Barton (Metropolitan Council) Bob Byers (Hennepin County) Tom Foley (City of Richfield) Adam Harrington (Metro Transit) Bob Hawbaker (City of Bloomington) Wayne Houle (City of Edina) Gordon Hughes (City of Edina) Torn O'Keefe (MNDOT) David VanHattum (1-494 Commission) Bob Wilson (City of Edina) Futures Workshop Participants Don Brauer Jay Lindgren Mark Enger Brenda Quaye Bob Engstrom Hazel Reinhardt Larry Laukka Michael Schroeder Acknowledgments Greater Southdale Area Page iv Land Use and Transportation Study Figure 1 Boundaries of Study Area Introduction This document contains the findings and recommendations of the Greater Southdale Land Use and Transportation Study. The Study is a joint undertaking of the City of Edina and Hennepin County. The Study presents a vision for the future the Greater Southdale Area and describes the ways the City of Edina and Hennepin County can influence making this vision become reality. The foundation for the Greater Southdale Land Use and Transportation Study comes from the City of Edina's 20/20 Vision. The City prepared this strategic plan in 2000 to serve as a guide to face the critical issues that will shape Edina's future. Edina's 20/20 Vision was designed as an action-oriented guide to planning and resource allocation for a three to five year period. The strategic planning process led to the identification of nine strategic objectives. Each of these objectives addresses important directions and issues for Edina. One of these objectives (#6) called on the City to "facilitate the evolution of Southdale and environs into a premier shopping, business and health care center." The Greater Southdale Land Use and Transportation Study represents the strategy for achieving this objective. Study Area For the purposes of this study, the "Greater Southdale Area" is defined by Edina's corpo- rate boundary (east and south), State Trunk Highway 62/Crosstown (north) and the ex- tension of Valley View Road (west). These boundaries capture the core of the Southdale Area (between France Avenue and York Av- enue) and the immediately adjacent proper- ties. While this area serves as the primary focus for the Study, it must be recognized that the implications of future land use and transporta- tion decisions are not confined by this bound- ary. Development in the Greater Southdale Area affects traffic on streets leading into the Area. Development in the Greater Southdale Area has implications for adjacent residential neighborhoods in Edina and in Richfield. Com- mercial and office connections extend along the 1-494 corridor. These issues and other devel- opment implications lie beyond the scope of this study. One objective of the Study is to lay Greater Southdale Area Introduction Land Use and Transportation Study Page 1 the foundation for further investigation and planning for land use and transportation issues related to future development in the Greater Southdale Area. Vision for Greater Southdale Area An old story about two stonecutters describes the need for a vision for the Greater Southdale Area. When asked what they were doing the first stonecutter said, "I'm cutting this stone into blocks." The second replied, "I'm on a team that is building a cathedral." Without a vision, the Area will evolve much like the work of the first stonecutter. Change will be incremental. New pieces are added without a clear picture of what is being built. The vision provides the picture of the "cathedral" that the Greater Southdale Area seeks to be- come. Each public and private investment helps to build the desired future, not just fit cleanly with the next "stone block". The Greater Southdale Land Use andTransportation Study provides a framework for building the future Southdale Area. The cornerstone of that building is the Vision. Articulating the Vision serves several purposes: • The Vision serves as a tool for evaluating proposals, projects, ideas and new direc- tions. How does this action fit with the Vision? • Creating a Vision Statement allows a shared understanding of community desires for the future. • The Vision encourages the community to consider the future, even to a future that is twenty years distant. The Vision provides an anchor in times of conflict and change - a way of finding common ground and shared values. The Vision encourages imagination, recognizing that the direction it sets will be the reality of the future. The Vision creates energy and enthusiasm for maintaining the commitment to the Comprehensive Plan. The vision for the Greater Southdale Area grew out of the guidance received from meetings and workshops conducted in the planning process. The vision is not a single statement, but a collection of principles that describe the character and qualities of the Greater Southdale Area. The Greater Southdale Area will maintain and enhance its status as a premier shopping district. • The Greater Southdale Area offers a combination of businesses and a setting that is unique from any other place in the region. • The Area provides goods and services that meet regional, community and neighbor- hood needs. • The continued evolution and success of the Southdale Shopping Center forms the foundation for the future. Introduction Greater Southdale Area Page 2 Land Use and Transportation Study The Greater Southdale Area is place for people to live, work, play and shop. • The Greater Southdale Area is a vibrant mix of housing, jobs, commerce, health care, and entertainment. • A strong integration of this mix of land uses creates the opportunity to reduce traffic on Area streets. • Development in the Greater Southdale Area can meet the housing needs of Edina with options that may not fit in other locations within the city and creates a potential base of customers and employees for local businesses. • Fairview Southdale Hospital and related health care facilities are essential elements of the Greater Southdale Area. The Greater Southdale Area is designed to facilitate movement in a variety of ways. • The street system allows for the safe and efficient movement of vehicles to, within, and through the Greater Southdale Area. • Careful planning of land use, transit and parking work to mitigate the adverse effects of increased traffic volumes. • A viable system of internal transit and supporting parking will facilitate non-auto travel in Area. • An inter-connected system of trails, sidewalks and street crossings allow people to travel to and within the Greater Southdale Area. Need for Public Action This vision is not self-creating. Market forces and private investment alone will not create the desired future for the Greater Southdale Area. This Study shows a clear difference between more development and making a great place. The strategic objective for the Greater Southdale Area is not simply to attract private investment. The goal is to create a premier shopping, business, residential and health care center. This action will not be achieved without public guidance, action and investment. This Study presents a series of public initiatives that shape the future of the Area. These investments are crucial to managing land use and transportation. The Study focuses on the elements of what, why and how for each of these strategic public investments. "What" de- scribes the nature of the investment. "Why" explains the relevance of the investment. This understanding is essential. "Why" brings the commitment to make difficult decisions. The stakeholders understand why the decision is important to Greater Southdale Area. "Why" creates the ability to adapt to changing conditions. Understanding the rationale may lead to other paths with the same outcome. "How" provides the knowledge and the means needed to make the investment. With limited financial resources and other competing needs, it is essential that creative and effective funding strategies are needed to achieve the vision. Greater Southdale Area Introduction Land Use and Transportation Study Page 3 The Greater Southdale Area is not a typical redevelopment setting. The focus of redevelop- ment involves actions to correct physical or economic blight. Neither of these factors are obvious in the Greater Southdale Area. In fact, the opposite is true. The Greater Southdale Area is a vital and dynamic place. A variety of new developments have been proposed or are being considered. Current conditions may create a sense of complacency - if it isn't broken, don't fix it. However, the failure to plan and to act will have consequences: • Opportunities will be missed. The initiatives described in the Study require the coordination of multiple development projects. One missing piece keeps the whole puzzle from coming together. • The Greater Southdale Area is not immune to blight. The failure to facilitate the evolution of the Area opens the door to blight. Blight is not a thing, but a cycle of change. Over time, all buildings experience physical deterioration. In a healthy setting, property owners have the incentive and ability to reinvest in the building. Deterioration is stopped before it becomes a problem. The failure to plan and to act could remove this incentive for some properties in the Greater Southdale Area. In a place, like the Southdale Area, blight is the equivalent of a cancer. It begins small and spreads. Blight makes the Area ill both physically and economically. • The old saying that "an ounce of prevention is worth a pound of cure" applies to community development. The failure to plan and to act may lead to the need for more radical and difficult changes in future. Many things are harder to fix when they are really broken. Using the Study This Study articulates the vision for the future of the Greater Southdale Area. This vision cannot be achieved overnight. This master plan presents a framework for guiding actions over the next 20 years. Some actions occur in the near term (1 to 5 years), while other steps may not be taken for years to come. This Study must not be viewed as a "blueprint." It does not attempt to prescribe the specific location, size and use of structures. Instead, the Plan uses text and illustrations to guide private and public investments in a manner that creates and maintains the Area desired by Edina. The Study shows how the Greater Southdale Area might appear and function by applying the principles and taking the actions described in this Study. A series of interrelated elements make up the Greater Southdale Area Land Use and Trans- portation Study: Forces of Change The Study explored the critical trends and forces that will shape the future. These forces provide context for the vision and for proposed public initiatives. This section summarizes the findings from the study process. The information in Appendix A contains more detailed information on the forces of change. Introduction Greater Southdale Area Page 4 Land Use and Transportation Study Southdale Area Today This examines current land use and transportation conditions in the Greater Southdale Area. Understanding what exists today is an essential element of planning for the future. Exploring the Future The Study describes a future land use pattern for the Greater Southdale Area and implications for transportation systems. The land use pattern is expected to contain more mixed-use de- velopments that integrate housing, shopping and employment opportunities. This mix is expected to create dynamic new development areas and possibilities for new forms of transit. It also seeks to forge a stronger link between the Southdale Shopping Center and the Centen- nial Lakes area to the south. Public Initiatives The Study identified two critical public initiatives: a central "spine" street and an internal transit system. These initiatives are fundamental to shaping future land use and transporta- tion in the Greater Southdale Area. This section describes each of these initiatives, their implications for the future of the Area, and strategies for undertaking the initiative. Moving Ahead The Greater Southdale Area Land Use andTransportation Study is not an end, but a step in an ongoing process. The findings of the Study show that the Greater Southdale Area is part of broader land use and transportation systems. This section outlines other important planning that should build on the results of the Study. This section provides additional information on the regulatory and financial tools that can be used to undertake the initiatives and other public actions needed to achieve the vision for the Greater Southdale Area. Greater Southdale Area Introduction Land Use and Transportation Study Page 5 This page left blank intentionally Introduction Greater Southdale Area Page 6 Land Use and Transportation Study Forces of Change Looking back provides an interesting perspective on planning for the future of the Greater Southdale Area. In 1955, Southdale Shopping Center was beginning to rise out of the ground. France Avenue looked more like a country road than a major urban transportation corridor. Over the past fifty years, the Area has evolved into one of the most unique and identifiable places in the Twin Cities. The key question now becomes "What will the Greater Southdale Area be like in 2025, twenty years from now?" To help answer this question, the Study used a series of investigations to understand the forces that shape future land use and transportation in the Greater Southdale Area. These investiga- tions collected and analyzed information from a wide range of sources: • A "futures workshop" assembled a group of visionary thinkers to explore the future of Edina. • Two public workshops allowed the community to inform and guide the consulting team. • "Stakeholder" interviews allowed the consulting team to learn about the plans and concerns of key parties in the Area. • A "community advisory committee" provided critical assessment and feedback throughout the process. • A "technical advisory committee" contributed information and guidance from key staff. • City policy makers (Members of the City Council, Planning Commission and Trans- portation Commission) provided guidance through two workshops. • The consulting team collected and analyzed an array of data about the Greater Southdale Area. These investigations produced a series of findings about the Greater Southdale Area. These findings provide the framework for the creation of plans for the future of the Area. This section of the report summarizes the fmdings. Additional supporting information about the study area, community demographics, market consideration and transportation issues can be found in Appendix A. More Jobs Than People In the 1990's, the number of jobs in Edina surpassed its population. This trend is forecast to continue. The most recent forecast by the Metropolitan Council shows Edina's population increasing by 4,075 from 2000 to 2030, a rate of 8.6%. During the same period, Edina is forecast to add more than twice as many new jobs (9,647), growing by 18.3%. Office development will continue to seek proximity to 1-494 and other locations along the regional freeway system. The ability to capture this growth may be constrained by existing regulations. Edina development regulations limit the permissible volume of commercial office development to a .5 floor-to-area (FAR) ratio. This limits the intensity of develop- ment use. Under this limitation, many developers of major Class-A projects may find it Greater Southdale Area Forces of Change Land Use and Transportation Study Page 7 80,000 60,000 40,000 20,000 0 1990 2000 2010 2020 2030 1=1Population 46,070 47,425 49,000 50,000 51,500 IDEmployment 44,534 52,753 57,100 60,000 62,400 Median Age 34,2 .11 Median Pge 34.9 • Median Age 44.5 Twin Cities SMSA 1-bn4epin Ccunty Edina Ze6 504 75:6 1506 MUnder5 D5toiS U20tn34 D35to64 •65andolder Figure 2 Metropolitan Council Forecasts difficult to build recognizable - and typically parking), and may seek alternative locations. Excellent Demographics Part of the development attraction for Edina comes from excellent demographic character- istics. In 2000, Edina ranked substantially above the County and the region in terms of income, educational attainment and profession occupations. The ability to maintain these dis- tinctions will be a factor in future develop- ment. Older Population Edina has been a more mature community. The age of the local population is notably higher than the region as a whole. In 2000, almost 23% of Edina residents were age 65 or older. Another quarter of the population (26.5%) fell in the 45 to 64 age bracket. Age influences many aspects of development, including demand for goods, ser vices and hous- ing. Age shapes expectations for city govern- ment. Age is a factor in the number of chil- dren seeking enrollment in the public school system. larger and/or taller - buildings (with covered Figure 3 Income (2000 Census) Figure 4 Age of Population (2000 Census) Forces of Change Greater Southdale Area Page 8 Land Use and Transportation Study Downtown Rldredale • • • • • Ask 50th & tt tt France • • •• • to • • 41111,41:,"ig jostsanalsolia, ./t111111111.111111114111111111 ,,,,, )111111 lllllllll I 11110101111111111 lll ii111111111!Ifnillin-It't ••• Figure 5 Regional Context More Competition Edina faces additional competition for all forms of development. Suburban growth continues to radiate outward to the west and southwest of Edina. Eden Prairie Center and Ridgedale offer more convenient shopping for these communities than the Southdale Area. New development planned at the Mall of America is likely to include more than 800,000+ square feet of retail/restaurant space as well as office, hotel and entertainment-related com- ponents. Among its primary competitors, Southdale draws upon the largest market, but median house- hold incomes in the Eden Prairie Center and Ridgedale markets exceed the Southdale mar- ket. Market Pressures All investigations conducted for the Study reached the same conclusion - the Greater Southdale Area is attractive to new development Market research and stakeholder interviews are supported by real actions. Consider what occurred during the twelve month course of the Study: Southdale Shopping Center was purchased by Mills Corporation. Mills is preparing plans to renovate and enhance this commercial icon. • Target began planning for the replacement of the existing store with a Super Target. • Cypress Equities purchased the Centennial Lakes Theater and for redevelopment into housing and retial. A mixed use project is under consideration by the Edina Planning Commission. Greater Southdale Area Forces of Change Land Use and Transportation Study Page 9 Development Opportunities In addition to redevelopment and renovation, a series of specific development opportunities play a role in shaping the future of the Area: • Housing will be a part of future development in the Southdale Area. All of the investigations conducted during the study process indicate demand for additional hous- ing. The Greater Southdale Area provides an opportunity for the community to establish additional life-cycle housing. New housing in the area can address the need for entry level housing, empty nester housing, senior housing and affordable housing. Additionally, new housing in the Greater Southdale Area can provide alternatives for Edina residents desiring to move out of existing single-family homes thereby provid- ing opportunities to attract new families to the community. If highway travel becomes more difficult and expensive, housing near the large Edina employment base may become more attractive. Housing reduces peak period traffic volumes and produces more favorable impacts on traffic than additional office devel- opment. • Office development will continue to seek locations along regional highway corridors and near Fair view Southdale Hospital. • Edina removed its prohibition on the serving of beer and wine (1996) and hard liquor (2002). These actions have opened new opportunities for eating and drinking estab- lishments in this strong market. The Southdale Area offers a strong location for lodging. The area's assets include its direct access to regional highway system with connections to Minneapolis-St. Paul Airport, high-end office space, Fairview Southdale Hospital, and services and ameni- ties such as restaurants, high-end retail shopping and the Centennial Lakes Park. Health Care Center Ongoing growth in the health care industry will be fueled by (1) an aging population, (2) the Area's status as a major medical center, and (3) the emergence of new medical technologies and practices (e.g., lasik eye surgery). These factors are likely to drive ongoing growth in demand for medical and other health care-related developments in the Area. Future plans for Fairview Southdale Hospital influence a variety of land use and transporta- tion issues: • The Hospital is committed to long-term operations at this location. • Significant physical expansion of the facility is not expected. • Future development could come in the form of clinics and other support services. • The constraints of the Medicare system present economic challenges for serving an elderly population. • This area is the location of a variety of current traffic problems identified by the public. • A medical clinic has been considered as a future use for a portion of the Southdale Center. Forces of Change Greater Southdale Area Page 10 Land Use and Transportation Study Density of Development Increases Recent development proposals demonstrate that future development in the Area is likely to seek greater density. Several factors fuel this trend: • The value of property requires additional development to make projects financially feasible. • Market forces encourage the conversion of underutilized property to more intensive uses. • There is an increasing market acceptance of development containing a mixture of uses. In planning for future land use and transportation, additional density produces some advan- tages Vertical density creates additional opportunity for green space. Development is ac- commodated by going "up" not "out". Density increases the potential user base for an internal transit system. More Traffic Traffic volumes over the next 15 years are projected to increase regardless of the land use decisions made in the Study. Several factors contribute to future traffic volumes in the Greater Southdale Area: • France Avenue is a regional transportation corridor. Traffic moves through the Area seeking other destinations. • Congestion on the regional highway system shifts traffic onto France Avenue and other streets in the Area (York Avenue, 76th Street, 70th Street, and 66th Street). • Redevelopment will likely seek an intensification of use. As this occurs, future de- velopment contributes more potential trips to the transportation system. • A by-product of successful redevelopment is attracting more people into the Area. Opportunities to Mitigate Congestion There is a growing trend in land use and transportation planning to create stronger relation- ships between live-work-shop land uses in an area. From a regional perspective, these rela- tionships take trips off of the regional highway system. On local streets, mixing land uses and spreading the trips over longer time periods (minimizing peak period volumes) mitigates congestion. Redevelopment can be used to mitigate the congestion created by traffic volumes by: • Creating a more diverse and interrelated land use pattern. • Providing an internal transit system that provides an alternative to automobile trips. • Providing a functional and connected system of parking and pedestrian improvements that promote non-vehicular movement to and within the Area. • Coordinating and enhancing the access to property from major transportation corri- dors. • Building new streets to take local trips off of France Avenue. Greater Southdale Area Forces of Change Land Use and Transportation Study Page 11 • Creating stronger connections with regional transit services to reduce automobile trips. Pedestrian Improvements Needed Both public input and study investigations discovered a lack of adequate pedestrian improve- ments in the Area. Pedestrian movement in the Area is impaired by several factors: Lack of adequate sidewalks and trails throughout the Area. Sites oriented to automobile use. Lack of connection between uses in the Area. Lack of connection with adjacent residential neighborhoods. Ability to safely cross streets. Technology If technology continues to change at the same pace, it is difficult to predict all of the implica- tions for the Greater Southdale Area. The study process raised several important points about technology and future development in the Greater Southdale Area: • The Greater Southdale Area must be supported by quality and reliable technology infrastructure. . The Internet provides a competing marketplace for retail goods and services. The Greater Southdale Area can respond by enhancing the experience of shopping in person. • Technology allows more business to occur in nontraditional settings. Cell phones and WIFI make offices a moveable place. Coffee shops become conference rooms. Of- fice support become retail opportunities. Forces of Change Greater Southdale Area Page 12 Land Use and Transportation Study Southdale Area Today As the name implies, the Greater Southdale Land Use and Transportation Study is a planning effort focused on the integration of future land use planning and planning for transportation systems. Although the two have been considered simultaneously, they represent somewhat the classic "chicken and the egg" scenario. Land use and transportation are intertwined. Land use influences the nature of traffic in the Greater Southdale Area. More development adds trips to the local street system. The nature of the development influences the number and timing of these trips. Land use can work to reduce the congestion created by additional traffic through balancing development types and building inter-relationships that reduce the need for travel. The transportation system also influences land use. Streets determine where development can occur. The nature of the street influences the form and character of adjacent develop- ment. Safe and convenient access is one element of sustaining businesses. Transit and parking improvements allow more options in the location and form of development. The Greater Southdale Land Use and Transportation Study seeks to understand these rela- tionships and how they influence the future of the Area. Land Use Planning for the future does not start from a clean slate, but from an existing built environ- ment. The Greater Southdale Area is a dynamic and changing environment. The Study process began by seeking an understanding of existing conditions and their influence on future development. The map in Figure 6 shows existing land use for property in and around the study area. (Additional information about the characteristics of the study area can be found in Appendix A.) The Greater Southdale Area has evolved into a mixed use district. The Area began as a place of commerce. Beginning with Southdale Shopping Center, the Area has a strong identity as a retail center. Fairview Southdale Hospital and proximity to the transportation system (high- ways and airport) served as a catalyst for office development. Over the past 20 years, hous- ing has been added to the Southdale landscape. This evolving mixture of goods, services, jobs and homes creates a framework for future development. Several important physical characteristics shape the existing development pattern. Fairview Southdale Hospital is the defining land use on the northern edge of the Greater Southdale Area. The Hospital brings visitors and jobs into the Area. The Hospital provides a catalyst for other development - offices, clinics, services, and parking. Future growth of the Hospital is not expected to result in the outward expansion of buildings. Growth will more likely result in the intensification and specialization of functions within the current building footprint. The success of the Hospital should continue to attract other medical related busi- nesses to the Southdale Area. Greater Southdale Area Southdale bclay Land Use and Transportation Study Page 13 Legend Shelikea S•nevr an* (Mashed Smsk Farily kw:Me ' 1,1,6Vanuti firtai ma Other Car/wail °Ike NMI !Axed Use Res'dent4 NI Wed Use InduWiit M.14 WO CPTInveul 8,1 Other . Irelustnel enIUU.tr ingevtionao MN PL,RecOakiroal Aware MN 044 Coyne 1.11 *MO, 1494Ney Underen op •- 66th Street Southdale Shopping Center Figure 6 Existing Land Use No single use defines the Area more than the ,Southdale Shopping Center. of the Study was to establish an identity for the Area beyond the Southdale Shopping Center anchors the retail environment of the combined with the layout of the site, influences traffic patterns. The Southdale Shopping Center is not what exists today, but what it will ter. An initial struggle shopping center. The Area. This attraction, critical element of the become in the future. Southdale Area Today Greater Southdale Area Page 14 Land Use and Transportation Study „ I lit hve,w7e- in I While renovation plans for the Center have not been unveiled, it is unlikely that changes will simply result in a renovated and more functional regional mall. The success of recent restau- rant and theater developments show how entertainment expands the character and life of the Center. The possible conversion of a portion of mall space to a medical clinic hints at the variety of potential uses. The public open space in Centennial Lakes jumps off of the existing land use map. No other comparable place can be found in the Greater Southdale Area. This feature demonstrates how public space can be an anchor and organizing element for development. The combination of open space, recreation and trails make this space an essential part of Centennial Lakes. The preliminary site design for the Centennial Lakes Theater property seeks to incorporate this amenity. The desire to expand this form of public open space into other parts of the Greater Southdale Area has been a consistent theme of input received during the study process. Fdge uses along France andYork pose important land use challenges. These uses are commer- cial properties along the west side of France (south of 69th Street) and the east side of York (between 66th Street and 70th Street). Development in these locations orients to the street for visibility and access. The variety of street access points from these properties creates movement and safety issues along France andYork. As traffic volumes increase, the ability to access these properties become more difficult. Development in these locations must also recognize connections with adjacent neighborhoods. These parts of the Greater Southdale Area become transition zones between the neighborhoods and the more intense uses between France andYork. Transportation The transportation system in the Greater Southdale Area is a network of trails, streets and freeways that not only connects the study area to the larger region providing for the move- ment of regional travel in, out and through the study area, but also provides connectivity within the study area for local circulation and access. Regional and local travel patterns affect the form and function of the street system in different ways. The transportation system in the study area is multi-modal - autos, trucks, buses, bicycles and pedestrians all share portions of the system. As with regional and local travel patterns, each mode affects the form and function of the street system differently. The complex interaction of movement and mode with the pattern of development in the Greater Southdale Area results in the transportation conditions that are experienced in the study area today. To understand how transportation conditions in the Greater Southdale Area will change in the future and how change in the study area can be guided to maintain a viable transportation system, it is important to peel back the layers of the system and look at how each is affected by movement patterns and modes. Regional movement in the study area is most strongly influenced by two factors - the location of the Greater Southdale Area in relation to other activity centers in the region and the regional attractiveness of the land uses in the study area. The Greater Southdale Area is located between the center and the growing edge of the region, which is important since growth in the region outside the study area will cause growth in the regional traffic that Greater Southdale Area Southdale Area Today Land Use and Transportation Study Page 15 TH 62 _ •-•,; • I i‘ • ', 601h S reel . • • ,,,,, 70th Street FUNCTIONAL CLASS Principal Arterial minor AflpjjaJ n •-• Reliever Evander 0 Minor/Collector CURRENT DAILY TRAFFIC Verdes per Da) IA0 Va) travels through the study area, independent of any changes in the pattern of land use inside the study area. The regional attractiveness of the land uses in the study area - the heavy concentration of destination retail uses in the study area - makes the Greater Southdale Area a destination for regional trips, which ensures that the level of traffic experienced today will grow into the future. Local movement in the study area is most strongly influenced by the pattern and inten- sity of land use in the Greater Southdale area. The current land use pattern (Figure 6) con- centrates retail, employment and residential land uses in the study area into a series of dis- tricts, each with a dominant type of use. The size and proximity of these districts results in the movement of trips within and among them, in some cases in autos or on transit and in oth- ers, by bicycle or walking. The size of the Greater Southdale area is larger than any single walking trip, which results in much of the local movement among districts in the study area being made by driving - on the same streets that are used by regional movements. The freeway and street system in the study area is organized to support both regional and local movement patterns. Streets in the study area are organized by functional class to dif- ferentiate those intended to emphasize regional movement from those intended to emphasize local movement. Figure 7 shows the functional relationship of streets in the Greater Southdale Area. France, 66th and 76th/78th are regional re- lievers for the freeways (1-494, TH 62 and TH 100) that frame the study area. These streets are designed to carry higher traffic volumes (they are wider) and, in the case of France Avenue, at higher speeds than on adjacent lo- cal streets. Pedestrian crossings, particularly of France Avenue, are complicated by the wider pavements. The higher speeds tend to be less accommodating for bicycle traffic. York Avenue and 70th Street are also desig- nated as streets that have a higher circulation Figure 7 Street Functional Classification Figure 8 Current Traffic Volumes (ADD. Southdale Area Today Greater Southdale Area Page 16 Land Use and Transportation Study function. While York Avenue is designed to accommodate this function, West 70th Street is not. Rather it functions as a transportation corridor because of its connections between France Avenue and TH 100, but is designed as a residential street. This imbalance is the basis of a local circulation issue along 70th Street. Traffic from the neighborhoods north and south of the street has difficulty accessing 70th Street, particularly during peak commute periods. The general layout of the regional freeway system, which sandwiches the study area between 1-494 andTH 62, focuses regional travel on France Avenue and to a lesser extent on West 70th Street, York Avenue, and West 66th Street. The ability of the freeway system to adequately carry traffic affects the level of traffic on the study area roadways. Congestion on 1-494 and TH 100 push regional traffic onto the major streets in the study area. Traffic conditions in the study area are described by a combination of overall traffic volumes and the level of congestion at intersections. Traffic volumes are reflective of the roles of each street in the network. Freeway access and "frontage" routes carry higher volumes and because of the barrier nature of the freeway system to local movement (not all streets cross the freeways), traffic concentrates at freeway interchanges on France Avenue, Valley View Drive, and Xerxes/York Avenues. The result is that France Avenue and Xerxes/York carry over 20,000 vehicles per day. 66th Street, 70th Street, and 76th/78th Streets each carry between 10, 000 and 20,000 vehicles per day. Other streets in the study area carry less than 10,000 vehicles per day. The increased connectivity present in the street network on the eastern side of the study area results in less traffic east ofYork Avenue on 66th, 69th, and 70th Streets. The generally high levels of traffic on France and Xerxes/York Avenues tend to be an issue with both pedestrians and bicycles. Traffic congestion at intersections is used as an indicator of how well the transportation sys- tem performs. The method of measuring con- gestion reports a level of service (LOS) based on the delay experienced by vehicles at a par- ticular intersection. Service levels range from A through F with LOS A representing freely flowing conditions and LOS F jammed condi- tions. LOS D is a generally accepted standard for planning and design of urban transporta- tion facilities. Available traffic volume count information for major intersections in the study area was ob- tained from Hennepin County. Data vvas avail- able for only a subset of the signalized inter- sections on France and York/Xerxes Avenues for weekday evening peak hour conditions. These locations, shown in Figure 9, were con- sidered representative of conditions over the study area. Even though the evening peak conditions for Intersection LOS TH 62 Westbound Ramps/France Avenue C(a) TH 62 Eastbound Ramps/France Avenue B(a) West 66th Street/France Avenue C(a) West 69th Street/France Avenue C(a) West 70th Street/France Avenue D(ab) Parklawn Avenue /France Avenue B(a) West 76th Street/France Avenue C Minnesota Drive/West 78th Street/France Avenue C(a b) TH 62 Westbound Ramps/Xerxes Avenue B TH 62 Eastbound Ramps/Xerxes Avenue A West 76th Street/York Avenue c Notes (a)LOS Etc experienced on one or more approaches at these intersections (b)LOS F is experienced on one or more approaches at these intersections Figure 9 PM Peak Hour Intersection Operations - Existing Conditions Greater Southdale Area Southdale Area Today Land Use and Transportation Study Page 17 Hazelton Road 72nd Street Gallagher Drive Parklawn Avenue 76th Street Minnesota Drixo 1-494 Ramps South Sorpoot LEGEND FAInatized Intersection Analyzed filmset-bon • LOS A4:1 0 LOSE el LOS F LOSE Movement LOSE Movement Queues mat Exceed Storage Lengths LOS M) Queue 50%15% LOSE Queue 50%/95% LOS F Queue 50%/95% the representative intersections overall are shown to be acceptable, closer review of the conditions shows that individual intersection movements are experiencing worse levels of congestion. Figure 10 shows the locations of the affected movements on France Avenue and illustrates the extent of queue spillback that is the result of the congestion. TH 62 WO Ramps TH 62 EB Ramps 65th Street 66th Street 69th Street 70th Street Haregon Road Not Soneni Figure 10 France Avenue Intersection Operations - Existing Weekday PM Peak Hour The areas of congestion are related primarily to traffic movements entering or leaving the corridor. The location of France Avenue in relation to the freeways and the location of pro- portionately more high traffic generating land uses on the east side of France Avenue creates a condition where traffic that left turns from France Avenue or enters from the cross street is in conflict with very high volumes of through traffic movement. The high proportion of through movements leaves less green time at intersections for turning and cross traffic and leads to more congested conditions. The analysis shows that conditions can be highly variable as a result of how turning and through traffic movements combine. At the interchange of TH 62 and France Avenue, the short queuing/storage distance for northbound left turns from France Avenue onto west- bound TH 62 causes a queue of waiting vehicles that can interrupt northbound traffic at intersections as far south as 66th Street. Because of the high volumes on France, less green time is available for the TH 62 off ramps and queues on the ramps result, both the eastbound right turn and the westbound left turn ramp movements experience LOS E (capacity) condi- Southdale Area Today Greater Southdale Area Page 18 Land Use and Transportation Study TRANSIT SERVICE Ira at Center issalloalsg - Route 6 Route 18 Route 28 fattealent& Route 86W Route 528 Route 681/687 Cumullmoul aouto 515 Route 538 Route 539 SOth Street tions, even though overall the two ramp intersections are at LOS D or better. Both 69th and 70th Streets provide regional access to the Greater Southdale area (Valley View Drive connects to 69th Street and to TH 169; 70th Street connects to TH 100). Both of these streets serve the southern portion of the concentration of retail uses near Southdale Center. As a result, traffic using 69th and 70th Streets bound for the retail uses crosses similar traffic on France Avenue and proportionately more pressure is placed on these loca- tions. Three of the four left turn movements at 69th Street operate in LOS E. At 70th, the eastbound approach and the westbound left turn is in LOS E, while the northbound left turn is in LOS F. Southbound traffic, while technically operating at LOS D or better at 70th Street tends to generate queues that can extend most of the way to 69th Street. When such queues are present, operations at 69th Street and France Avenue are essentially metered since turning traffic from 69th onto France has difficulty moving onto the congested south- bound lanes. Interaction between the I-494 freeway interchange ramps at the southern end of the study area and the intersection of Minnesota Drive and France Avenue causes similar turning move- ment issues with eastbound and westbound left turns at LOS E and the northbound left turn at LOS F. Weaving of traffic in the section of France Avenue between Minnesota Drive and the 1-494 ramps adds to the variable congestion in this portion of the corridor. Unbalanced lane utilization from southbound motorists attempting to line up for the several on-ramps to 1-494 contributes to the congestion in some lanes on France Avenue while other lanes are free flowing. Although traffic count data was not available for many of the intersections on York Avenue, observations of traffic conditions indicate that the northern portion of the study area have insufficient storage for turning vehicles. The result is periodic blockage of the through lanes with turn lane demands are high. Transit service in the study area is focused on the transit center at Southdale Center. Pri- mary connections are provided between the Southdale area and downtown Minneapolis via a combination of express, limited and local routes. The tails of these primary routes ex- tend into Edina and provide local circulator/ distributor service. Crosstown service is pro- vided on 66th and 76th Streets and links to transit centers in Richfield and Bloomington. Southwest Metro peak express service from Eden Prairie to downtown Minneapolis using TH 62 stops at Southdale and provides a link to the Golden Triangle area. Figure 11 shows the existing pattern of routes. several of the intersections on York Avenue in Figure 11 Existing Transit Routes Greater Southdale Area Southdale Area Today Land Use and Transportation Study Page 19 ••••n • • 'pea. • • • . / t• • I I\ • I • • "." / • ; 1%N • • / • • I . \./ .•••• • •••• • 1 %‘. . L . . . I LEGEND •••• 1144Mte (S Minute) I Radius Walking Cird. • Pedestrian connectivity in the Greater Southdale Area is largely internalized in larger developments. Significant portions of the street system have sidewalks, but some areas do not. The result is a relatively hostile envi- ronment for pedestrians that attempt to walk from one portion of the study area to another, particularly along major streets. The wide crossing distances on France Avenue are dis- couraging to pedestrians and tend to make France Avenue a barrier to pedestrian move- ment to areas west of the study area. While a similar condition is experienced on parts of York Avenue, there are off-street pedestrian connections alongYork Avenue that reduce the barrier nature and enhance connectivity with Richfield. The scale and location of land uses relative to each other in the Greater Southdale Area is large, which tends to reduce the effectiveness of walking as a primary means of travel in the study area. When a five-minute walking circle or pedestrian catchment is used to measure the pedestrian connectivity of the study area, it becomes evident that many of the destina- tion land uses in the study area are not within walking distance of the places people live and work. Figure 12 illustrates the pedestrian Figure 12 Pedestrian Catchment Areas catchment areas. The different districts that make up the study area tend to be of a size that a five-minute walk can get one from the edge to the center. The net result is that trips among land uses within the study area occur, but because of the large size of the study area and limited availability of transit, many of these local trips occur by driving. Southdale Area Today Greater Southdale Area Page 20 Land Use and Transportation Study Exploring the Future Alternatives for the Future In the early stages of the planning process, land use was the starting point. Initial consider- ations addressed a broader scale issue, understanding the alternatives for controlling future development. Edina faces a choice between three basic alternatives: 1) limit development, 2) incremental change, and 3) managed growth. Limit Development Problems related to increased traffic were the most common concern voiced during the initial meeting at the onset of the planning process. A simple response to these concerns would be to limit development. This approach seeks to prevent increased traffic congestion by limiting future development. In reality, the City cannot simply shut the gates. Current land use controls allow for more development at many locations throughout the Area. The City cannot impose a perpetual development moratorium. Even if this were possible, it is not in the long-term interests of either the City or the County. The Southdale Area faces increasing competition for customers and investment. Strict limitations on new develop- ment and redevelopment adds to the incentive for businesses to locate in other places. Pur- suit of this approach over time places the City in the position of risking a downward spiral of the physical and economic condition of the Area. Incremental Change The Greater Southdale Area faces pressure for additional development. Target is proposing to raze its existing facility and build a new SuperTarget. Cypress Equities proposes to replace the Centennial Lakes Theater with retail and housing. The new owner of Southdale Shopping Center (Mills Corporation) is considering options for improvements. Other development projects are being discussed and explored. In each case, the proposed use adds development to the site. Even in the strong Edina market, additional intensity is needed for development to be financially feasible. No single development project makes a tangible difference in current levels of traffic congestion. The cumulative effect of incremental development will be a transportation system that no longer functions at an acceptable level and potential solu- tions that have been lost. Managed Growth From its inception, the Greater Southdale Area Land Use and Transportation Study has been focused on managed growth. Southdale remains one of the Twin Cities most significant com- mercial areas. It will continue to attract strong development and redevelopment interest. Accordingly, the land use and transportation planning efforts of this study are focused on crafting a strategy to carefully guide development while supplying supporting public invest- ments that can produce the greatest benefit to the community. The components of the Greater Southdale Area Land Use and Transportation Study are clearly focused on supporting a strat- egy of managed growth. Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 21 Land Use Categories and Typologies The study process was used to create and evaluate a series of alternative land use concepts for the future of the Greater Southdale Area. These concepts were depicted as a pattern of land uses supported by public redevelopment initiatives. The concept illustrations show broad- scale options for the future. It is important to more clearly understand the nature of devel- opment proposed for the Greater Southdale Area. The section that follows uses text and photographs to define the characteristics of develop- ment desired for the Area. Mixed Use More property is guided for Mixed Use than any other land use category. This designation reflects the evolving nature of the Greater Southdale Area. Over the past 25 years, the Area has become a mixed use district containing places to shop, to work and to live. In a mixed use district, each land use typically occupied a separate parcel of land. The mixing and integration of uses occurred over a broader area. The concept for the Greater Southdale Area proposes mixed uses at the parcel level. In simplest terms, the mixed use category shows locations where it is appropriate to allow commercial and residential uses on the same site. Mixed use is not a singular approach to land use and development. The form of development varies from place to place. Adding a resi- dential component to the Southdale Shopping Center site is different than integrating housing with the retail development along York Avenue. Some mixed use will be horizontal. Each building has a distinct use - retail, office, housing. Buildings with different uses are incorporated into a common site plan. The Cypress Equities proposal for the Centennial Lakes Theater site is an example. The site concept includes housing, retail and restaurant uses. Each use occurs in separate structure. Mixed use development may also be organized in a vertical manner. In vertical mixed use, a single structure contains different land uses. The Excelsior and Grand development in St. Louis Park and the 5000 France Redevelopment at 50th & France are examples of contempo- rary vertical mixed use. Retail uses occur at street level with housing occupying the remain- der of the building. The mixing of uses may take a variety of forms depending on market and site considerations. It is important to understand that this land use designation does not mandate mixed use development. Some parcels shown as mixed use in the land use concept will have singular use - retail, office or housing. The objective of this designation is to create opportunity for mixed use. The land use concept recognizes that encouraging mixed use development is an essential element of managing land use and transportation in the Greater Southdale Area. Mixed use development helps to mitigate the impacts from traffic produced by addi- tional development. Mixed use development creates the potential for shared parking and an overall re- duction in parking spaces. Exploring the Future Greater Southdale Area Page 22 Land Use and Transportation Study • Mixed use development acknowledges the need for additional density while main- taining a strong retail identity. Commercial/Retail The Greater Southdale Area is a place of commerce. It is one of the premier retail districts in the Twin Cities. Edina seeks to maintain and enhance this status in the future. The retail character of the Area must not be lost in the evolution of mixed use development. Early land use concepts in the Study process had more areas of "red" - parcels guided solely for commercial/retail development. The key question in evaluating land use options became "Would mixed use development be inappropriate on this parcel?" It is easy to be swayed by current use and near term prospects for development. The Galleria and Target parcels are prime examples. These sites are exclusively retail with no immediate pressure for redevel- opment with other uses. Yet, there is little that distinguishes these parcels from other mixed use sites in the Greater Southdale Area. Current use does not preclude future opportunity for a mixture of uses. These considerations guided the designation of Commercial/Retail land use. Only the northeast quadrant of York Avenue/66th Street is designated as solely Commercial/Retail. In other locations, the Commercial/Retail land use shows a retail orientation of a mixed use develop- ment. The strips of "red" depict commercial/retail uses with an orientation to the adjacent street. Office Mixed use does not fit in every location. Some places should be dedicated solely for office use. These locations are focused on the 1-494 corridor and property adjacent to Fairview Southdale Hospital. The Office land use is intended for higher density places of employment. Traffic can be oriented to the regional highway system and potential future transit system improvements. The land use concept provides alternatives for other higher density uses (housing and hotel development) that might seek these locations. The Office land use is not the sole place for office development. Some parcels guided for mixed use will retain an exclusive office use. The land use concept also anticipates that office uses will be part of mixed use development project. High Density Residential Some parts of the Greater Southdale Area should be exclusively residential in nature. The goal is to create and sustain quality places to live. The largest amount of stand-alone residen- tial land use is High Density. This land use establishes a pattern consisting of multi-family housing types such as apartments and condominiums. Densities within the High Density Residential land use averages between 20 and 45 units per gross acre. Buildings range in height from two to as much as 15 to 20 stories. The majority of High Density Residential land use in the land use plan depicts existing land use. The only new area of High Density Residential development is along the west side of Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 23 Xerxes Avenue north of 66th Street. High Density Residential land use is also shown within a broader area of Mixed Use develop- ment. This approach suggests the orientation of land uses within an area of mixed uses. Medium Density Residential This area represents areas of attached housing units (duplexes, triplexes, and townhomes) with a gross density not in excess of 20 units per acre. The areas shown in the land use plan follow existing land uses. No new areas are proposed exclusively for Medium Density Resi- dential. This type of housing may be part of mixed use developments. Medium density housing styles provide an appropriate transition between commercial or higher density uses and single fam- ily neighborhoods outside of the Greater Southdale Area. Low Density Residential The land use consists of traditional single-family detached housing units. Only one area of existing low density housing is shown in the land use plan. No new low density housing is proposed within mixed use developments Civic/Public Facility This land use recognizes three key public and civic land uses in the Greater Southdale Area: Fairview Southdale Hospital, Hennepin County Library and Southdale YMCA. Land Use Alternatives The process of planning for the Greater Southdale Area included the development of concep- tual land use and transportation planning alternatives designed to address the broader objec- tives for the project area. While each of the alternatives offered different development pat- terns and uses, the following general goals and objectives were embodied in each: I. Maintain and enhance the Southdale area as a regional retail destination. 2. Provide a greater range of housing types, densities and costs within the Study Area. 3. Improve the pedestrian environment within the study area and connections to rounding neighborhoods. neighborhoods. 4. Provide a mixed-use, shopping, living and working environment that meets the needs of both residents and visitors. 5. Use redevelopment to mitigate the adverse effects of increasing traffic volumes. 6. Provide an on-site transit circulator to reduce reliance on the automobile and help to relieve traffic congestion on France Avenue. 7. Dame and enhance site gateways, precincts and neighborhoods within the study area. 8. Improve the physical appearance of York and France Avenues through streetscape design. 9. Build upon the success of the central open space spine created at Centennial Lakes. The concepts presented alternative visions for the future of the Greater Southdale Area. They Exploring the Future Greater Southdale Area Page 24 Land Use and Transportation Study Commercial/Retail Lot lice !:Mixed Use 'Civic/Public Facility 'Nigh Density Residential Medium Density ReSidOti. Low Density Residential): Open Space/Parks .- " Transit Line - - - .sr-A Neighborhood connectra 1 Enhanced Intersection - 17 Enhanced StreetsOap'e 0 1 Figure 13 Concept One provided a guide for slightly different views of how private investment might achieve out- comes desired by the public. Concept One - Southdale as the Retail Hub Land Use Concept 1 featured a general land use strategy focused on concentrating retail uses in a relatively tight cluster around Southdale Cen- ter, providing a greater mix of uses in exist- ing retail sites, increase housing units and den- sities within the study area, extending the central open space spine to Southdale and ori- enting new development along the central spine. Specific planning strategies employed in Concept 1 included: Concentrating retail uses near the Southdale Center and Galleria dis- trict. • Developing street-fronted retail along an extended central open space/park- way spine from Centennial Lakes north to the Southdale Center. • Redeveloping existing strip retail sites along France Avenue andYork into mixed-use sites to include ground level (street-fronted) retail with residen- tial and/or office uses in the upper stories. • Redeveloping the Centennial Lakes retail site into a mixed-use site to include ground level retail with residential and/or office uses in the upper stories. • Redeveloping portions of the Yorktown Mall retail and York Plaza residential sites to include open space and high density residential uses. • Redeveloping the existing Target site so that new retail development would include street-fronted retail on the ground level along the central parkway spine. • Redeveloping the Centennial Lakes movie theater site for a new hotel. Modifying Galleria to encourage greater street-fronted retail connections between the Southdale Center and mixed-use redevelopment sites to the south of the Gale- ria. • Redeveloping office sites north of 66th Street at the ground level to include retail - to encourage greater land use connections between the Medical District and the Southdale Center. • Redeveloping the northeast neighborhood to include greater residential density and smaller block patterns. Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 25 • Redeveloping areas on the west of France Ave. to include more high density residen- tial. Transportation The general transportation strategies of this concept were to reduce automobile trips by increasing land use mixes and densities, encouraging a more walkable built environment by decreasing block sizes and fronting streets with architecture and ground level uses that create vitality, and providing a transit circulator to reduce reliance on the automobile. Specific planning strategies employed included the following: • Realigning 70th Street into 69th Street at the intersection of France Ave. This serves to bring more traffic off 70th Street to the primary retail destinations of the Southdale Center and the Galleria. • Close 70th Street between France Ave. and the new alignment change. The intent of this action was to reduce traffic between France Ave. andYork Ave. along 70th Street, allowing 70th Street to become a pedestrian-friendly, street-fronted retail street. • Including a new roadway/parkway along the central open space between Centennial Lakes and the Galleria. • Redeveloping the northeast neighborhood with smaller block sizes, distributing traf- fic more efficiently. • Including a new shuttle transit circulator route that runs along France Ave., York Ave., 66th Street, 69th Street, 76th Street and along the central open space spine/ parkway from 76th Street north to 69th Street. The primary goal of the circulator is to shuttle people between employment, shopping and residential areas within the study area and to have station links to the regional transit system. • Redeveloping existing retail sites into more densely developed mixed-use sites that include retail, housing and employment uses to encourage a more walkable neigh- borhood. Public Space The general public space strategies of Concept 1 were to build upon the success of the central open space spine created at Centennial Lakes, enhancing the streetscape character of primary arterials and gateways intersections, identifying potential open space links to the surrounding neighborhoods. Specific planning strategies employed included: • Extending the central open space spine north to the Southdale Center from Centen- nial Lakes. • Creating a new parkway street along the central open space spine. • Creating a new central park and pond just north of Centennial Lakes. • Creating a pedestrian street fronted with retail through the Galleria site that culmi- nates at a new public plaza at the south end of Southdale Center. • Providing a new neighborhood park in the northeast neighborhood. • Enhancing the physical treatment of France Ave., York Ave., 66th Street and 69th Street with streetscape improvements, including new tree plantings, site furnish- Exploring the Future Greater Southdale Area Page 26 Land Use and Transportation Study cOmmerpiavRetaii Office. Mixed Use VII Civic/Public Facility LI High Density Residential _ L.--1 Medium Density Residentilli. I Low Density Residential I Open SPpc!a/Parks, LILT nsitLng' I Neighborhood Connectio'n Enhanced ilntersection Enhanced •Streptscap6 Figure 14 Concept Two ings, lighting, sidewalks, and signage. The goal is to create an attractive and distinct identity for the Southdale District as well as provide a more comfortable and pedes- trian-friendly streetscape. • Providing enhanced treatment at key intersections to create district identity and orient visitors. These have been identified on the plan with yellow bubbles. • Identifying and providing new landscape/trail easements and/or streetscape improve- ments to provide safer, more pedestrian-friendly connections to surrounding neigh- borhoods. Concept Two - Expanded Retail Land Use The general land use strategies embodied in Concept 2 were to maintain a concentration of retail uses in the Southdale area but with an expanded area as compared to Concept 1. Ad- ditionally, this alternative provided a greater mix of uses in existing retail sites, increased housing units and densities within the study area, and it created a central retail spine from Centennial Lakes to Southdale Center provid- ing a stronger connection between Southdale Center and uses to the south. Specific plan- ning strategies employed included: • Concentrating retail uses near the Southdale Center, Galleria district and the two development sites to the south of the Galleria. • Developing street-fronted retail along a new pedestrian-friendly "Main Street" from Centennial Lakes north to the Southdale Center. • Redeveloping existing strip retail sites along France Ave. into mixed-use sites to include ground level (street- fronted) retail with residential and/ or office uses in the upper stories. • Redeveloping existing strip retail sites alongYork Ave., between 66th and 69th Streets, for high and medium density residential uses. • Redeveloping the Centennial Lakes retail site into a mixed-use site to include ground level retail with residential and/or office uses in the upper stories. Redeveloping portions of the Yorktown Mall retail and York Plaza residential sites to include mixed-use (with ground level retail along the central "Main Street" and high density residential along York Ave. Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 27 • Redeveloping the existing Target site so that new retail development would include street-fronted retail on the ground level along the central "Main Street". • Redevelop the Centennial Lakes movie theater site for a new hotel. • Modifying the Galleria to encourage greater street-fronted retail connections along a pedestrian street between the Southdale Center and mixed-use redevelopment sites to the south of the Galleria. • Redeveloping office sites north of 66th Street at the ground level to include retail - to encourage greater land use connections between the Medical District and the Southdale Center. • Redeveloping the northeast neighborhood to include greater residential density and smaller block patterns. • With the exception of the site between 69th and 70th Streets, very little land use change was planned along the west side of France Ave. in this scheme. Transportation The general transportation strategies of this Concept were to reduce automobile trips by increasing land use mixes and densities, encouraging a more walkable built environment by decreasing block sizes and fronting streets with architecture and ground level uses that create vitality, and providing a transit circulator to reduce reliance on the automobile. Specific planning strategies employed included the following: • Realigning 70th Street into 69th Street at the intersection of France Ave. This serves to bring more traffic off 70th Street to the primary retail destinations of the Southdale Center and the Galleria. • Reconfiguring lane usage on 70th Street to include on-street parking with one lane of traffic in each direction and encouraging 70th Street to become a pedestrian-friendly, street-fronted retail street. • Including a new pedestrian-friendly retail "Main Street" along the central core be- tween Centennial Lakes and the Southdale Center. This street would include on- street parking, one lane of traffic in each direction and would become 'pedestrian only' through the Galleria site. • Redeveloping the sites to the south of the Galleria and the northeast neighborhood with smaller block sizes, distributing traffic more efficiently. • Including a new shuttle transit circulator route that runs along France Ave., York Ave., 66th Street, 69th Street, 76th Street and along the retail oriented, centrally located "Main Street" and open space from 76th Street north to 69th Street. The primary goal of the circulator is to shuttle people between employment, shopping and residential areas within the study area and to have station links to the regional transit system. • Redeveloping existing retail sites into more densely developed mixed-use and high density residential sites that include retail, housing and employment uses to encour- age a more walkable neighborhood. Exploring the Future Greater Southdale Area Page 28 Land Use and Transportation Study Public Space The general public space strategies of Concept 2 seek to build upon the success of the central open space spine created at Centennial Lakes by extending a retail oriented, pedestrian- friendly "Main Street", providing new parks, enhancing the streetscape character of primary arterials and gateways intersections, and identifying potential open space links to the sur- rounding neighborhoods. Specific planning strategies employed included the following: • Creating a new pedestrian-friendly, retail oriented "Main Street" central to the Study Area, connecting the central open space spine from Centennial Lakes to the Southdale Center. • Creating a new urban village park and pond just north of Centennial Lakes along the new "Main Street". Creating a 'pedestrian only' street fronted with retail through the Galleria site that culminates at a new public plaza at the south end of Southdale Center. Providing a new neighborhood park in the northeast neighborhood. Enhancing the physical treatment of France Ave., York Ave., 66th, 69th and 70th Streets with streetscape improvements, including new tree plantings, site furnish- ings, lighting, sidewalks, and signage. The goal is to create an attractive and distinct identity for the Southdale District as well as provide a more comfortable and pedes- trian-friendly streetscape. • Providing enhanced treatment at key intersections to create district identity and orient visitors. These have been identified on the plan with yellow bubbles. • Identifying and provide new landscape/trail easements and/or streetscape improve- ments to provide safer, more pedestrian-friendly connections to surrounding neigh- borhoods. Concept Three - Valley View Road Extended Land Use The general land use strategies of Concept 3 include concentrating retail uses along France Avenue, providing a greater mix of uses, increasing housing units and densities within the study area, and orienting new development along the central spine. Realignment of Valley View Drive is a critical component of this concept. Specific planning strategies employed included: • Concentrating retail uses along France Avenue. • Developing street-fronted retail along a new central street from Centennial Lakes north to the Galleria. • Redeveloping existing sites along France Avenue and York Ave. (between 66th and 69th Streets) into mixed-use sites to include ground level (street-fronted) retail with residential and/or office uses in the upper stories. • Redeveloping portions of the Yorktown Mall retail and York Plaza residential sites to include mixed-use, open space and high density residential uses. • Redeveloping the existing Target site for mixed-use and high density residential uses. Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 29 Commercial/Retail Office Mixed 'Use Civic/Public Facility High Density Resider)* . Medium Density HesidrIti fi Low Density ResidenilaN:-.- Open Space/Parks- Neighborhood ConnetiO Enhanced Intersection • Enhanced'Streetsca-cle • Redeveloping the Centennial Lakes movie theater site for a new hotel. • Redeveloping office sites north of 66th Street for mixed-use. • Redeveloping the northeast neighbor- hood to include greater residential density, office along Highway 62 and smaller block patterns. Transportation The general transportation strategies of Con- cept 3 call for reducing automobile trips by increasing land use mixes and densities, en- couraging a more walkable built environment by decreasing block sizes and fronting streets with architecture and ground level uses that create vitality, and providing a transit circula- tor to reduce reliance on the automobile. Re- alignment of Valley View Drive is a key strat- egy used to alleviate traffic pressures on France Ave. in ConceptThree. Specific planning strat- egies employed included: Figure 15 Concept Three • Realigning Valley View Drive to run parallel to France Ave. and continuous south to 76th Street. Including a new pedestrian-friendly retail street along the central core between Cen- tennial Lakes and the Galleria. This street would include on-street parking and one lane of traffic in each direction. • Redeveloping the sites to the south of the Galleria and the northeast neighborhood with smaller block sizes adjacent to York Ave., distributing traffic more efficiently. • Include a new shuttle transit circulator route that runs along Valley View Drive, York Ave., 66th Street, 70th Street, 76th Street and along the retail oriented, central street and open space from 76th Street north to 70th Street. The primary goal of the circulator is to shuttle people between employment, shopping and residential areas within the study area and to have station links to the regional transit system. • Redeveloping existing retail sites into more densely developed mixed-use and high density residential sites that include retail, housing and employment uses to encour- age a more walkable neighborhood. Public Space The general public space strategies of Concept 3 were focused on building upon the success of the central open space spine created at Centennial Lakes by extending a retail oriented, pedestrian-friendly street, providing new parks, enhance the streetscape character of pri- mary arterials and gateways intersections, and identifying potential open space links to the Exploring the Future Greater Southdale Area Page 30 Land Use and Transportation Study surrounding neighborhoods. Specific planning strategies employed included: • Creating a new pedestrian-friendly, retail oriented street central to the Study Area, connecting the central open space spine from Centennial Lakes to the Galleria. • Creating a new urban village park just north of Centennial Lakes along the new central street. • Providing a new neighborhood park in the northeast neighborhood. • Enhancing the physical treatment of Valley View Drive, France Ave., York Ave., 66th, 69th and 70th Streets with streetscape improvements, including new tree plantings, site furnishings, lighting, sidewalks, and signage. The goal is to create an attractive and distinct identity for the Southdale District as well as provide a more comfortable and pedestrian-friendly streetscape. In the case of Valley View Drive, realignment is proposed. • Providing enhanced treatment at key intersections to create district identity and orient visitors. These have been identified on the plan with yellow bubbles. • Identifying and provide new landscape/trail easements and/or streetscape improve- ments to provide safer, more pedestrian-friendly connections to surrounding neigh- borhoods. These have been identified on the plan with green arrows. Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 31 Future Land Use and Transportation The Land Use Plan resulted from the review and consideration of each of the initial three alternatives including input collected during the second community meeting. As the alterna- tives were being analyzed and a preferred concept began to emerge, it became evident that the Southdale Area can be viewed as a series of related districts (see Figure 16). Four districts comprise the core of the Southdale Area: Health Care and Housing on the extreme north edge, Regional Retail including Southdale Center and Galleria, the Promenade, and in the extreme south, Centennial Lakes. Two edge districts flank the core districts on the east and west sides of the study area. These district designations are used as defining elements for specific plan recommendations. Prior to ex- amining each district, a number of general study area comments need to be offered. The Land Use Plan (Figure 17) speaks to the future of the Southdale Area. It advocates an evolution of the current land use pattern and supporting transportation system in order to position the Southdale Area to remain com- petitive in the years ahead. In general, the Land Use Plan advocates a strong component of mixed-use in the Southdale Area. Many of the areas shown on the initial concepts have been earmarked for mixed use rather than pure commercial uses. This approach has been taken in order to flex- ibly address future market opportunities and to balance traffic generation by mixing land use types and their resulting peak hour traffic characteristics. The plan also advocates strengthening the cen- tral circulation spine that runs from the Cen- tennial Lakes office development to the north- ern reaches of the study area near Crosstown Highway 62. This spine is envisioned as a pe- destrian and transit greenway for most of its length as well as being a vehicular roadway from Gallagher Drive to 70th Street. On the edges of the study area, both west of France Avenue and east of York Avenue/Xerxes Av- enue, the land use plan calls largely for either mixed-use or residential uses. Future uses in Figure 16 this area have been identified to facilitate ap- Southdale Area Planning "Districts". Exploring the Future Greater Southdale Area Page 32 Land Use and Transportation Study Crosstown/STH 62 66th Street. ommercial/Retail Office Mixed Use Civic/Public Facility High Density Residential r Medium Density Residehtial , Low Density Reside,nt‘ial • Open Space/Park Transit Circulator 'Transit Internal Transit Hub Enhanced Intersection Streetscape .76th etre I ---- 4(mounimi..--.-1%iitall'• s 'a) ,< C) Interstate 494 Figure 17 Land Use Plan Concept Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 33 Figure /8 propriate transitions to the lower density neighborhoods in both Edina and Richfield. Housing is an essential part of the Greater Southdale Area. The housing stock in 2005 in- cludes owner occupied units, market rate rental units, low and moderate income rental units, assisted living and entry level condominium. The vision for the future clearly envisions more people living in the Greater Southdale Area. The proximity to employment, goods and services makes the Area an attractive place for housing. The amenity of the Greater Southdale Area will be enhanced by the transit improvements presented in this Study. The Area provides unique opportunities to meet the housing needs of Edina. In the 1980s, the City assembled an innovative financing plan to make housing in the Edinborough area avail- able to first-time homebuyers. Future development in the Greater Southdale Area could allow young adults, starting careers, to live in Edina. The Area has historically attracted older residents. .Housing for seniors allows older residents to move out of traditional single-family homes while remaining in Edina. This move allows younger families to occupy these homes. A strong relationship between housing, employment and transit can mitigate the traffic im- plications of new housing. The Metropolitan Council encourages communities to provide additional affordable and life- cycle housing. Life-cycle housing entails a range of housing options that meet people's prefer- ences and circumstances at all of life's stages. Communities that support life-cycle housing will have housing units, both rental and for purchase that are affordable for low and median- income buyers and for the move-up market. The Livable Communities Act (LCA) authorizes the Metropolitan Council to levy funds to create affordable housing and develop neighbor- hoods that are pedestrian and transit-friendly. The Land Use Plan provides numerous oppor- tunities for future housing, both as part of mixed use areas and areas designated only for housing. These designations help position the Greater Southdale Area is a potential recipient of regional funds to assist the city of Edina in increasing its future supply of both affordable housing and life-cycle housing. The following is an overview of the major elements of the plan. In each case, the descriptions are by district. Health Care and Housing District (north of 66th Street - south of Crosstown Highway 62) Land Use In the extreme northwest corner of the study area, Valley View Road provides an entrance to the Greater Southdale Area. The plan calls for mixed-use in the area west of France Av- enue with the exception of the parking ramp that serves Fairview Southdale Hospital. To the east of France Avenue, the hospital and medical office complex are expected to remain largely in their current configurations although some future hospital expansion may occur. South of 65th Street, the mixed use land pat_ Health Care and Housing District Exploring the Future Greater Southdale Area Page 34 Land Use and Transportation Study tern is shown up to Xerxes Avenue. North of 65th Street, the current mix of high and medium density residential is reflected with anticipation of increased density along Xerxes Avenue. The central spine trail is shown following the general alignment of Barrie Road. In this area, the trail may be a sidewalk connection to the north or in the long-term if properties in the area are redeveloped, it may take a more greenway type of form. Enhanced aesthetic improvements are shown along 66th Street, Xerxes Avenue and France Avenue. Transportation The northern gateway to the Greater Southdale area on France Avenue is also the location of significant traffic congestion that will increase in the future as traffic growth occurs. The current design of the interchange at TH 62 (an urban diamond) is the root cause of this congestion. Analysis of the future conditions on France Avenue north of 66th Street indicates that the interchange ramp intersections at France Avenue and TH 62 will operate in unaccept- able conditions with the existing lane geometry. The closely spaced diamond interchange design introduces significant queuing to the south on France Avenue that affects intersections south of the interchange area. An alternate type of interchange design known as a Single Point Urban Interchange (SPUI) would alleviate the poor operations and problems associated with queuing. This type of inter- change has most recently been constructed at Penn Avenue/I-494. The basic layout of a SPUI allows for a single intersection where two now exist, which allows for more efficient traffic operations and less queuing. For a SPUI at France Avenue and TH 62, the France Avenue approaches have been assumed to have two through lanes in each direction, dual left turn lanes would be needed on the northbound and westbound approaches and single left turn lanes would be needed on the other approaches. It is likely that Mn/DOT would size the bridge over TH 62 to allow for six lanes of traffic on TH 62. With this configuration, the interchange would be expected to operate in acceptable conditions at LOS D without the level of queuing that is experienced today. While weaving from nearby intersections (65' Street) to the left turn lanes at the interchange would continue, the effect of this activity on France Avenue traffic would be reduced with only one intersection at the ramps rather than two. Development of this type of interchange would need to be coordinated among Mn/DOT, Hennepin County and the City of Edina. Improvements at this location are not currently programmed in either Hennepin County's or Mn/DOT's improvement programs for the near term. The City would need to work with these other agencies to accelerate the design and construction for a France Avenue SPUI. Improving the freeway interchange would also improve operations at 65'h and 66th Streets by removing the queuing on France Avenue that disrupts these intersections today. The existing geometry at these locations can accommodate future traffic volumes. The intersections of France and Xerxes/York Avenues with TH 62 and with 66th Street would be enhanced with higher levels of landscaping and pedestrian amenities. Enhanced streetscaping along France and Xerxes/York Avenues and 66th Street is recommended to address pedes- trian connectivity in this district. Pedestrian connections to the district to the south would be enhanced to provide for better connectivity with the shuttle system and the Southdale Transit Hub (see discussion in next section). Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 35 Figure 19 Regional Retail District Regional Retail District (north of 70th Street - south of 66th Street) Land Use This segment of the study area contains the highest concentration of existing retail uses since it includes both Southdale Center and Galleria. The Southdale Shopping Center area is identified as mixed use. Open land and the dynamics of Southdale make it a candidate for the addition of future housing, lodging, retail and/or entertainment uses. Intensification of the Southdale area will require additional struc- tured parking. On the north end of Southdale abutting 66th Street, a transit station is shown which will be the confluence of regional bus service, a potential future transit circulator and the transit spine system. Constructing the tran- sit spine through Southdale in a meaningful way will be a challenge. Depending on the plans for the shopping center, the preference would be for it to be able to be accommodated as an integral part of the retail buildings or absent the ability to internalize the alignment, the connection could meander around Southdale on an existing easement consistent with the vehicular circulation of the shopping center. South of 69th Street, the transit spine passes under Galleria on an existing easement. Streetscape improvements are recommended along France Avenue, 69th Street, York Avenue and 70th Street. Transportation Both France andYork Avenues in this district are dominated by the access system for Southdale Center and the Galleria. These retail centers generate substantial amounts of destination- oriented traffic that contribute to high turning movements on France Avenue. Analysis of the future travel patterns indicates that the intersection of France Avenue and 70th Street is estimated to operate at LOS F during the PM peak in the future with the existing lane geometry. These poor projected conditions could be improved with the addition of the following turn lanes at the intersection: • Add a northbound left turn lane • Add a southbound right turn lane; restripe southbound through-right to exclusive through • Add an eastbound left turn lane • Add an east bound right turn lane; restripe the eastbound through-right to exclusive through • Add a west bound right turn lane; restripe the westbound through-right to exclusive through Exploring the Future Greater Southdale Area Page 36 Land Use and Transportation Study This will improve the future operating conditions at this intersection to LOS D, but will leave queue conditions similar to existing with delay experienced on the east and westbound approaches and on the northbound left turn lane. Ultimately, this intersections needs to be addressed in the context of the 70th Street corridor and its relationship to TH 100. If no changes in 70th Street are made, the volume of traffic carried on the portion of 70th Street between TH 100 and France Avenue is likely to grow at a slower rate than has been assumed since the traffic flow on 70th is near saturation during peak periods. In this condition, traffic would be expected to divert around 70th Street west of France and use other routes in the study area. Under this capacity constrained condition, the eastbound movements, the westbound through, the southbound right and the northbound left movements would not be expected to grow, with the traffic that was assigned to these movements in the future conditions analysis absorbed into the other movements at the intersection. Under this capacity restrained condition, the above lane additions would be adequate to retain conditions similar to existing with the future growth under this condition. Under this approach, adding a northbound left turn lane at 69' Street to facilitate turns from France Avenue onto Valley View Drive would be one way of accommodating some of the traffic that wants to use 70th Street. Valley View Drive provides another route to and from the freeway system in the study area and currently has capacity available. Reducing delay in the turn lanes at the intersection of 69th and France would make the Valley View route more attractive. Alternatively, if 70th Street is widened in the future to carry the projected volumes of traffic, then the overall intersection characteristics would change to the extent that this intersection may be a candidate for grade separation with the through lanes of France Avenue being depressed under 70th Street such that a land bridge (or overpass similar to the design proposed for TH 62) could be used to carry 70th Street across at a grade similar to existing. This would provide space for an improved pedestrian connection at grade on 70th Street. Depending upon the Figure 20 Example of Land Bridge - Dempster Street at Milwaukee Avenue (Skokie, IL) Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 37 kv- 44'7 LEGEND ralLatent el Area Allotted by Grade bolpstetton pz,0 Extent el Area Affected by Ramp Cult Entry 60th Street . Figure 21 Area Affected by Grade Separation design, one or two intersections of 70th Street with ramps to France would be needed. The design could potentially fit into the same right of way as the existing France Avenue as fewer through lanes would be needed on France under the bridge since they would not be under the control of a traffic signal. Figure 20 shows an example from the Chicago area of this type of grade separation. The narrow cross section of the undercrossing is attained by using retaining walls, which are more expensive than side slopes. When this type of design is applied to France Avenue at 70th Street (Figure 21), the extent of the grade separation, including the points where ramp exits/entrances would occur, would extend from just north of 69'h Street to just south of Hazelton Road. In this segment, frontage access would be reduced to one-way access lanes. The extent of the grade separation indicates that it will disrupt the operation of 69th Street and Hazelton Road. Further design would be needed to determine if steeper approach grades that would shorten the area affected could be feasible. Identification of utilities in the roadway shows that a city water main that runs down the west side of France Avenue would be affected and would need to be relocated. Storm sewer would also be affected, but the redesign of the roadway would necessitate a more complex system to replace the gravity feed system currently in place. This type of grade separation offers the most effective means of improving pedestrian crossings of France Avenue. While the crossing distance over France Avenue would not be shorter than today, not having to contend with the through traffic on France Avenue would greatly improve safety and comfort at the crossing and the bridge environment can be enhanced to make the crossing more attractive. Ultimately, the changes to be made at 70th Street and France Avenue need to be further developed through an analysis of the future of 70'h Street as a corridor within the City. Such a corridor study is recommended as a logical follow on step from this study. Additionally, because of the high amounts of destination traffic in this district, replacing the traffic signal hardware on France Avenue (and to a lesser extent on York Avenue) with a system of traffic adaptive control would allow for traffic signal timing to be adjusted more frequently to match changes in traffic patterns. Extending the traffic adaptive control system throughout the France Avenue corridor from TH 62 to 1-494 is recommended for the longer term. In addition to the signal hardware, enhanced traffic surveillance and incident management capabilities would be needed to adequately operate the traffic signal system. These types of activities would require a traffic operation center (TOC). It is suggested that Exploring the Future Greater Southdale Area Page 38 Land Use and Transportation Study the TO C be integrated into the City of Edina Public Works Department function to provide a closer proximity and proportionately more attention to system operations than would be the case if the TOC function were integrated with Hennepin County or Mn/DOT's RTMC. Remote feeds/access to the TOC could be provided to other agencies as appropriate. Ultimately, the management of transit priority at intersections would be a TO C function that would need to be accommodated and that argues for a strong linkage between the management of traffic operations and day to day transit operations. Planning for deployment of a TOC for traffic management is recommended as a next step. While the lane additions mentioned above will improve future traffic operating conditions, the addition of a southbound right turn lane will effectively widen the crossing distance of France Avenue on the north side of 70th Street. Similarly, 70th Street would also have a wider crossing distance if these changes are made. Limited options are available to mitigate the effect on pedestrians that the already wide crossing of France Avenue has. Consideration should be given to developing a grade-separated pedestrian crossing near this intersection that integrates into future mixed use development that may occur near this intersection. This district is the location of an existing transit hub that could become a future anchor for the shuttle system as well as a potential source of shared parking for the larger study area. Within the concepts of local and regional transit use for the study area, moving the Southdale hub to the southern edge of 66th Street and providing a parking reservoir to both support commute park and ride, but also shuttle park and ride would form one half of a parking/traffic intercept system for the study area. This intercept system would use a larger "park once" strategy in connection with shuttle transit and enhanced pedestrian connections to capture retail/ entertainment traffic at the north and south ends of the study area near the freeways. Locating the hub closer to 66th Street would also place the hub in closer proximity to the hospital/ medical campus in the district to the north. The intersections of France and York Avenues with 69th and 70th Streets would be enhanced with higher levels of landscaping and pedestrian amenities. Enhanced streetscaping along France and York Avenues and 69th and 70th Streets is recommended to address pedestrian connectivity in this district. The opportunity exists to increase the amount of space available for pedestrians along 70th Street between France and York Avenues to form a more inviting access to the Promenade area (discussed below) by reclaiming some of the current street and putting that space into sidewalks. Promenade District (north of Gallagher Drive - south of 70th Street) Land Use The area generally lying north of Gallagher Drive and south of 70th Street is looked at as being the most likely locale for future redevelopment efforts, some possibly on a large scale. In the next couple of years, the Target store in the Promenade district is scheduled for recon- struction as a new Super Target format store. Other existing uses along France Avenue may be altered due to business ownership changes, aging buildings and other factors. When the Target store is reconstructed in this area, it is important that it comply with the focus of the Promenade area that emphasizes pedestrian scale facilities. Where possible, it is important to reduce the scale of retail uses in this area in order to support the pedestrian Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 39 friendly vibrancy envisioned along the Prom- enade. These smaller scale retail uses could be included in future plans as depicted later in this study report. East of the Edina Promenade, the plan largely calls for high density residential uses with the exception of the existing library to the north. Improved roadway aesthetics are called for along France Avenue and York Avenue. Gallagher Drive is to be improved and con- nected to the new Promenade street that will accommodate mix of transit, pedestrians and automobiles. Figure 22 Transportation Promenade District The transportation needs in this district are directed toward the establishment of the spine street, referred to in this Study as the "Edina Promenade". (A detailed description of the Edina Promenade can be found in "Public Initia- tives"). The Edina Promenade, including the portion along Gallagher Drive east of France Avenue represents approximately 2,500 feet of new roadway construction and two new in- tersections (at 70th Street and the internal street proposed between Gallagher and 70th). Basic construction cost for the roadway and intersection elements would be in the $1.0 to 1.5 million range depending upon the type of pavement surface used. The intersection of France Avenues with Gallagher Drive would be enhanced with higher levels of landscaping and pedestrian amenities. Enhanced streetscaping along France andYork Avenues is recommended to address pedestrian connectivity in this district. A grade sepa- rated connection of the existing regional trail that traverses this district, preferably under France Avenue, similar to the crossing of York Avenue, is recommended for this district. Centennial Lakes District (south of Gallagher Drive - North of Minne- sota Drive/78th Street) Land Use This area of the study is generally known as Centennial Lakes, taking its name from the successful mixed use and office development that began in the 1980s. East of France Avenue, the land use plan supports the existing Centennial Lakes development. On the north end, the AMC Theater site is designated as mixed use. The Centennial Lakes retail area is also shown as mixed use allowing future intensification possibly including housing. The Centennial Lakes office area is shown with its existing land use types as is the medium density residential development east of Edinborough Way. Parcels along West 78th Street are shown as mixed use. A transit station is shown at the south end of the Area. In order to maximize the effectiveness of a southern transit station, it should be located as far south as possible and as close to 1-494 as possible. 1-494 is the location of a planned bus rapid transit line that would make a logical connection at the south transit station. Exploring the Future Greater Southdale Area Page 40 Land Use and Transportation Study Figure 23 Centennial Lakes District Improved streetscape is envisioned along France Avenue, York Avenue and 76th Street. The central spine in this area will serve as a connection to the proposed Hennepin County regional trail. Transportation At its southern end in the Greater Southdale Area, France Avenue would need to retain its current divided arterial design to address re- gional traffic needs. Interchange access at I- 494 requires the wide cross section south of Gallagher Drive. Land uses in the 1-494 area are well developed and set back from the road- way edges in a way that reflects the restricted access from France Avenue in this area. As a result, pedestrian connectivity along France is restricted in this district and should be en- hanced. The intersection of France Avenue and Minne- sota Street/78th Street is estimated to oper- ate at LOS F in the future. Proposed change to reach an acceptable LOS would be to add a westbound left turn lane. However, even with the lane addition, queuing would be expected to occur at levels equal to or greater than existing conditions. Because of the proximity of this intersection to the 1-494 freeway inter- change, further lane additions are unlikely. Review of the future traffic operations shows that the northbound left turn movement, although lower in volume than other movements expe- riences a high level of congestion, plus it contributes to the weaving that occurs upstream of the intersection. Elimination of the northbound left turn would free sufficient green time at this intersection to reduce queuing to existing levels or better. Elimination of both the northbound and southbound left turns would further improve conditions. Alternate routes are available for both of the movements at nearby intersections. Further development west of France Avenue toward TH 100 (which is outside of the Greater Southdale Study area) will put pressure on this intersection and on the 1-494 freeway inter- change. As that development is darned in the future, it is recommended that a study of that corridor be initiated that includes investigation of alternate interchange designs that allow traffic to access that area independent of France Avenue. This district is also the location of a potential transit hub/station stop that would interface with high frequency transit service envisioned for the 1-494 corridor. As such, it would become the southern anchor of both the shuttle system and the parking reservoir for the parking intercept strategy. As with the northern hub, if a parking intercept program is successful, traffic that is traveling through these district would be attracted to the parking Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 41 igure 24 Edge West District opportunities in these districts. This would have the effect of changing the distribution of traffic on the streets in the study area and the level of intersection/street modifications would need to be revisited if an inter- cept strategy is employed. Edge West District (west of France Avenue to the project boundary) The Edge West District abuts single-family and multi-family neighbor- hoods in the City of Edina. Overall, in the Edge West District, the plan responds to two primary factors, 1) creating a definable edge for the more intense uses that abut France Avenue and 2) improving connec- tions from the neighborhood to the Southdale Area and points east. In the northern portion of the Edge West District, the plan anticipates the long-term retention of the existing office area with the possibility of some infill housing or additional office infill in the future. South of 69th Street, the Land Use Plan calls for medium and high density resi- dential uses as buffers to the existing lower density neighborhoods in Edina to the west. Providing a definable "edge" to the Southdale area is looked at as a factor in helping to ensure the long-term support of these neighborhoods. East of the medium and high density residential uses is mixed use abutting France Avenue. Mixed use in these areas is expected to include housing and office uses that may front on France Avenue. The mix of high density housing on the west and mixed-use abutting France Avenue continues north of Parklawn Avenue. South of Parklawn Avenue and west of France Avenue, office uses are identified consistent with the existing land use pattern. Edge East District (east of York Avenue to the project boundary) The Edge East District abuts neighborhoods in the City of Richfield. The concerns in this area echo those on the west, 1) maintaining a defin- able edge and 2) enhancing connections between the neighborhood ar- eas and the greater Southdale Area. In the northern end of the Edge East District, the Land Use Plan calls for mixed use to ultimately replace the existing free standing, larger scale commercial uses. In this area which extends south to 79th Street, the plan emphasizes a commercial retail frontage along York Avenue. Having first floor commercial uses will add vitality to the area and em- phasize York Avenue as a comfortable pedestrian street. Mixed use in the area that can include residential uses on the east side will support the existing residential neighborhood in Richfield. South of 70th Street, the Land Use Plan depicts a pattern that is largely Figure 25 consistent with existing uses. The Southdale Library andYMCA remain Edge East District Exploring the Future Greater Southdale Area Page 42 Land Use and Transportation Study as public uses with high density housing generally north of West 76th Street. To the south, the plan identifies office development consistent with the pattern of existing uses Intersection Operations Future transportation conditions and improvements have been discussed separately for each of the Plan's Districts. Figure 26 consolidates the conditions for all of the districts and shows projected operating conditions at intersections in the Greater Southdale Area with and with- out the improvements recommended in the Plan under the future level of development provided by the Plan. (Figure 9 shows this same information for existing conditions.) LOS w/o Intersection improvements LOS with improvements TH 62 WB Ramps/France Avenue D(a,b) D TH 62 EB Ramps/France Avenue D(a,) D West 66th Street/France Avenue D(a) West 69th Street/France Avenue D(a) West 70th Street/France Avenue F D(a,b) Parklawn Avenue/France Avenue B(a) West 76th Street/France Avenue D(a) Minnesota Drive/West 78th Street/France Avenue F D TH 62 WB Ramps/Xerxes Avenue D(b) TH 62 EB Ramps/Xerxes Avenue B(a) West 76th Street/York Avenue C(a) Notes: (a) LOS E is experienced on one or more approaches at these intersections (b) LOS F is experienced on one or more approaches at these intersections Figure 26 Future Level of Service Development Intensity and Building Height Future development intensity and building height are important physical considerations that in many cases, will be linked. In order to obtain enough development intensity to justify land values and other economic considerations, the City is likely to see more pressure for taller buildings in the Southdale Area. Accordingly, each of these topics is addressed in a prelimi- nary manner in this study. Definitive projections of future development intensity and appro- priate building heights are two topics likely to require more detailed investigations beyond the scope of this study. Development Intensity The opening narrative of this report clearly states that the focus of this Study is one of setting a strategy for the future evolution of the greater Southdale Area. This direction stands in stark contrast to a redevelopment plan that calls for specific actions at specific locations. Despite the general nature of this study, it is essential to quantify at least an example of future Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 43 , • I 13 r ti St. Hwy. 62 1 - r---IL 12 1 11 1: 10 !! 9 • ^ II ..... , ,,,,,,,•••••1 ' "I k C6th St, C, • ' t , 16 16 . 1' 1_22 - 20 :I 21 t i J 11 r..-231.,_-- _,I rtt ........;:o 11 1 ilk s, 1 26 ii 25 I ‘ 241 I I I ' I - i : II I • 1 I I ' L ...... ..•. n 21 r''''''''l , ),.......1.4r .7 -1-!--_,.., . - .0 31 "1 281 1129 11.; ao 1 : , I . :---,,,:' i ,...,,,. :..:-.: 1,7.z... , .....1, ....... . . , Conterm i ,,,. t i .... \, Iris skcl tidli . .1 Lakes 1,1 il i 35 r..• 14.:' -ui .. ,::.s..-1 •:::1 t o II 1 - 1 I II it - 40. -,:t i \ \ I ,11 .... i . 32 14 SotOhdale 17 Galleria Figure 27 Areas of Intensification and Change development intensity in order to better as- sess the relationship between land use and transportation and to identify existing and fu- ture transportation issues and opportunities. Looking at future thresholds of development at this time is at best, preliminary in form due to the lack of specific proposals for future change. For example, the new owners of the Southdale Center are formulating future plans, however, none of those plans have evolved to the point of being ready for public review. Similar statements can be made for other prop- erties in the study area. Absent specific development and redevelop- ment plans, the consulting team in concert with City staff conducted a review of the project area and defined geographic areas likely to see future intensification and/or change. Factors influencing the identification of potential redevelopment areas included ag- ing buildings, underutilized open areas, and likely market pressures. Those parcels felt to be candidates for possible change are noted in Figure 27. After defining those areas that may be poten- tial subjects of change, the next step was to assign land use types and future growth val- ues. Land use types were labeled based on the direction of the Land Use Plan. Amounts of future intensification were assigned based on the general influence of the initial market analysis that was completed as part of the study, from trends that seem to be occurring in the Southdale Area, from plans that have received past approval (but never fully built) and/or from plans that have been offered for informal consideration. The future growth assumptions cane be found in Appendix B. Again, this information is not intended to be a specific forecast of growth in the greater Southdale Area but rather, an estimate to support a preliminary level of analysis to examine traffic and transit needs and opportunities. Building Height When Southdale Center opened in 1956, it defied traditional shopping center design in two significant ways: 1) it enclosed the common interior portion of the mall, and 2) it contained stores on more than one level. Over the past fifty years, numbers of stories and heights of Exploring the Future Greater Southdale Area Page 44 Land Use and Transportation Study LEGEND , r • 1-4 Stories I 5-7 Stories In 1 8-13 Stories n 114.18 Stories 19-32 Stories buildings have evolved over time. Today, the examples of taller buildings exist throughout the Greater Southdale Area. Examples include the Edina Towers at 17 stories, the Durham Apartments at 13 stories, the Yorktown Continental Apartments at 12 stories, Point of France at 13 stories and Edinborough at 19 stories. These structures have been integral parts of the Southdale area landscape for decades. The current zoning ordinance has provisions that regulate height only through setbacks, not limits on numbers of stories. At the present time, the former AMC theater site is the subject of a proposed 18 story building. Determining maximum building height in the Southdale Area needs to consider both eco- nomic and visual issues. Land values in the Southdale Area and the Southdale Area's heritage as being one of the premier locations in the Twin Cities will continue to result in pressure for taller buildings. In some ways, the overall height of buildings in the area is not as critical as the architectural design of the structure and how scale and mass issues are addressed. Build- ings approaching 20 stories now exist in the area and have not proven detrimental to the overall physical environment. Similarly, new structures topping out at 20 stories don't seem inconsistent with the development fabric of the Southdale Area. Determining appropriate locations for taller buildings should be tied to the overall growth strategy for the Greater Southdale Area. The land use and transportation components of this study place a great deal of emphasis on guiding change in the central portion of the project Figure 28 Existing Massing of Greater Southdale Area Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 45 Potential Area for Taller Buildings area generally extending from the new Edina Promenade retail area on the south to Southdale Center to the north. Buildings along the Promenade from Gallagher Drive to 70th Street need to convey a pedestrian scale. This can be accomplished either by height limitations (3- S stories) and/or by allowing somewhat taller buildings with increasing front setbacks for the upper stories. Throughout the remainder of this area, taller buildings approaching the heights of existing buildings in the Greater Southdale area would not be out of character. Within this general location, taller structures would not directly impact any of the lower density residen- tial neighborhoods in either Richfield or Edina. Figure 29 Distribution of Building Height Exploring the Future Greater Southdale Area Page 46 Land Use and Transportation Study Pedestrian and Bicycle Circulation Moving around the Greater Southdale Area in on foot or on a bicycle presents a number of challenges. While the area has sidewalks along most of the roadways, many of the walks are located immediately behind the curb presenting an uncomfortable environment for pedestri- ans. Additionally, there are no sidewalks along the east side of France Avenue from West 78th Street to 66th Street. This situation is particularly ironic since many of the area's newer developments are located along this portion of France Avenue. From the east, a tunnel underYork Avenue connects neighborhoods in Richfield to the Southdale Area. This trail continues northward through the middle of large block areas up to 70th Street where it connects to Galleria to the north. The trail is used by residents from multi- family housing in the area to conveniently access Target and other area businesses. As the Southdale Area continues to evolve in the future, the needs of pedestrians and bicy- clists need to be considered. Particular attention needs to be focused on pedestrian move- ments across France Avenue and bicycle movements within and through the study area. France Avenue is a formidable barrier for pedestrians to cross. Because of the width of the roadway, the high traffic volumes that it carries and the number of turn lanes at some inter- sections, grade separated crossings would be the safest way to accommodate pedestrian move- ments. Creating grade separated crossings along France Avenue is a costly endeavor and the generally flat topography of the area doesn't create natural crossing points. In spite of these factors, the City and County need to strive to establish safer access and crossing points. In order to address this issue along France Avenue, a series initiatives including transit, grade separated crossings and at-grade crossings are suggested. In the southern portion of the study area at West 78th Street, a safer and more convenient means needs to be found to move pedestrians from the business areas lying west of France Avenue to the central spine area that exists within Centennial Lakes. Because of the physical configuration of the roadway in this area, transit is suggested as the most feasible alternative for uniting both sides of the roadway. The central spine transit system meanders through the heart of the Southdale Area. This plan advocates the establishment of a transit line that would connect the extensive number of businesses along West 78th Street (and even along West 77th Street) to the Greater Southdale central transit spine. During the public meetings that were held as part of the project, residents living west of France Avenue stated a strong desire for a safe connection across France Avenue. A connec- tion along West 72nd Street, either as a tunnel under the road or as pedestrian bridge over the road needs to be established. Such a connection may not realistically be able to occur until redevelopment takes place in the future on either one or both sides of the roadway. The transportation portion of this report contains information about a possible future land bridge at West 70th Street and France Avenue. Should this occur, it would provide a safe and convenient connection for both pedestrians and bicyclists. The high cost of this improvement, however, realistically makes it extremely difficult to implement in the short term. Existing pedestrian tunnel under York Avenue Existing Conditions - 72nd West 66th Street contains a sidewalk along the north side of the road that evolves into a Street at France Avenue Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 47 Figure 30 Southdale Area Sidewalks wider trail west of Valley View Road. At-grade crossings at France Avenue and West 66th Street and at Valley View Road and West 66th Street are expected to continue to provide signalized, crossings for both pedestrians and bicyclists. At the present time, bicycle travel is not one of the major modes of movement in the Southdale Exploring the Future Greater Southdale Area Page 48 Land Use and Transportation Study 1,818•••ons.. Study area C=1 CM Planned regional trail t t=1 Potential Southdale Area trail/walkway Pi • • P Richfield trail Transit Connection Pedestrian Crossing astemalmaiina Figure 31 Southdale Area Trail Connections area, largely due to a lack of safe trails and/or roadways. The Southdale Area Trail Connec- tions map illustrates a system of planned bikeways for the area. The City of Richfield has three bikeway trails that abut the eastern boundary of the study area, one of which continues into the Southdale Area and passes under York Avenue. Three Rivers Park District has plans Greater Southdale Area Exploring the Future Land Use and Transportation Study Page 49 for a trail that picks up off of the existing Richfield/Edina trail continuing north along the central spine, west along Parklawn Avenue, then proceeding north to 70th Street whereby it will eventually proceed further west along 70th Street. In addition, the Three Rivers Park Plan shows a trail segment along Valley View road up to 66th Street whereby it then proceeds west along the existing 66th Street trail. The First Tier Trails, Greenway and Parks Master Plan prepared in 2000 by the Suburban Regional Park District identified an Edina/Richfield Corridor. Implementation of the corridor would require the reconstruction of 70th Street and 76th Street. While these existing and planned trails bisect the Southdale Area and provide reasonable east/west access, they do very little to promote north/south circulation and access. The central spine has the ability to provide north/south access for bicycles on the roadway. Addi- tionally, other north/south routes should be considered. Bicycle lanes or trails along York Avenue should be considered consistent with regional bikeway plans. Efforts should also be made to connect the neighborhoods north of the Crosstown with the Greater Southdale Area. A grade separated crossing of the Crosstown Highway should be considered extending from Heritage Drive to Beard Place. Exploring the Future Greater Southdale Area Page 50 Land Use and Transportation Study Public Initiatives The Study identifies two key public initiatives: central spine street and transit systems. These initiatives are critical to achieving the future vision for land use and transportation in the Greater Southdale Area. The initiatives demonstrate the connections between land use and transportation. On the surface, each initiative deals with improvements to the transporta- tion system. Making these improvements also shapes the setting for future land use and development. Edina Promenade In the late 70s, early 80s, Edina had a group of visionary planners that conceived the idea of a transit way that would run from the southern end of the Southdale Area near 1-494 to Southdale Center on the north. The City was successful in obtaining special legislation to fund and operate transit in the corridor. Although transit service along the route has yet to be estab- lished, the transit way corridor today is evident in two principal locations, 1) as a walkway behind the existing Target store on 70th Street and 2) in the greenway section of the Centen- nial Lakes development. In examining various concept alternatives as part of the Greater Southdale planning effort, the Edina Promenade became a popular unifying element of the plan. The alternatives de- picted the Promenade in a variety of forms ranging from more of a greenway, open space type corridor to an active local street. The Land Use Plan depicts the Edina Promenade as an active local street accommodating pedestrians, automobiles, bicycles and transit vehicles. The design of the street has the potential to address a number of needs and functions. The Edina Promenade is looked at as a key link between the Centennial Lakes area to the south and the Southdale/Galleria retail area to the north. Key link, in this context, means a number of things. It relates to the physical movement connection between the two areas and it serves as a transition between the green, park amenities in Centennial Lakes and the more pavement intensive retail area to the north. Between 70th Street and Gallagher Drive, the Edina Promenade has the potential to be a great street. It is envisioned to have an attractive urban form that provides opportunities for a mix of land uses along its frontage including retail shops and offices. The market analysis conducted as part of the study as well as lessons learned from other projects throughout the country strongly indicate that the successful integration retail and office uses in the area will require vehicular access. Automobile usage of the Promenade is not looked at as an unwanted intrusion but rather, as a means of providing needed exposure and access. The Promenade will not be an alternative route to France Avenue or York Avenue. Its character and function will simply not be conducive to large volume or higher speed traffic movement. As such, its frontage will stand in stark contrast to the much more intensively used area roadways such as France Avenue andYork Avenue in its civility and in its attractiveness as a place to shop, dine, live, work and walk. The Promenade has the ability to incorporate green elements into its urban section. It is important that future designs for this corridor extend the green elements of Centennial Greater Southdale Area Public Initiatives Land Use and Transportation Study Page 51 Lakes to the doors of Galleria and the Southdale Center. This can be accomplished by ensur- ing that the roadway section includes generously landscaped boulevard areas, richly textured hard surfaces and attractive, pedestrian scale lighting. The Promenade impacts four of the six districts identified in the greater Southdale area. The following is an overview of the alignment and character of the spine in each of the districts. Health Care/Housing District Initial comments received from the public identified the need for stronger connections be- tween Fairview Southdale Hospital and Southdale Center. People commented that visitors to the hospital frequently have free time and would visit Southdale if a more convenient link existed between the two facilities. In order to respond to this suggestion, the plan advocates investigation of an underground connection between the two facilities in the form of a tunnel. Tunnels are used extensively in the city of Rochester to link Mayo Clinic with downtown and lower level commercial uses. At the present time, Fairview Southdale Hospital is connected by a tunnel to the Southdale Medical Building. Extending the tunnel network to the south across 66th Street with a terminus either in Southdale Center or in the new transit station along 66th Street would provide a convenient, all-weather connection. At this location, the tunnel would be an effective western extension of the Promenade in the Health Care/Hous- ing District to serve the health care facilities. It is also important to link the housing component of the Health Care/Housing District to points south. North of 66th Street, the Promenade is shown as a pedestrian and potential transit connection utilizing existing streets and right-of-way. In this area, the spine traverses the existing residential neighborhood north of 65th Street. Regional Retail District The Regional Retail District includes two of the largest retail attractions in the greater Southdale Area, Southdale Center and Galleria. At the present time, the city of Edina has easement rights to continue the transit way around Southdale Center via the shopping center roadway system and under the Galleria. If portions of Southdale Center are reconstructed or reconfigured in the future, efforts should be made to internalize the spine connection either as a facility that penetrates the interior of the shopping center or as a system that immediately abuts the exterior of the building. Mak- ing a contiguous, convenient connection to the mall will enhance the usage of the transit system and provide enhanced access to Southdale Center. Promenade District The Promenade District is the focal point of potential future redevelopment in the greater Southdale Area. Stretching from Gallagher Drive on the south to 70th Street, the area is the home today of a mix of housing, retail and commercial service businesses. The Promenade District provides an opportunity for the creation of a unique business and living environment along the new spine street. As shown on Figure 32, this area has the potential to accommodate an exciting new mix of uses including vertically mixed commer- cial and housing. Key components of the Land Use Plan for this area include the following. Public Initiatives Greater Southdale Area Page 52 Land Use and Transportation Study Fr a n c e A v e n u e Commercial/Retail • Multi-Family Residential Figure 32 Promenade District Greater Southdale Area Public Initiatives Land Use and Transportation Study Page 53 61Estr Residential flat Residential Flat Residential I tat Residential Flat • MO" 8.0 WA' . lily SA' 15%0 12-0- Sidewalk Parkin Travel 1rarl p,uking Sidewalk Sr tEick Lane Lane Lane Lane r — Residential Flat r Residential I tit Residential flat ),d Ft. 2nd FL 29.6* 18%0' 4_11_1111. 314_11. 4, 31-6" 2nd 11. 2V-0' I64" .1±.1±4_ fin. FL 3..6. Finish Fl. 0%0" Garage FL Figure 33 Cross-Section of Edina Promenade Street The commentary is generally organized by the four quadrants that comprise the Central Spine District. Creation of a New Pedestrian Oriented Street The Land Use Plan calls for the creation of a new street that extends south from 70th Street linking back to the west to France Avenue. As shown on Figure 33, this street is expected to accommodate pedestrians, vehicles and transit, most likely a rubber tired vehicle. The form of this street as shown on the plan and section will include significant landscaping, special pavement treatments and decorative lighting. It is intended to create an internal focus within the greater Southdale Area that will have a "Main Street" feel. The street can have an urban greenway feel that will be compatible with the existing corridor that passes through the Centennial Lakes District to the south. Northeast Quadrant The northeast quadrant of the Central Spine District is currently the home of the Southdale Target store. Within the next few years, Target expects to reconstruct the store. Target is currently the only big box, retail format store in the District. The new interior street passes along the back side of Target. It is essential that the Target site present an appropriate face along the new street, one which needs to have an appropriate pedestrian scale and business vitality. A blank rear facade of a Target store would be seriously detrimental to the goals for the new street. Two configurations are offered for the Target store. The first as shown on Figure 34 depicts a traditional big box store layout with one exception. Along the back side of the store, a series of smaller retail uses is shown "attached" to the rear facade. This wrap of smaller retail uses could be independent stores or possibly departments such as the optical area of the Target store. A surface parking lot is shown east of the store along portions of 70th Street andYork Avenue. Public initiatives Greater Southdale Area Page 54 Land Use and Transportation Study titziittott_P) -." Figure 34 shows another conceptual layout for the Target store that is more compatible with the mixed-use and pedestrian scale goals of the Central Spine District. This concept includes a more significant wrap of retail and potential mixed-use buildings on the north and west sides of the Target store. Structured parking would be built just east of the store serving both Target and possible smaller scale retail uses abutting York Avenue. Depending on the desired size of the facility, the Target store may require two stories similar to the store in downtown Minneapolis. Northwest Quadrant The northwest quadrant of the area is the cur- Figure 34 rent home of US Bank, Leisure Lane and other Alternative Target Layout commercial uses. The Land Use Plan depicts this area as a potential future mixed-use and retail center with building faces along the new internal street, 70th Street and France Avenue. Accordingly, the interior portion of the area could contain structured parking for the abutting uses and a landscaped plaza area to serve both the retail users and residents. The block facing the new internal street should have ground floor retail focus. Southwest Quadrant Hazelton Road is the northern boundary of the southeast quadrant. The quadrant currently includes a Byerly's store and a Marshall Field's Home Store. In the future, the plan calls for the evolution of this area to include a mixed-use development pattern with an emphasis on housing. As depicted on the concept plan, this area could have underground parking serving adjacent development with central entries off of Hazelton Road and the extension of Gallagher Drive to the east (new internal street). Landscaped courtyards would provide green space and plazas for both residents and retail customers. Uses along the new spine street in this area are expected to be primarily residential with limited ground floor retail and/or office also as a possibility. Southeast Quadrant The southeast quadrant is depicted on the Land Use Plan as a high density residential area. This area currently contains the Yorktown Fashion Mall and high density housing. Overall View Figures 35-38 show renderings of what the Central Spine District could look like in the future. Buildings on the plan are generally shown as ranging from three to eight stories but could be higher depending on economics and design details. Centennial Lakes District The transit way in the Centennial Lakes District is largely in place as a walking trail and promenade. Stretching from the Centennial Lake office area on the south up to Gallagher Greater Southdale Area Public Initiatives Land Use and Transportation Study Page 55 Figure 35 Figure 36 Perspective Looking Northeast Perspective Looking Southeast Figure 37 Perspective Looking Southwest Figure 38 Looking South Along Promenade Drive, the spine has sufficient width to accommodate a future transit vehicle. Connecting the Promenade to the south across West 78th Street to a potential future transit hub location will be more difficult give the existing development pattern and will need to be investigated more thoroughly. Streetscape Enhancements The Greater Southdale Area Land Use Plan calls for streetscape enhancements along most of the major roadways. The intent of these enhancements is to create a vibrant and diverse system of streets and sidewalks that provide greater safety, interest and comfort for the pedestrian. These improvements are also oriented toward improving the aesthetics of the Greater Southdale Area. In the future, as street reconstruction takes place or as major private redevelopment projects occur, the City should implement streetscape enhancements. Since no major reconstruction efforts are imminent at this time, the Greater Southdale Study offers a framework for future streetscape improvements. This framework defines three major street types that may be applicable in the Greater Southdale Area and offers general suggestions for public enhance- ments. Public Initiatives Greater Southdale Area Page 56 Land Use and Transportation Study IN 64 liPrw- , i 1 --1 1 .,/tio tsMewfte. Mce, 1-teett , , " /9 Paget, fil l' r-,_ • n PAI'` -',/-.1. ,---r -vitrvt's• ) Sidewalk u.oir 40. 0M06- Vet, IN AStrose- Ptifrno— Lighting Planting Promenade Retail Street The Promenade District, located between the Regional Retail and Centennial Lakes Districts is intended for mixed use with greater levels of multi-family housing and ground level re- tail. The Promenade provides a north-south connection between the shops at the Galleria and Southdale Center and the Centennial Lakes open space system, homes, shops and offices. It is envisioned to be a vibrant street with ac- tive storefronts. A more compact, pedestrian- scaled street space can be achieved by mixing uses and building to the sidewalk edge. Side- walks should be designed and constructed with quality and craft in mind. The promenade must be able to handle heavy foot traffic, and provide safety and comfort to attract pedestrian activity. Convenient park- ing should be allowed on the street to address the needs of pedestrians and retailers. Spe- cific streetscape recommendations include the following: • Minimum 15' Public Right-of-Way • High quality, durable and attractive pavement Street trees and tree grates or planter cut-outs Street lamps Benches Planter pots Window awnings Bike parking Trash cans • Banners and signage • On-street parking The elements of streetscape for retail streets on the Promenade are illustrated in Figure 39. Figure 39 Streetscape - Promenade Retail Street Greater Southdale Area Public Initiatives Land Use and Transportation Study Page 57 IV 4NS '' 'VI . .1.:::!n ••:V%:x.st,oN 11..:::443:;^ %v..... p, 414W. 0 . 64.n e VICO., eN f.r.44 • • 9111e0 MO fr, VW/ wow. Planting Lighting 41,....q. d INil l'. , ulp 1 a ri I li et4If -1 .1' m I 7"47"IT'IPT Sidewalk Promenade Residential Street Just as the Promenade encourages a more com- pact and lively retail environment, the resi- dential uses should also strongly reinforce the street. Condominiums and townhomes should provide entries and windows onto the street. Front stoops and porches can help create greater privacy for homes on the first level. A 15' setback is recommended to accommo- date these elements. Sidewalks should be de- tached from the curb and shade trees should be planted in tree lawns to bring more green- ery to the street. Specific streetscape recom- mendations (Figure 40) include the following. • Minimum 15' Public Right-of-Way • 15' Setback for stoops and front porches • Detached concrete sidewalks • Shade trees planted in tree lawns • Pedestrian-scaled street lamps Benches Transit shelters and furnishings • Bike Parking On-street parking Typical Mixed-Use/Commercial Street with 15' Setback Future mixed-use and commercial develop- ment along 70th Street andYork Avenue is en- couraged to build closer to the street yet al- Figure 40 low enough setback to provide green space and Streetscape - Promenade Residential Street patios between the street and the building front. A 15' setback is recommended to accommodate these elements. Sidewalks should be detached from the curb and shade trees should be planted in tree lawns to bring more green- ery to the street. Specific streetscape recommendations (Figure 41) include the following: • Minimum 15' Public Right-of-Way • 15' Setback for plantings and patios • Detached concrete sidewalks • Shade trees planted in tree lawns • Street lamps • Bike Parking Public Initiatives Greater Southdale Area Page 58 Land Use and Transportation Study Planting Typical Residential or Commercial Street with Minimum 30' Setback Existing residential and commercial develop- ment patterns along portions of York and France Avenues indicate buildings set back be- yond 30 feet from the public right-of-way. This is a pattern that may continue as the area de- velops due to heavy traffic on both streets. Sidewalks should be detached from the curb to provide pedestrians with greater distance and safety from moving traffic. Shade trees should be planted in tree lawns to bring more greenery to the street. Street lights should become part of a streetscape kit-of-parts that lends greater identity to the district. Specific streetscape recommendations (Figure 42) in- clude the following: • Minimum 15' Public Right-of-Way • 30' Setback for plantings and patios • Detached concrete sidewalks • Shade trees planted in tree lawns • Street lamps • Transit shelters and furnishings Typical Streetscape Adjacent to Surface Parking Lot Lighting eifw.4. 001, h•-,,, 0 0y3 • i lit.' VI!' or 1 .'aln 11.7,g II) 1 11011 ' 41 ii)111) I 11114;P. 11P1 n I . WO- • ... , ± , ; ;40 f- arisr_ *‘'E ... heo, OW" ) py •% 6..4 .frai .1. V° t ,' ' ' ' . "?.. c. .11'04 • .. ,,,,0 Sidewalk Existing conditions along France and York Av- enues includes a condition where surface park- ing lots separate buildings from the streetscape. To minimize the negative visual impacts of this condition, it is recommended that a minimum 15' setback is utilized for landscape buffering and screening of parked cars. The public right-of-way should be treated like other parts of either Avenue, with detached walkways and planted tree lawns. Specific streetscape recommendations (Figure 43) include the following: • Minimum 15' Public Right-of-Way • Minimum 15' landscape setback for buffering and screening • Detached concrete sidewalks • Shade trees planted in tree lawns • Street lamps • Transit shelters and furnishings Figure 41 Streetscape - Typical Mixed-Use/Commercial Street with 15' Setback Greater Southdale Area Public initiatives Land Use and Transportation Study Page 59 Planting Lighting • ao ." ‘'", iiiikkr , : ' * i „ •-. "" P 4 - , ,) , _ , . • A- •=1.. 6 1 i• IIP V/ - ,... lak ‘'' -.,-, . - . '. ''. 2 t, 2 '1'1 4 . , K; I ;.- , , 'Po ‘0 ...Z" . - .1 ,,, IIII 1 ' . 4 6# erg* T,"- ..3 1 e iteOP 1-Mitvl 111 ....! , . #.) . 0 1‘ 11, i 1 r - • is_. el 1 1 I "0 --. fin, ,.. 4 1, i'f "fiswi o111111 1 ' .<7 CA , -,,,,,,,---,, t, , 0 '1.1 !ie. g f A .44 P , n 1 I I I 1 I .. ( I ril II, , Sidewalk Figure 42 Streetscape - Typical Residential or Commercial Street with Minimum 30' Setback Public Initiatives Greater Southdale Area Page 60 Land Use and Transportation Study •• iv 1... fo• 468 e:• jhre60? Id• .1 Pe S. •,,,e 1. . ,Nott• n vt .• • , P01:14' ••• 11'4.11" S.. • •• .4;1%44 1 74'4a0P•S• .14C ott. VAPestrie, q•ra cgzzert, f,70 xt,er 111A(1 tree gistw lar N.WitkvviriNt , ** 1.30 gel AV" W t:•4 • 4,1, - e.....g-, . ‘,,,,v ,s-otcF ,, ,-, _ic'E' ) IS 'TV 110 ICY 1 1I 1 % 6' /A r , --* \---1n ••-7 I 14 (.7 fp.. GAINN ., i 4/ lilt O 1...... .k o: ''. . • '/7/..€07, . e - . - 4 , • ''- /- , ,-• V---<,/,-// - ' , , kk,-///,',/,,,, • / ..„....r ; . i y.. '1"..13 C , 0'. • . . 1 „,,,,, ithutli ' jai I'', Ipili I • 4- '' 0 . n .,--- \To(=,-- •"4 a° ' , 4. // i, 11 " I 1,ILlin .L.1„..1, l P k(HA 1 I t 01 i:._, .,....,,, l if ..41( , : .r.... 1 0 .4 ICI', ' IT Ili V :41 , -__„, ofir, . Sidewalk Figure 43 Streetscape - Typical Streetscape Adjacent to Surface Parking Lot Greater Southdale Area Public Initiatives Land Use and Transportation Study Page 61 Center/Hub Regional Circulator Transit System The transit system proposed to support the Southdale area has three components - regional, circulator and shuttle - each of which is designed to serve different segments of the travel mar- ket in the Southdale area and to integrate into a whole. Figure 44 illustrates the general rela- tionship of the three system elements. The regional element of the system is designed to address the movement of persons to and from the Southdale area. This part of the system in- corporates much of the existing transit service that is focused on the transit center at Southdale and along the 78th Street corridor at the south- ern end of the Greater Southdale area. As BRT or similar higher capacity service develops on 1-494, the regional element introduces a transit hub/station stop at the south end of the study area to link to that service. This regional ser- vice connects the Southdale area to other re- gional centers and provides backbone service all day that is augmented with peak period express service. The shuttle element is the key component of the Southdale transit system and is designed to provide high frequency (five to ten minutes be- tween vehicles) service to move persons within , the Southdale area. The shuttle transit service would operate with frequent stops along the central Spine Street. The shuttle would link the regional elements at the north and south ends of the Southdale area. The function of the shuttle Figure 44 Elements of Transit System is to support development along the Spine Street. As noted previously, almost all of the study area is within a five minute walk of the shuttle alignment. The level of internal tripmaking among future uses in the overall study area is projected to be in excess of 4,000 trips in the peak hour. While not all of these trips would use a shuttle, they do represent a potential ridership market for the service and are indicative of a daily level of internal tripmaking that would support a transit system of the type described. When the projected mix of uses and the relative location of uses is taken into consideration, the shuttle route is proximate to about half of the internal trips that are made within the study area. The circulator element of the transit system is designed to provide for movement of persons Public Initiatives Greater Southdale Area Page 62 Land Use and Transportation Study • ./ • `N. • LEGEND 1l4-MI. (S Minute) I Psdlus WalkIns Circle • •••••• * Figure 45 Pedestrian Catchment Areas within the Southdale area that are not within walking distance of the regional or shuttle ele- ments. Because of the large scale of the study area, not all of the residential and employment areas will be within walking distance of each other or the retail/commercial areas. (Fig- ure 45 illustrates the pedestrian catchment ar- eas for the proposed land use pattern.) Trips between residential and employment areas along the periphery of the Southdale area (i.e., those not adjacent to the central Spine Street) will be beyond walking distance. The circula- tor element is designed to connect these areas and effectively extend the reach of walking trips at the periphery of the Southdale area. Alter- natively, the circulator service could be pro- vided by the "tails" of the regional routes that access the Southdale transit center, similar to the way that service occurs today. The preferred routes of the transit system el- ements are generally illustrated in Figure 44 and would consist of three sets of routes. The regional routes would be expected to operate on the freeways and other regional roadways connecting to the Southdale area and would serve transit centers or stops at the north and south ends of the Southdale area. The shuttle route would be a linear north-south service on the central Promenade (essentially along the existing transit easement). The circulator route would function best alongYork Avenue, 66th Street, France Avenue, and 78th Street. The circulator may more effectively operate as a combination of fixed route service overlaid by point-to-point service along this general route. These routes require related improvements to the infrastructure in the Southdale area. The Promenade would be constructed, either as a street for mixed traffic or as a pedestrian/ transiti,vay (the width of which would depend upon the transit technology used). For the circulator to operate on the western side of the study area, a system of transit priority would be needed on France Avenue to manage traffic delays and allow transit to function effectively. Transit centers or station stops would be needed for the regional elements at the north and south ends of the Area. The location of the existing transit center at Southdale Center would need to move north to be proximate to 66th Street and a new facility would be needed near 78th Street to serve higher capacity service proposed in the 1-494 corridor. These centers/ station stops would be areas where parking structures could be beneficial to support park and ride functions. Greater Southdale Area Public Initiatives Land Use and Transportation Study Page 63 Boulder Orlando Although the regional elements would continue to operate with the big bus technology that is used by the region's transit providers, several transit technology options are available for the shuttle and circulator elements of the transit system. Both the shuttle and circulator could be operated with rubber-tired coaches of varying sizes that would function on a conventional street environment. However, the shuttle element of the system has requirements for more frequent boarding that would dictate multiple boarding doors and a low floor on the vehicle, which may require specialty coaches if a rubber-tired option is chosen. Clearances under the Galleria may limit the size of vehicles on the shuttle route. The circulator would be expected to have wider stop spacing and would be able to use conventional small coaches. Route branding through unique paint and/or vehicle naming schemes would reinforce the presence of the different routes. Both Boulder, CO (Hop/Skip/Jump) and Orlando, FL (Lymmo) have had success with this type of branding. The shuttle element may be better served by modern streetcar technology of the type used in the Portland, OR andTacoma, WA systems and scheduled for the Seattle, WA system. The modern streetcar uses a European car that is roughly 60 feet long and 8 feet wide and oper- ates on railroad tracks. In both Portland and Tacoma, the streetcar operates on-street in mixed traffic with boarding at curbside station stops. Portions of the Portland system operate in off-street plazas/pedestrian areas. The key to the service frequency on the modern streetcar systems is limiting the length of the system to 1 to 3 miles, which is consistent with the length of the shuttle element in the Southdale area. The proposed alignment of greenway/mixed traffic streets in the Southdale area that the shuttle would operate on is also consistent with the technology. Stop spacing is a maximum of 1/4 mile and as short as every block. The streetcar technology provides for frequent service with fast boarding. With two stops per block, the estimated round trip running time is approximately 23 minutes. The round trip time increases to about 27 minutes with stops 300 feet apart. A detailed costs analysis of the shuttle system was beyond the scope of this study. The follow- ing information provides a preliminary indication of the costs associated with this transit system. • Construction costs for the modern street are about $50 million per mile inclusive of trackway, station stops, overhead power, signaling and cars. Any technology other than bus would require new maintenance and storage facilities to be sited in the study area. • With 12 to 15 minute headways, the shuttle system would need two vehicles in operation with one spare. A reasonable estimate of total vehicle expense is $240,000. • One possible scenario would operate the system for 18 hours on weekdays and 12 hours on weekends and holidays. With a consistent 15 minute headway, the operating cost of the system would be approximately $530,000 per year. A increase in week- end headway from 15 to 30 minutes reduces estimated annual expense to $468,000. One of the main functions of the modern streetcar in both Portland and Tacoma is to encour- age economic development along the route (both are set up to recapture the increase in value Public Initiatives Greater Southdale Area Page 64 Land Use and Transportation Study from such development through a tax financing district). This function is compatible and desirable along the shuttle route in the Southdale area, but less so with the circulator route, which serves residential and employment uses on the periphery of the area. This may make the streetcar technology less attractive for the circulator even though it would functional well for the circulator. A third technology that could function for the shuttle and/or circulator is personal rapid transit or PRT. This technology is designed to provide point-to-point service on an elevated trackway. The Southdale area is a sufficiently dense activity center of limited geographic scale that PRT technology could serve the area. PRT technology is still at the prototype stage. The elevated system would require elevated station areas, both for boarding and for PRT car storage, which would introduce substantial vertical elements into the urban design aspects of the street/greenway system in the Southdale area. Transit improvements are important to the Southdale area to provide for pedestrian connec- tivity among the land uses in the area. While nodes of activity within the Southdale area can be designed to encourage walking, the distances between nodes is sufficiently large that people will drive rather than walk to reach them. The shuttle and circulator elements of the transit system are designed to extend the reach of an individual walking trip, either by allowing a visitor to drive into the Southdale area, park once and visit multiple destinations or by allow- ing a Southdale area resident to reach employment or shopping destinations without driving. This concept of extending a walking trip is an important aspect of how the shuttle element supports economic development along its route with frequent service - as people recognize the dependability of the service, they are willing to incorporate it into their activity patterns and ultimately end up spending more time collectively at establishments along the route. Several steps are necessary to achieve the transit vision articulated above. One involves developing a more detailed technical study to establish the system technologies, routes, oper- ating patterns, costs and benefits. A second step must focus on how to fund the transit service and what actions are needed to implement funding mechanism allowed by the existing en- abling legislation. These actions differ between the three system elements. The regional element relies upon available regional funding for transit, which is dependent upon the actions of Metro Transit, the Opt-out transit providers like Southwest Metro, the Metropolitan Council, the State Legislature, and the Federal Transit Administration. The regional element described above is intended to reinforce existing regional transit planning that is already focusing on the Southdale area and on the regional corridors on TH 62 and I- 494. The transit centers included in the regional element are eligible for federal funding, as are park and ride components at the centers. Siting of the centers and capitalizing on air- rights at these locations is something that the City can bring to the regional discussion. Simi- larly, the City can leverage investment in the shuttle and circulator elements (see below) to reinforce decisions about where to site the regional transit centers and how they link into the development pattern. This level of discussion can influence how regional routes that pass through or adjacent to the Southdale area can be reorganized to best serve the new centers. The shuttle element lies within the area designated by the State Legislature for the City of Edina to operate a transit system. Within this area, the City has an easement and the ability Greater Southdale Area Public Initiatives Land Use and Transportation Study Page 65 to levy for funds for the transit system. The circulator element is only partially within the area already established. The City should initiate an evaluation of a Special Services District in the Southdale area to determine what the boundaries of the district need to be to support the proposed transit elements and what the funding capacity of the district can be. This work will need to integrate with the technical study noted above to determine if the level of funding needed for operating the shuttle and circulator elements is within the capacity of the district or if other sources of capital and/or operating funds will be necessary. It is important to note that Portland and Tacoma assembled funds from multiple non-federal sources to con- struct and operate their streetcar systems. Both of these systems can serve as examples for funding programs for the Southdale area. The existing legislation that established the transit area for Edina precludes the use of rail- based transit. If a rail-based technology is selected, the enabling legislation would need to be modified. Although not currently in place, legislation at the federal level is moving toward establishing a "small starts" program that would fund systems like that envisioned for the Southdale area. Should that funding become available, the Southdale area would need to compete for it with other parts of the country. Similarly, depending upon the type of transit technology selected, the system in the Southdale area could be a candidate for a federal demonstration project if the technology or the application of an existing technology is suffi- ciently innovative. Travel Demand Management Strategy Incorporating a strategy for travel demand management (TDM) into the plan for the Greater Southdale area will enhance the ability of the infrastructure in the study area to accommodate future development. TDM programs, whether employer or district based, have been shown to have the potential to reduce vehicle trip making by both employees and residents in the study area. Also, use of TDM as a congestion management measure enhances the market for both regional and local transit services in the study area. The effectiveness of TDM activities will be strongly influenced by the approach used to implement them and the ability to imple- ment additional transit service in the study area. The effectiveness of the TDM elements is also affected by how early in the development process interaction occurs between the City of Edina, other agencies and project sponsors. The recommended strategy for the Greater Southdale Area is to implement TDM on a dis- trict basis and link the TDM components to the benefit district that the City is empowered to create for the transit system. Elements to be included would be development of a district TDM coordinator position, either via the benefit district, as city staff, or via use of the exist- ing 494 Commuter Services organization. The function of the District/Coordinator would be to facilitate TDM strategies in the Greater Southdale Area, which would include: • Increasing ridesharing activities via carpooling and vanpooling • Increasing the use of public transportation and alternate modes/choices (walking, bicycling, telecommuting, staggered/flex work hours, compressed work weeks) Establishing a district would provide for a focused return on investments related to TDM. The coordinator position provides a central clearinghouse function for TDM that provides for Public Initiatives Greater Southdale Area Page 66 Land Use and Transportation Study better outreach and accordingly, better implementation of TDM by employers. While a TDM strategy for the study area could be entirely voluntary, the City could facilitate the strategy by requiring TDM activities for new development, either as a policy or through implementa- tion of an ordinance that requires TDM for projects above a threshold size. Greater Southdale Area Public Initiatives Land Use and Transportation Study Page 67 This page left blank intentionally Public Initiatives Greater Southdale Area Page 68 Land Use and Transportation Study Moving Ahead Achieving the vision for the Greater Southdale Area will be a balancing act between land use and transportation objectives. In perfect world, the necessary transportation system is in place before development occurs. This approach does not fit the reality of the Greater Southdale Area. Private investment is attracted to the Greater Southdale Area and seeks to use land with greater intensity. This new development adds trips to the local street system and increases existing congestion. Some enhancements to the street system have been identified (i.e. — France/Crosstown interchange), while others (West 70' Street) require further investiga- tion. The combined requirements for planning, design and funding place these enhancements years into the future. If transportation issues become an unduly restrictive limit on develop- ment, Edina faces the risks of missed opportunities and discouraging reinvestment in the Greater Southdale Area. These factors make land use and transportation inextricably linked for the future of the Greater Southdale Area. Actions that should be taken to address the issues raised in this Study and to achieve the vision include: • Development agreements for all projects should include provisions for supporting the establishment of a special service district to build and operate the transit system. • Use development projects to achieve the long-term transportation objectives for the Area, including sidewalks, trails, and pedestrian street crossings. • Incorporate streetscape improvements into all new development projects. • Determine if the City is willing to use tax abatement as a tool to finance public initiatives in the Greater Southdale Area. If so, then determine if any actions are needed to preserve capacity until needed. For example, an abatement levy could be collected from Cypress Equities project, but details of the application are not yet known. • Determine if Hennepin County is willing to use tax abatement as a tool to support transit system or any other initiatives identified in the Study. • Use development projects to establish right-of-way needed to construct the Edina Promenade and internal transit corridor. • Work with Target site should ensure that development on this site promotes the objectives of this Study. • Work with Mills Corporation to preserve a site for the transit hub on the north portion of the Shopping Center campus. • Work with Mills Corporation to define the appropriate corridor and relationship for the internal transit system on Shopping Center campus. • Determine if "land bridge" concept for France Avenue/70th Street merits consider- ation. If so, immediately undertake conceptual design to provide information needed to coordinate roadway with adjacent development plans. Work probably requires corridor study of 70th Street. Greater Southdale Area Moving Ahead Land Use and Transportation Study Page 69 In addition to these actions, there are a series of other steps for moving ahead in addressing the land use and transportation needs of the Greater Southdale Area. Financing the Promenade One of the most important public initiatives described in this Study is the Edina Promenade. Preliminary estimates suggest that the cost of street and streetscape improvements would be $1,630 per linear foot (see Figure 46). Assuming that the Promenade spans an 1,800 foot distance, the cost of construction totals $2,934,000. These improvements would require a bond issue of approximately $3,200,000 (including finance expense and capitalized interest). Annual debt service could range from $235,000 to $400,000, depending on term and interest rates. These figures provide the City with an indication of the revenues from tax abatement, special service district levy, and/or special assessment that would be needed to build the Promenade. Pavement Cost Length Width Depth(ft) Q(cf) Q(cm) Unit Cost COST/LF AC(B) 5,280 19 03 30,000 "'1,425/th 90/tn $ 24 AB 5,280 19 1 100,000 2,857 JJrr 30 AS 5,280 19 0.67 67,000 1,914 35 Total Pavement Cost Lanes 2 Concrete Curb/Butter B-2 5,280 2 10,560 20 (Bothsides) Behind Curb Streetscape Landscaping, sidewalk, street lighting, furnishings and irrigation 900 (Both Sides) Signs and Striping. LS Varies from 15,000 to 25,000 4 Drainage 32.3 Using 3096 of roadway items. 2596 Contingency/escalator 350 TOTAL 1,630 Figure 46 Preliminary Cost Estimates for Promenade Sewer Infrastructure Moving ahead with the land use strategies identified in this study will result in increased densities and accordingly, the need for additional sanitary sewer capacity. This issue impacts the City of Edina as well as the neighboring communities of Richfield and Bloomington. To date, short-term solutions to sewer capacity issues such as retention of effluent during peak hours have accompanied large redevelopment proposals such as the Best Buy corporate head- quarters in Richfield. Continued redevelopment in the Southdale Area as well as redevelop- ment in each of these adjacent communities will require a permanent, long-term solution to Moving Ahead Greater Southdale Area Page 70 Land Use and Transportation Study sewer capacity issues involving both regional and local authorities. The future land use information identified in Appendix B can be used as one example of future growth for the purposes of conducting additional sewer capacity analyses. This scenario, however, does not represent full build-out for the Southdale Area nor does it necessarily represent the most realistically intensive scenario possible. The request for additional sanitary sewer capacity is formally addressed through the compre- hensive planning review process with the Metropolitan Council. The sewer capacity issue will need to be addressed either as a comprehensive plan amendment for the Southdale Area is prepared or as part of the complete comprehensive plan update that is mandated by the 2008 deadline. City staff from Edina and the surrounding communities should meet with representatives of the Metropolitan Council's Environmental Services staff to further inves- tigate both short-term and long-term solutions to sewer capacity issues. Comprehensive Plan and Zoning The evolution and change of the Greater Southdale Area over the next 10 to 20 years will be guided and regulated by the Edina's Comprehensive Plan and Zoning Ordinance. Both of these documents need to be modified to reflect the strategies and directions offered in this report. The following is an overview of the planning and zoning implications of the Study. Comprehensive Plan By 2008, the city of Edina like all Twin Cities metro area communities will need to complete an update of its Comprehensive Plan. The land use component of the Greater Southdale Area Land Use and Transportation Study doesn't represent a radical departure from the current land use designations, however, it does differ in a number of areas. The Greater Southdale Area Land use andTransportation Study is expected to define future land use for the Southdale Area. Accordingly, the land use component of the upcoming Comprehensive Plan update should include the Future Land Use Plan contained within this document. Zoning Zoning regulations found in City Code Section 850 control land use. The Current Zoning map (Figure 47) shows the current zoning designation for parcels in the Study Area. The following list provides a description of the principal uses allowed in each zoning district found in the Study Area. • Single Dwelling Unit District (R-1). Buildings containing not more than one dwell- ing unit. Publicly owned parks, playgrounds and athletic facilities. Publicly and pri- vately owned golf courses, but not including driving ranges or miniature golf courses as a principal use. Double Dwelling Unit District (R-2). Buildings containing two dwelling units. Planned Residential District - 3 (PRD-3). All residential buildings. Also day care facilities licensed by the State. Planned Residential District 4 (PRD 4). All residential buildings. Also day care facilities licensed by the State. Greater Southdale Area Moving Ahead Land Use and Transportation Study Page 71 Figure 47 Current Zoning Legend , Zoning Districts 562let Orre2451 U4 Distnct ME Do6bl2 06-6653 Una Ocarkt INN 14.5,25411tosttlu4s./135624 .3 , Ksmed RectIontel 052-51 • 4 25.44.1144siltrtial District • 5 ,ggg 14-41-.44.1 Comp/mat 12s64l -2 MEI 66.a 02trrscista'21415/1 -3 11111 Panned Constnamat etcl • 4 6.66440 0544 042t - I NM Flannel Mc. Otatisl • 2 MI Reltional It4r1441 L.... /554543 262salnat 04614, ▪ /6415(1-6514 P46•n2 04551 Panned Sena, Dimon 00232 E- • • 1.11•45 Dcraleptc4ct OtsInct - 5 ▪ 1.14411Developrivnt D4251 • 6 17— va,k Moving Ahead Greater Southdale Area Page 72 Land Use and Transportation Study • Planned Residential District - 5 (PRD-5). Rest homes, convalescent homes and nursing homes. • Planned Senior Residential District - 4 (PDR-4). Buildings containing 4 or more dwelling units, all but one of which are senior citizen dwelling units. • Planned Commercial District - 2 (PCD-2). Commercial uses permitted in the PCD- 1 district which include smaller, neighborhood convenience type businesses and of- fices generally less than 2 stories and with a floor area ratio under 1.0. Permitted uses in the PCD-2 district are allowed to be larger with a maximum building height the lesser of 4 stories or 50 feet and a floor area ration under 1.5. Some example uses include recreation establishments, animal hospitals and kennels, department stores under 40,000 square feet, furniture stores, hotels and motels, laboratories, post of- fices, theaters and funeral homes. • Planned Commercial District - 3 (PCD-3). General commercial uses permitted in the PCD-1 and PCD-2 districts as well as automobile agencies selling or displaying new, unused vehicles; boat or marine stores selling or displaying new, unused boats; department stores or shopping centers exceeding 40,000 square feet of gross floor area; and sexually oriented businesses. • Planned Commercial District - 4 (PCD-4). Automobile service centers. Car washes. Gas stations. • Planned Office District - 1 (POD-1). Business and professional offices. Financial institutions including drive-through facilities. Post offices. Clubs, lodge halls and non- profit organizations, excluding those providing beverage services in the building or lot. Medical and dental offices and clinics. Employment agencies. Travel bureaus. Day care. Public or private colleges, universities or schools. Facilities for athletic, health or weight control purposes. • Planned Office District - 2 (POD-2). Same as Planned Office District - I. Differ- ence between districts is that POD-1 is limited in height to the lesser of 4 stories or 50 feet, whereas POD-2 has no height maximum except as determined by setbacks. Regional Medical District. Hospitals. Medical and dental offices and clinics. Labora- tories performing medical or dental research, diagnostic testing, analytical or clinical work, having a direct relationship to the providing of health services. Laboratories engaged in the production or manufacturing of goods or products for commercial sale or distribution are not included. Planned Industrial District. Principal uses allowed in the Planned Office District as well as manufacturing, processing, assembly, packaging and warehousing. Scientific research, investigation, testing or experimentation. Office equipment showrooms or repair services. Printing shops. Businesses that provide a service on the customer's property such as a contractor. • Automobile Parking District. Parking lots. Drive-through banking facilities. • Mixed Development District - 5 (MDD-5). Buildings containing not fewer than 10 dwelling units or senior citizen dwelling units. Publicly owned or operated civic, parking, cultural institutions, park or recreational facilities. Offices. Financial institu- Greater Southdale Area Moving Ahead Land Use and Transportation Study Page 73 lions. Suite Hotels. Day Care. • Mixed Development District - 6 (MDD-6). All principal uses in MDD-5 plus health and athletic clubs; department stores or shopping centers greater than 40,000 square feet; and uses in PCD-1 and PCD-2 subdistricts except animal hospitals and kennels, automotive accessory shops, clubs and lodge halls, exterminating offices, undertaking and funeral home establishments. A substantial portion of the Study Area is either zoned in the Planned Commercial category or the Mixed Development category. Both of these categories include a wide range of per- mitted, accessory and conditional uses, most of which fit the long term direction of the plan and some that are inconsistent. After approval of the Greater Southdale Area Land Use and Transportation Study, a detailed comparison of the current Zoning Code and the land use direction provided in the Study needs to be accomplished. Two specific areas need to be addressed. First, a careful review of allowable uses in each zone needs to be completed. In some cases, the existing list of uses is either too broad or doesn't adequately address high density residential uses as a permitted use. For example, in the Planned Commercial District - 3 (PCD-3), drive-through facilities are allowed as accessory uses. Drive-through uses would be inconsistent with the intent of the Central Spine District although they could continue in other geographic districts of the study area. In a similar way, the southeast quadrant of the Central Spine District is slated for future high density housing. The site containing the existing Yorktown Fashion Mall which is located in this area could only contain housing as a conditional use over a principal commercial use. In order to allow only housing in this area, the subject land would either need to be rezoned or housing would need to be added as a permitted use in the zone. The former approach in this case would likely be the most effective since it would not broadly open the PCD-3 district to housing as a principal use. The second area of the code that should be reviewed concerns height limitations. The Southdale Area will continue to see proposals for added building height because of high property values. At the present time, the Zoning Code limits height in the PCD-3 district through building setbacks. Setbacks are generally required to be either 50 feet or the height of the building, whichever is greater. These setback limitations are certain to result in variance requests for taller buildings. An examination of the relationship between allowable building height and stipulated setbacks needs to be conducted to reduce or eliminate standards that create vari- ances in areas where added building height is deemed appropriate. Maximum floor area ratios (FAR) for various zoning classifications should also be reviewed. FARs for uses in the Planned Commercial District, Planned Office District, Planned Residen- tial District, Planned Senior Residential District and Planned Medical District generally range from .3 to 1.5. It is likely that these FARs will need to be adjusted upward in some cases to accommodate a scale of development appropriate for the Southdale Area. Moving Ahead Greater Southdale Area Page 74 Land Use and Transportation Study Financial Tool Box Previous public development initiatives in the Greater Southdale Area were funded with tax increment financing (TIF). This tool allowed the City to capture the property tax revenues from new development and use these monies to pay for public improvements and develop- ment activities. Tax increment financing is not likely to play a role in facilitating public objectives in the Area. At this point, the elements needed to establish a TIF district (i.e. - structurally substandard buildings) do not appear to be present at key development locations. The inability to use TIF does not mean that Edina lacks the financial resources. Special service districts and tax abatement will be keys to making the public investments identified in this study. This section discusses the applications and issues for the use of the finance tools in the Greater Southdale Area Special Service District A special service district has the capacity to finance any of the public improvements planned for the Greater Southdale Area. In simplest terms, a special service district is a special taxing district. It allows a city to collect money to support services and improvements in commer- cial areas. Statutory Authority Edina has the unique ability to draw on two forms of special service district authority. The City can use the general statutory authority in Minnesota Statutes, Chapter 428A. Edina has also received special legislation for a special service district related to a transit system. The special legislation for a transit system (Minnesota Law 1989, Chapter 241) special service district in Edina contains several important stipulations: • The transit system cannot operate on fixed rails. • The system can operate in an area bound by the Crosstown/CSAH 62 (north), High- way 100 (west), and the city limits (south and east). • In addition to the acquisition, construction, maintenance and operation of a public transit system, this special service district can be used to provide "any other service provided by the city authorized by any law." • The legislation can be used to establish only one district. This authority does not preclude the creation of other special service districts under general state law. • The service charge may be imposed on the property and improvements of Fairview Southdale Hospital. All other aspects of the transit system special service district are governed by Chapter 428A. Potential Uses The general statutory authority contains few limits on the potential uses of special service districts. The nature of the improvements that can be funded with a special service district are not defined (or limited) by statute. The special service district cannot be used to finance services that the City provides through the general fund throughout Edina, unless the ser- vices are provided at a higher level. The statute does not impose any other limitation on the Greater Southdale Area Moving Ahead Land Use and Transportation Study Page 75 nature of services. Under the combined special service district authority, the potential applications in the Greater Southdale Area include: • Construction and operation of the internal transit system. • Construction of the spine street. • Construction and maintenance of public amenities, including streetscape and public open space. • Construction of sidewalks, trails, bridges and other improvements to enhance pedes- trian movement. • Construction and maintenance of public parking facilities. Other services and improvements can be undertaken and financed by a special service dis- trict if authorized by the enabling ordinance. Process The process of creating special service district and authorizing the collection of service charges is different from other public finance tools. The use of a special service district requires a collaboration of property owners and the city. The process to create a district and to levy taxes must be initiated by petition of property owners and is subject to owner veto. There are two separate steps in the process: (1) adoption of an ordinance establishing the service district and (2) adoption of a resolution imposing the service charges. Neither step can be initiated by the City. The City must receive a petition to undertake the processes to create the special service district and to impose service charges. At a minimum, the petition must be signed by owners representing 25% of the area that would be included in the district and 25% of the tax capac- ity subject to the service charge. The actions of the City Council to adopt the ordinance and the resolution are subject to veto by property owners. To veto the ordinance or the resolution, objections must be filed with the City Clerk within 45 days of initial City Council action to approve. The objections must exceed 35% of area, tax capacity, or individual/business organizations in the proposed dis- trict. The specific veto requirements depend on the nature of the service charge. Service Charge Although the special service district functions like a taxing district, the revenue source is called a "service charge". The service charge may be imposed on any basis that is acceptable to the City and the property owners. A service charge can function like a property tax, based on tax capacity value of the parcel. Other common means of allocating costs include lot frontage and lot area. This flexibility is an asset in creating funding plans that spread the costs of improvements and services over a broad area. The service charge applies solely to non-residential property. State law limits the application of a service charge only to property that is classified for property taxation and used for commercial, industrial, or public utility purposes, or is vacant land zoned or designated on a Moving Ahead Greater Southdale Area Page 76 Land Use and Transportation Study land use plan for commercial or industrial use. Other types of property may be part of the service district, but may not be subject to the service charge. Bonds The special service district statute also includes the ability to issue bonds to finance improve- ment costs. The bonds must be supported "primarily" from revenues produces by the service charge. The may also use special assessments and any other legally available nontax revenue to pay debt service. This provision suggests that if nontax revenues are the "pri- mary" source of revenue to pay debt service, then a general property tax may be applied. This approach is similar to the application of property taxes to 429 improvement bonds when less than 100% of the costs are assessed. The bonds may be general obligations. The bonds may be issued without an election and are not subject to any debt limit. Challenge of Mixed Use Development The inability to create mixed use special service district poses a challenge for creating an equitable funding plan. Some existing housing in the Greater Southdale Area will benefit from the ability to use an internal transit system. As evidenced by the plans for redevelop- ment of the Centennial Lakes Theater site, future development is likely to be mixture of housing and commercial uses. Neither the special nor general forms of special service dis- trict allow service charges to be levied against residential property. There have been some discussions about revising the special service district statutes to allow for residential property to petition to be included in the district and subject to the service charge. This change would enhance the use of this tool in the Greater Southdale Area. To date, one group has been willing to carry this legislation. A hybrid option is to use both a special service district and a housing improvement area. The housing improvement area is a similar form of special taxing district. Housing improvement areas apply only to owned housing. None of the existing special taxing district alternatives include rental housing. The housing improvement area statute contains broad language about the nature of eligible improvements. Housing improvements are defined by the city's enabling ordinance. This definition does not preclude any of the improvements called for in this study. The application of the housing improvement area for services is less clear. Unlike the special service district, the housing improvement area statutes do not specifically authorized an area to pay for services rendered to housing units. Using the Special Service District Additional planning and analysis for the use special service districts in the Greater Southdale Area should be performed in conjunction with work on the related public improvements. Specific steps for the use of special service districts include: Greater Southdale Area Moving Ahead Land Use and Transportation Study Page 77 1. Determine the boundaries of the special service district for the transit system. 2. Evaluate the ability to obtain special or general legislative authority for a mixed use special service district. 3. Explore the need to use the special service district to finance other improvements and services in the Greater Southdale Area. 4. Evaluate options for allocating the costs of improvements and services. 5. Determine if the needs of the Greater Southdale Area can best be met through a single or multiple districts. Tax Abatement Although tax increment financing is not likely to play a role in funding improvements in the Greater Southdale Area, tax abatement offers a valuable replacement. The name "tax abate- ment" is misleading. No taxes are abated using this tool. In reality, tax abatement functions similar to TIE Each taxing jurisdiction (city, county, school district) has the ability to levy a property tax equivalent to taxes paid by a parcel of property. The proceeds of this levy can be used to finance the public improvements proposed for the Greater Southdale Area. This section highlights the use of tax abatement. Funding Capacity Several factors influence the capacity of tax abatement to provide funding to undertake in- vestments in the Greater Southdale Area. Amount of Abatement The use of tax abatement involves decisions to capture tax revenues from a series of redevel- opment projects. The amount of the abatement depends on both the nature of the develop- ment and the approach to abatement. The options for abatement include: The abatement can be based on all or part of the valuation of a parcel. The abatement can apply solely to the new value produced by improvements. In this approach, tax abatement functions similar to tax increment financing. An abatement levy can account for existing property values. In tax increment financ- ing, this value forms the base value of the TIF district and is not captured. Since no new value is created, this approach acts like a new property tax for any other pur- pose. • An abatement levy could be applied to property valuation as it comes out of an existing TIF district. In practical terms, this approach extends the use of this valua- tion for community development purposes. The abatement may last for a maximum of 20 years if not all taxing jurisdictions agree to grant an abatement. Property subject to tax abatement cannot be located in a TIF district. City/County Collaboration The use of tax abatement provides an opportunity for continued city and county collaboration in Greater Southdale Area. Each jurisdiction makes an independent decision on the use of tax abatement. Moving Ahead Greater Southdale Area Page 78 Land Use and Transportation Study Maximum Abatement The total tax abatement in any year may not exceed 10% of the current levy. Based on Edina's proposed levy for taxes payable 2006, the annual cap is $2,082,000. This annual revenue equates to a funding capacity of approximately $26,000,000 (20 years of debt payment at an average interest rate of 5.00%). Bonds It is likely that tax abatement revenues would be used to support bonds issued to finance public initiatives, such as the central spine street. Careful planning will be needed the type and structure of debt needed to make these investments. Abatement Bonds The statutes governing tax abatement authorize the issuance of tax abatement bonds. Two parts of this statute are particularly important in evaluating the use of these bonds: • The maximum principal amount of these bonds may not exceed the estimated sum of the abatements for the property for the years authorized. This limitation may not fit the reality of use in the Greater Southdale Area. All abatements may not be known at the time of issuance. The result would be less debt capacity than needed. • The statute limits the use of these bonds. The proceeds may be used to (1) pay for public improvements that benefit the property, (2) to acquire and convey land or other property, as provided under this section, (3) to reimburse the property owner for the cost of improvements made to the property, or (4) to pay the costs of issuance of the bonds. Other Debt Options Given the constraints of abatement bonds, the city may look for other options to finance needed investments. Improvement bonds and special service district bonds provide alterna- tive tools for financing public improvements. Revenue from abatement levies would be used to pay debt service on these bonds. Additional Investigations From the beginning, the scope of the Greater Southdale Area Land Use and Transportation Study was limited to defining a general growth strategy for the project area. The growth strategy is intended to guide private investment and focus public investment in manner this is supportive of private initiatives. Accordingly, it was anticipated from its inception that this planning effort would result in a number of subsequent investigations and actions that would be necessary to position the City to direct and react to change in the Southdale Area. The following additional investigations are recommended based on information developed during the completion of this study. West 70th Street From the west, West 70th Street is a primary entrance into the Southdale Area. Because of the interchange at TH 100, this route will continue to be a primary means of access. For most of its length, West 70th Street between TH 100 and France Avenue is a two lane road flanked by single-family land uses with numerous driveway cuts along the route. In its current configu- Greater Southdale Area Moving Ahead Land Use and Transportation Study Page 79 ration, it poses significant limitations on traffic movements and it directly impacts the quality of life for residents along the corridor. A follow-up effort is needed to examine West 70th Street and to define its future form and function. The follow-up effort should generally include an examination of alternative accesses to the Southdale Area from the west, reconfiguration of West 70th Street and substantial land use changes along the corridor. France Avenue, North of the Crosstown France Avenue, north of the Crosstown presents a similar situation to West 70th Street. From the north, this segment of France Avenue links the 50th and France commercial area with the Southdale Area. The width of the existing roadway is inadequate to comfortably accommo- date four lanes of traffic. The adjacent land use pattern consists of single-family and two family residences with numerous driveways along the corridor. A similar follow-up effort to that described above for West 70th Street needs to be completed for France Avenue. Traffic volumes and noise impacts have had an influence on property owner's willingness to maintain and improve their properties. Maintaining the northern portion of France Avenue as a functional gateway to the Southdale Area as well as maintain- ing/enhancing the appearance of the corridor is important to the greater Edina community. Redevelopment of Pentagon Park - Connection along West 77th Street Pentagon Park which is a predominately office development along TH 100 between 77th Street and 1-494 has been discussed as a redevelopment site. Between Pentagon Park and the greater Southdale Area along 77th Street, a significant employment base exists with the potential for additional business infill and redevelopment. Follow-up efforts need to consider the current future potential of this area for development and redevelopment in order to define a stronger link between the area and the greater Southdale area. Extension of the Southdale transit system to serve this area appears to be a logical connecting link but stronger visual and functional links may be possible through subse- quent land use planning and design efforts. Crosstown 62/France Avenue Interchange The transportation sections of this report discuss the capacity and design restrictions posed by the existing Crosstown 62/France Avenue interchange. Follow-up efforts involving MN/ DOT and Hennepin County need to be initiated to define a strategy for the design and funding of the reconstruction of the interchange. Design Guidelines for the Central Spine District The Initiative section of this Study provides an overview of the Central Spine District with general recommendations on streetscape, built form, parking and pedestrian circulation. A more detailed level of information will be needed for this area. It is suggested that the City initiate the assembly of design guidelines for the area addressing the public realm and private improvements. Regarding private improvements, the standards should address required setbacks, acceptable materials, appropriate building forms and mass and building height. Moving Ahead Greater Southdale Area Page 80 Land Use and Transportation Study Figure Al School District Boundaries legend Yeat Bunt P.13 1940 mg IMO 1974 t,/$ t9 Mlf 4,0ra Figure A2 Year Structure Built Appendix A Supporting Information This appendix containing supporting information created during the study process. This information provides addi- tional background on the current characteristics and future development of the Greater Southdale Area. The appen- dix is divided into fiur topic areas: • Study Area Characteristics • Community Demographics • Market Conditions and Issues • Transportation Study Area Characteristics School Districts School districts receive the student population and tax base The Study Area falls into both the Edina and Richfield School Districts. Figure Al illustrates the boundaries of the school districts in the Area. Year Structure Built The City of Edina and Hennepin County have built geo- graphic information systems (GIS). GIS contains informa- tion connected to property at the parcel level. Maps using GIS parcel data may create some odd looking locations where the site consists of a series of property parcels. For example, the block containing Southdale Shopping Center contains nine parcels. One element of GIS is the year built for the current struc- ture on each parcel. The map in Figure A2 illustrates the relative age of development in and around the Study Area. Property Valuation Estimated market value (EMV) is the amount set by the City Assessor's Department as the basis for property taxation. The maps in Figures A3-A5 show the EMV (taxes payable 2004) for commercial, single family residential and multiple family residential property. Grouping the parcels with similar classifications makes it easier to look for development pat- terns. Figure A6 compares property values in 1994 and 2004 for all parcels in the Study Area. Greater Southdale Area Appen Land Use and Transportation Study Page A-1 Figure A3 2004 Estimated Market Value - Commercial/ Industrial Property Figure A4 2004 Estimated Market Value - Single Family aft: Figure A5 Figure A6 2004 Estimated Market Value - Multiple Family Change in Estimated Market Value - 1994 to 2004 Residential Property Appendix A Greater Southdale Area Page A-2 Land Use and Transportation Study Legend Stvd)Area i = <20% I 25% - 60 PM '6°6 4111 Figure A7 Figure A8 Figure A9 Population in Census Blocks Percent of Population Age 65 and Older Percent of Population Under Age 20 Census Block Data A portion of the data from the 2000 Census is reported at the "block" level. The area in- cluded in each block is determined by the Census Bureau. The maps in this memoran- dum use data from each Census block that falls completely or partially within the Study Area. The following data sets are depicted in this memorandum. • Population (Figure A7) • Percent of population age 65 and older (Figure A7) • Percent of population under age 20 (Figure A9) Housing units (Figure A10) Percent of housing units owner occu- pied (Figure All) Figure A10 Housing Units in Census Blocks Figure All Percent of Housing Units Owner Occupied Greater Southdale Area Appendix A Land Use and Transportation Study Page A-3 LI H Twin Cities SMSA HennEpin County Edina 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 0 Under 5 05 to 19 020 to 34 035 to 64 11165 aid older Community Demographics The nature of Edina influences land use and transportation in the Greater Southdale Area. • Edina residents create demand for goods and services in the Area. • Edina residents contribute to the employment pool for Area business. • Edina residents influence the demand for housing. This memorandum describes demographic characteristics of Edina using information from the U.S. Census. (Unless otherwise indicated, the information in this memorandum refers to the 2000 Census). In preparation for the Futures Workshop we would like you to think about how these characteristics will appear in the 2030 Census. How will Edina be different and the same? What do the changes suggest for the Southdale Area? Age Edina is an older community. The median age of the Edina residents is 44.5 years. This age is substantially higher than medians for Hennepin County (34.9), the Twin Cities region (34.4) and the entire state (35.4). The charts in Figures Al2 and A13 compare the age distribution of Edina's population with the County and the region. Edina's population grew by almost 3% from 1990 (46,070) to 2000 (47,425). The population age 45 and older increased by 2,306 while the 19/20 to 44 group lost 2,035 people (see Figure A14). Figure Al2 Age Distribution of 2000 Population Appendix A Greater Southdale Area Page A-4 Land Use and Transportation Study --•-• 85 aid over — 80 to 84 _ 75 to 79 70 to 74 — 65 to 69 _ 60 to 64 — 55 to 59 _ 50 to 54 _ 45 to 49 _ 40 to 44 _ 35 to 39 30 to 34 _ 25 to 29 — 20 to 24 _ 19 _ 18 17 _ 16 15 14 _ 13 — 12 _ 11 _ 10 _ 9 _ 8 _ 7 _ 6 — 5 _ 4 _ 3 - 2 _ 1 _ Under 1 Min IIII111111n 7 ' (1 —IT) _ , a I I I e ? 8 Cl ( I r ---------t—u o 9 I I I I I 8 r 18 I , 1 Cl C , I ISM iLm IMMININIIMIIMID I_ u 0 ( . g r „c. . 0 1 0 _ IP I 14 o L , , t) f aU , I f 411u I 0: I LI U v I ( LI ) n IIMIIMIONID IIMMIN n fr ____ sli=1"- 0 .1.11n F 0% I r 1 _,.. r 1% 2% 3% 4% 5% 6% 7% 8% 9% 10% IIIEdha OH ennEpin County ti Twin Citim 9'4SA Figure A13 Age Distribution of 2000 Population More population in all groups age 45 and older Fewer "younger adults" (ages 20-34) Greater Southdale Area Appendix A Land Use and Transportation Study Page A-5 45 to 64 Ova- 65 years Under 5 years 5 to 19/20 years 19/20 years to 44 16,000 14,000 12,003 10,0017 8,003 6,003 4,007 2,003 0 01990 • 2003 Twin Cities SMSA Hennepin County Edina iffP,? 0% 20% 40% 60% 80% 100% III 1990 or later 0 1980 to 1989 E 1970 to 1979 0 1969 or earlier Figure A14 Population Change 1990 to 2000 Length of Residency The Census does not measure the length of time lived in a particular municipality. The closest statistic is the year moved into the housing unit occupied at the time of the Census. Almost 60% of householder lived in the same unit for less than 10 years. This movement is slightly below levels for the County and the region (see Figure A15). The Census also asks vhere people lived five years ago (1995). Over 62% of Edina residents lived in the same house (see Figure A16). People moving into Edina tended to come from Hennepin County (the Census does not distinguish movement within Edina). Less than 10% of the population lived outside of Minnesota in 1995. Figure A15 Ye ar Move Into Housing Unit (all occupied housing) Appendix A Greater Southdale Area Page A-6 Land Use and Transportation Study • Same use h 1995 o Same county • Different MN county o Other state mOther locaticn 61 IM•111111 Figure A16 Place of Residence in 1995 Education Edina's population is well educated. Over 58% of the population age 25 and older have earned bachelor's degree. Only one-third of the region's population (age 25+) has a bachelor's degree. Twin Cities SMSA Hennepin County Edina 0% 20% 40% 60% 80% 100% • No H.S. diploma ID High school graduate El Some college, no degree o Associate degree • Bachelor's degree Graduate or profession d degree Figure A17 Educational Attainment (population age 25 and older) Greater Southdale Area Appendix A Land Use and Transportation Study Page A-7 44,195 Nr capita Median family Median hcusehold 65,493 65,585 93,4 54,304 51,711 66,019 10,000 20,CCO 30,000 40,003 50,C00 63,000 70,000 80,C00 90,000 100,000 •Twin Cities SMSA 0 Humph County • Edina KT. Twin Oties SMSA Hennepin County Edina 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% •Mcmagement, professional 0 Service 1111Sales, office I:Far-ring, fishing, forestry •Construction, extraction, maintenance 0 Production, transportation Income Edina is a wealthy community. In the three reported measures of income (per capita, family and household), Edina exceeds County and regional levels. Figure A18 Income (in .1999) Employment Over 93% of Edina's work force (employed persons 16 years of age and older) list occupations in managerial/professional, service, or sales/office. Only 27% had a place of employment in Edina. Minneapolis is a close second, serving as the place of employment for 24% of Edina workers. In total, three-quarters of these workers had Figure A19 Occupation (employed population 16 and older) Appendix A Greater Southdale Area Page A-8 Land Use and Transportation Study Edina 27% Other Place 1% Cther Metro County 3% Dakota Canty 4% Figure A20 Place of Employment employment in Edina or in an adjacent city. The place of employment data suggests that residents tend to work close to Edina. Travel time to work reinforces this observation. Seventy-nine percent of local workers reported 30 minutes or less in average travel time to work. Edina residents spent less time commuting in Figure A21 Travel Time to Work Greater Southdale Area Appendix A Land Use and Transportation Study Page A-9 Drove alone Carpool Public Other means Waked or transportation waked at home 01903 in 2C00 20,000 18,000 16,000 14,000 12,020 10,000 8,000 6,01) 4,000 2,000 EINIP AP/ .A16_111111.1111 0% 10% 20% 30% 40% 50% 60% 70% ''''8;f )90% 100% Twin Otles SMSA Hennepin aunty Edina o Drove alone o Carpool Public transportation o Walk ei Other o Wa-k at home Figure A22 Means of Commuting to Work Figure A23 Means of Commuting to Work comparison with the County and the region. The Census asks people about the method of travelling to work. Over 81% of Edina workers drove alone to work. Only 4% reported using some means of public transportation. Seven percent of employed residents worked at home, a slightly larger share than shown by the County and the region. Another aspect of employment is the number of people working in Edina. The Census tracks this information through the place of employment. A total of 45,516 people reported Edina their place of employment. At this level, Edina is home to almost as many workers as Appendix A Greater Southdale Area Page A-A Land Use and Transportation Study Other Place 4% Edina 13% Other Metro Ccunty 12% Mhneapolis 16% Dakota Canty 11% Bloomington 9% Ramsey County 6% Eden Prairie 5% Mhnetonka 3% Other Hennepin Oct nty 14% St. Lcuis Park 3% Figure A24 Edina as Place of Employment residents. Thirteen percent (13%) of these workers live in Edina. Over 40% of people working in Edina lived in adjacent cities. Only 4% lived in a county outside of the seven- county metropolitan area. Households The number of households in Edina increased from 1990 (19,860) to 2000 (20,996). This growth occurred in the number of "nominally" households, primarily people living alone. Households in Edina tend to be smaller when compared with the County and region. The average household in Edina contained 2.24 people. This compares with 2.39 for Hennepin County and 2.56 for the Twin Cities region. Households living in owned housing tend to be larger (2.42 persons) than in rental housing (1.66 persons). Housing Single-family detached dwellings are the primary housing type in Edina (over 57% all hous- ing). Edina also contains a large supply (33% of total) of multiple family housing with struc- tures containing ten or more dwelling units. The total number of housing units increased by 3% from 1990 (20,983) to 2000 (21,655). The amount of owner occupied single family housing is comparable with the County and the region (Figure A28). Edina has a larger stock of larger multi-family structures. The chart in Figure A29 shows the distribution of population among housing types. Over 88% of Edina's population lives in either single family detached or larger multi-family housing. Greater Southdale Area Appendix A Land Use and Transportation Study Page A-11 Average Average household size - household size - own rent 0 Average Average farrily household size size 05 25,000 20,000 7 15,000fZ- 10,00J 5,000-7- 0 Total haneholds Family Married- Nonfamily Householder households couple family households living alone (families) ID1990 I2DJ Figure A25 Households 1990 and 2000 ID Edina l=1 Hennepin County D Twin Cities SMSA Figure A26 Household Size (persons per household) The Census looks at relationships between housing and the characteristics of the population. • Figure A30 compares unit type and tenure for different age of householders. • Figure A31 compares the age of the housing (year built) and tenure according to the age of the householder. • Figure A32 shows the household size (persons per household) for different housing types. These charts illustrate what exists. The Census data does not explain the factors that create these differences. Influencing factors may include availability, affordability and preference. Appendix A Greater Southdale Area Page A-12 Land Use and Transportation Study 10 or more Mobib home, units traibr, cr other 1-unt cbtachEd 1-wit attached 2 to 4 unts 5 to 9 units 01990 • 2030 14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 • (ANO - -INTrt ( I. Twin Cities SMSA Hennepin County Edina 0% 10% 20% 33% 40% 50% CO% 70% 80% 90%100% o SF detached - own ciSF detached-rent • SF attached - awn DSF attached-rent o2toz1 D 5 to 19 • 20 a- more o Other Figure A27 Housing Type (units in structure) Figure A28 Housing Units in Structure Greater Southdale Area Appendix A Land Use and Transportation Study Page A-13 Twh Otles SMSA Flenneph County Edina 0% 10% 20% 30% 43% 50% 63% 70% 80% 90% 103% • SF detached-own o SF detached - rent SF attached - own o SF attached - rent •2to4 o 5 to 19 • 20 cr mcre °Other Figure A29 Population in Housing 3,900— 3,030-, Z5X1-, 2,C00 -, 1,533 -". o • I — 15-24 - 0An 0 2 to 4 25-34 - avn • 5 to 19 - 0An 35-44 o 20 cr mcre Age - Cyin al 45-54 of Householder • I - Rent 0 2 - 55-64 to 4 -Rent • 5 to 19 - Rent 65-74 0 33 cr more 75+ - Rent Figure A30 Age of Householder/Housing Type Appendix A Greater Southdale Area Page A-14 Land Use and Transportation Study 3,033- 2,50 -V 2,033-, 1,033-, 5C0-, 0 •/ 1 - 15-24 25-34 35-44 45-54 55-64 65-74 75+ Age of Householder • 1993 cr later - ONn o 1970 to 1989 - Om • Befcre 1970 - Om 0 1990 cr later - Rent • 1970 to 1989 - Rent oBefcre 1970 - Rent Figure A31 Age of Householder/Year Unit Built 6,C00 - 5,000 --/- 4,C00 -V 3,003-, 2,C00 1,000 ill_ _ -f- • i 1 2 3 4 5+ Persons Per Household • 1 - 0.,n o 2 to 4 - Onn • 5 to 19 - ONn o 20 cr mere - ONn it 1 - Rent 02 to 4 - Rent a 5 to 19 - Rent o 20 a- mcre - Rent Figure A32 Age of Householder/Size of Household Greater Southdale Area Appendix A Land Use and Transportation Study Page A-15 Center GLA Southdale 1,821,000 Eden Prairie Center 1,183,000 Mall of America 2,468,000 Ridgedale Center 1,157,764 Source: United Properties Figure A33 Southdale Center and Primary Competitors Market Conditions and Issues This memorandum presents preliminary overviews of market conditions and emerging fac- tors and issues in the Southdale Corridor. These overviews are intended to provide a market- based perspective on the planning process and elicit discussion regarding future planning and development concepts for the Corridor. The overviews discuss general conditions and emerging trends/issues for retail, office, lodging and residential markets. Retail Market Overview General Conditions The Southdale Center mall and other retail properties have contributed significantly to Edina's reputation as one of the Twin Cities' prestigious locations. At this time, different sources hold varying opinions regarding Southdale Center's position among the metropolitan area's re- gional malls. Most local experts agree, however, that the general Southdale corridor contin- ues to maintain it's position as the metro area's premier retail destination. The area derives this status from: 1. The local demographic profile; 2. General reputation; and 3. A recognized concentration of high-end stores, particularly in the furnishings cat- egory. Major retail centers in the corridor include Southdale Center, the Galleria, Yorktown Mall, Yorkdale Shoppes, Centennial Lakes Plaza and freestanding stores such as Best Buy, Target and Marshall Field's Home Store, The Southdale Center and Galleria represent the largest and most prestigious of these. Southdale Center currently reports vacancy rates of 18 percent. These are concentrated primarily in its basement-level and its 3rd-floor; management is planning a fitness/wellness center for parts of this vacant space. At this time, Southdale Center's primary com- petitors include the Mall of America, Ridgedale Center, and Eden Prairie Center. These prop- erties all contain more than 1 million square feet of leasable space, and command net lease rates typically ranging from $30 to $50 per square foot and up to $100 per square foot at the high end (as high as $150 at the Mall of America). Many sources maintain that the Mall of America derives much of its business from visi- tors and does not compete for Southdale's core markets in Edina, southwest Minneapolis and the western parts of Richfield and Bloomington. Despite this, recent surveys show that, among Southdale shoppers, the largest percentage (71 percent) had also shopped at the Mall Appendix A Greater Southdale Area Page A-16 Land Use and Transportation Study of America within the prior 90-day period; the next largest "cross-shopping" location was Eden Prairie Center, at 35 percent. The Galleria occupies a slightly different niche, with greater emphases on local retailers, high-end stores, and categories such as arts and furnishings. The Galleria maintains occupancy rates in the mid-90 percent range, with lease rates ranging from $30 to $45 per square foot on a net basis. Emerging Factors and Issues Recent Events: A number of events have changed retail outlooks for the Corridor. These include: 1. Edina's removals of prohibitions on the serving of beer and wine (1996) and hard liquor (2002). These actions have opened new opportunities for eating and drinking establishments in this strong market. 2. The development in the 1990s of the various residential and office uses in the corri- dor, most notably the Centennial Lakes office park, which provides a critical mass of daytime traffic within walking distance of the corridor's shopping centers. 3. Recent sale by the Target Corporation of its Marshall Field's brand and Twin Cities- based Mervyn's stores will change the management and profile of at least some stores at Southdale as well as at competitive regional malls. Demographic Profiles: Among its primary competitors, the following table shows that while Southdale still draws upon the largest market, median household incomes in the Eden Prairie Center market in particular as well as in the Ridgedale market exceed those in the Southdale market. Avg. Ann. Market 2000 2004 2009 Change Southdale Households 47,326 46,770 45,998 -0.3% Median Household Income $58,782 $63,216 $68,909 1.8% Eden Prairie Center 18,973 19,563 20,233 0.7% Households Median Household Income $74,845 $83,174 $92,663 2.4% Mall of America 23,391 23,347 23,281 -0.1% Households Median Household Income $46,712 $50,529 $55,714 2.0% Ridgedale Households 20,595 20,877 21,221 0.3% Median Household Income $63,861 $68,900 $74,833 1.8% Source: U.S. Census; Claritas, Inc. Figure A34 Households and Median Household Income Comparisons (3-Mile Radii) Greater Southdale Area Appendix A Land Use and Transportation Study Page A-17 Median Household Median Home City tacc_ne Value Apple Valley $69,752 $154,300 Burnsville $57,965 $155,900 Savage $75,097 $168,400 Shakopee $59,137 $141,500 Prior Lake $75,363 $175,100 Chaska $60,325 $161,000 Chanhassen $84,215 $210,700 Shorewood $96,589 $254,300 Orono $88,314 $324,400 Source: U.S. Census Figure A35 2000 Wealth Indicator Comparisons, Selected Outlying Cities Total Percent Avg. Class A Market Sq. Ft. Class A Net Lease Metro Area 26,078,550 46% $12.96 Southwest 13,221,356 52% $14.36 West 8,355,502 52% $15.53 Minneapolis CBD 26,078,550 55% $13.60 Source: United Properties Figure A36 Major Office Submarkets Shifting .Suburban Growth Patterns: In addi tion to the existing markets around Ridgedale and Eden Prairie Center, as suburban growth continues to radiate outward, the outlying communities to the west and southwest fea- ture higher socio-economic profiles than those in the south. These communities to the west and southwest are more convenient to the Eden Prairie Center and Ridgedale than to Southdale or the Mall of America. Among these 'sec- ond-ring' suburban communities, the Metro- politan Council forecasts the fastest growth in the southwestern communities of Savage, Shakopee, Prior Lake, Chaska and Chanhassen. New development planned at the Mall of America is likely to include more than 800,000 square feet of retail/restaurant space as well as office, hotel and entertainment-related com- ponents. While specific configurations and tenant profiles are unknown, this development may offer additional competition with businesses in the Southdale corridor. Edina still offers potential opportunities for additional retailers and development formats, which may include additional "big box" retailers, eating and drinking businesses, entertain- ment venues and others. Office Market Overview General Conditions The Southdale Corridor is set within the south- west suburban office market. This comprises the largest suburban office market in the Twin Cities, with the metropolitan area's primary concentrations of high-end suburban office space. Trends in the southwest office market conform to those of the overall Twin Cities office mar- ket. In the overall market, vacancy rates have climbed from a range of 6 to 7 percent in the late 1990s to approximately 15 to 20 percent today. As vacancies increased, lease rates fell, from late 1990s levels in excess of $20 per square foot at some properties to a general range of $12 to $16 for typical Class-A space. In recent months, however, the market has achieved positive absorption, and vacancy rates have stabilized. The Twin Cities office market has been driven by growth in professional employment, which has been increasingly concentrated in service industries such as information, financial activi- ties, professional/business services and health care. As shown below, these have accounted Appendix A Greater Southdale Area Page A-18 Land Use and Transportation Study Year Metro Area Southwest West CBD 1995 861,572 261,062 126,803 (72,927) 1996 1,240,369 258,528 111,403 298,342 1997 1,468,600 361,494 45,264 428,029 1998 1,772,356 179,895 277,053 178,024 1999 1,503,769 379,780 150,636 (56,964) 2000 2,968,102 982,484 842,358 325,214 2001 330,112 60,579 (8,963) 432,984 2002 (1,826,230) (252,152) (240,470) (1,099,991) 2003 (849,024) (87,492) 49,418 (371,877) 2004* 344,864 47,375 224,136 605 Subtotal 7,814,490 2,191,553 1,577,638 61,439 * 1st half Source: United Properties —0—Southwest —0—West —A— CBD 1,500,000 1,000,000 500,000 0 (500,0001b (1,000,000) (1,500,000) for the much of Hennepin County's employment growth over the last three, ten, and twenty- year periods. Figure A37 Office Absorption Trends, Selected Markets, 1995-2004 Figure A38 Office Absorption Trends The Southdale Corridor itself contains an estimated 2.5 million square feet of office space (Welsh Companies). This inventory includes: 1. The Centennial Lakes office park, containing a total of approximately 820,000 square feet in five buildings. Built in the late 1990s, this is one of the high-end suburban office parks in the metropolitan area, with net (asking) lease rates ranging from $15 to $19 per square foot. While one of these buildings sustains a 32 percent vacancy rate, the other four buildings maintain occupancy rates in the mid- to high 90 percent range. Greater Southdale Area Appendix A Land Use and Transportation Study Page A-19 1582 1591 2000 2501 Compounded Ann. Growth Rate 20 0,yr, Lyr, 10-Yr Growth 2013 Mil Total Payroll Emptarnma 61711 717.13 217115 1171.711 1.5% 81% .1.1% 933.96 0.2% Thal Neatens 405.20 773.58 864111 11511 1.5% 15% -1.11% 511.51 0.2% Natural Reassures & Wain 4.04 1.12 1119 1111 11% .3.9% -15% 0.06 .21% Comb-anima 1743 2133 2198 29.39 21% 11% 1.791 32.09 19% kkaufastarlag 9470 152.19 101.11 8210 .01% -2.2% 47% 81.70 10% Food Manutacteing /96 639 439 435 -2.7% -3.1% 8.530 5.27 1.3% Fabricated Metal Product Manufacturing 11.47 11.70 1222 9.44 -IA% -2.10 -0.230 8.73 -1.1% Machinery Idenufechrring 1598 1495 1535 9.42 -2.6% .43% .151% 8.75 .17% Computer srel Ekotronic Products 2730 24.72 2427 1985 .14% .2.2% .6.50 2096 13% Wholesale Trade 4411 4431 4917 46.72 1534 9.4% -2.2% 5434 0.530 Retail Tnlo 6/13 75.03 1450 7115 9.934 9-3% .1.3% KO 1.1% Tromporeadon. Warehousing, & Maks 27.12 /930 42.45 36.72 45% -1.7% -47% 40.02 LI% Itnforawlem 1731 52.57 27.16 22.19 1.3% 11% .95% 2513 43% Plislishing Industries (esrept !abbot) 6.17 1000 023 0.24 1.5% -1.9% 9.9% 8.76 1.6% Tekorarmakatione 702 526 9427 620 -8.2% 1.5% .0.1% 8.41 2.1% Internet Service Providers, Web Smash Portals, & Data Processing Salvia 189 332 6.14 424 4.1% 2.5% .11130 4.70 Li% Finamlal Activities KO 7016 75.13 7911 2.334 1.1% 1.6% 15.56 13% Finance and Immo 37.72 5323 58.07 6207 2.5% 0.514 2.2% 61.67 10% Real Estate and Rental and Leasing 1230 17.73 1726 1694 2434 445% 41390 17.89 15% Rrofterlostal & Badmen Snakes 7402 12537 164.74 14619 3.2% 0.5% -3.9% 17512 LIM Protesaionel, Scientific, and Technical Services 3026 5137 7023 64.19 31% 2,3% .3.0% 77.79 0.9% Managemen1 of Companies ani F-nterprises 2194 2990 35.74 3175 1.7% 9.334 .4.9% 3457 1.230 Administrative, Support, Waste Management, & Remediation Services 2512 4430 58.77 51.15 3.5% LI% .4.5% 6256 2.1% Education & Health Smokes 5711 78.19 1165 99.21 2.7% 2.4% 3.8% 124.04 2.6% Educational Service, 575 8.74 10.73 1282 41% 19% 6.136 17.95 3.4% Health Care end Social Assistance 5223 69.45 7792 8638 2530 2.2% 3.5% 110429 2.5% Lelnuo & Hospholley 47.10 6012 65.06 66.39 1.7% 1.9% 1.730 03.67 2.3% Arts, Entertainment, and Reneatim 832 1039 9.89 1012 1.334 1.434 3.1% 1192 1.130 Accommodation erel Food Services 38.78 5053 5517 5557 1.1% IA% 9.2% 71.75 2.3% Otter Smokes (except PA& Abobabtration) 26.24 31.50 3129 32.74 LI% 44% -0.6% 3443 IA% Creenunent 79.31 99.50 102-42 94.31 1.031 1.3% .2.1% 92.29 -9.4% Sower Bureau of 1..attor &Wks; sonov.com. Figure A39 Employment by Industry Sector (000s of Jobs): Hennepin County 1983-20/3 200 - 180 160 140 120 100 80 - 60 - 40 20 -4 -Manufacturing -M -Retail Trade -A -Information Financial Activities )K Professional & Business Services ,g,3111t -0 -Education & Health Services -I -Leisure & Hospitality 1983 1993 2003 2013 Figure A40 Selected Major Industry Sectors (000s of jobs) Appendix A Greater Southdale Area Page A-20 Land Use and Transportation Study Year 0 ccupancy Pg RevPar 1998 68.9% $79.06 $54.47 1999 67.6% $80.99 $54.75 2000 68.5% $84.56 $57.92 2001 62.6% $85.65 $53.62 2002 60.5% $83.26 $50.37 2003 60.1% $79.72 $47.92 Avg. Ann. % -2.7% 0.2% -2.5% Source: anith Thavel Research. 2. Medical office space clustered around Fairview Hospital (830,000 square feet). 3. Buildings along the west side of France Avenue (540,000 sq. ft.) and 4. Additional buildings containing approximately 340,000 square feet. Tenants in general office (excluding medical) buildings professional service providers involved in fields such as financial services, real estate, insurance, advertising, software development, consulting, and other such industries. Brokers and property managers report that the Southdale and southwest suburban market tenancies are driven by growing businesses and new busi- nesses from within the existing market, with very little interaction with the downtown Minneapolis market. Emerging Factors and Issues Suburban office submarkets will continue to seek proximity to 1-494 and other locations along the regional freeway system. Potential areas for new Class-A office development include locations to the east of the Mall of America and along the Highway 610 Corridor in the northern part of the metropolitan area. Health Care Industry Growth: Health care represents the largest, fastest-gro-wing, and most consistently-growing industry sector in Hennepin County. This growth has driven new medi- cal office development in the Corridor and directly south of the Corridor. Ongoing growth in this industry will be fueled by (1) an aging population, (2) the Corridor's status as a major medical center, and (3) the emergence of new medical technologies and practices (e.g., bariatrics, lasik eye surgery). These factors are likely to drive ongoing growth in demand for medical and other health care-related developments in the Corridor. Office Building Intensity: Edina development regulations limit the permissible volume of commercial office development to a .5 floor-to-area (FAR) ratio. This limits the intensity of development use. Under this limitation, many developers of major Class-A projects may find it difficult to build recognizable - and typically larger and/or taller - buildings (with covered parking), and may seek alternative locations. Lodging Market Overview General Conditions Through 2003, the Twin Cities lodging mar- ket, like that in most areas, has encountered declining occupancy rates, average daily rates (ADR) and revenues-per available room (RevPAR) since reaching peak levels in 2000. As of mid-year 2004, however, performances have improved over mid-year 2003 levels, and industry experts foresee improved market conditions in the short-term future. Figure A41 Metropolitan Area Lodging Indicators Within the metropolitan area, the 1-494 cor- ridor features a major concentration of lodging facilities. The Southdale Corridor offers a strong location for lodging. The area's assets include its Greater Southdale Area Appendix A Land Use and Transportation Study Page A-21 direct access to: 1. 1-494, which connects the area to the Minneapolis-St. Paul Airport, as well as High- way 62; 2. High-end office space; 3. The Fairview Southdale hospital; 4. Services and amenities such as restaurants, high-end retail shopping and the Centen- nial Lakes Park. Despite this array of assets, the entire City of Edina contains just one lodging facility. A number of historical factors account for this: 1. The Corridor is not directly contiguous to 1-494; sites located within the Bloomington city limits offer the most immediate access and visibility to the highway. 2. Prior to 1996, Edina did not allow liquor service in restaurants; prior to 2002, per- missible liquor service allowed only beer and wine. Consequently, no full-service lodging facility would find Edina suitable. 3. Prior to 1997, Edina did not contain high-end office properties, placing the Corridor at a relative disadvantage relative to locations closer to business concentrations such as the Normandale Lakes or Opus office parks. Year Occupancy ADR RevPar Rm Supply Rm Demand Revenue 1998 74.3% $71.50 $53.14 481,070 357,558 $25,565,464 1999 66.0% $74.02 $48.85 481,070 317,494 $23,501,675 2000 66.2% $74.97 $49.63 481,070 318,448 $23,873,170 2001 57.2% $79.46 $45.43 511,331 292,308 $23,227,558 2002 56.0% $78.24 $43.84 545,427 305,644 $23,914,111 2003 61.6% $73.50 $45.25 553,737 340,911 $25,057,346 Avg. Ann. % -3.7% 0.6% -3.2% 2.9% -0.9% -0.4% * Property sample includes: Crowne Plaza Minneapolis Airport, Clarion Hotel, Wyndham Hotel, Park Inn, Country Inn & Suites, Hampton Inn, Residence Inn, Staybridge Suites, Hilton Garden Inn. Source: Smith Travel Research. Figure A42 494 Lodging Segment Focusing on the market in the 1-494 corridor, lodging performances are similar to those in the overall Twin Cities market. This 1-494 market segment contains primarily mid-priced properties. Higher-end full-ser- vice properties in the southwestern portion of the metropolitan area include the Marriott Southwest, Hotel Sofitel and Sheraton. In general, the entire Twin Cities metro area contains no five-diamond-rated hotels and just four four-diamond properties.' While the upscale sub- urban market has declined along with the overall lodging market in recent years, no new inventory has been added to this niche in recent years, and the Corridor may offer a suitable location for this type of development. Appendix A Greater Southdale Area Page A-22 Land Use and Transportation Study Year Occupancy ADR RevPar Rm Supply Rm Demand Revenue 1998 70.8% $100.96 $71.46 617,875 437,317 $44,151,974 1999 69.0% $105.65 $72.87 615,755 424,690 $44,869,692 2000 69.9% $111.69 $78.10 615,755 430,573 $48,091,090 2001 65.0% $112.79 $73.27 615,755 400,037 $45,118,242 2002 61.6% $109.73 $67.62 615,755 379,478 $41,638,260 2003 61.3% $101.10 $62.03 615,755 377,752 $38,192,372 Avg. Ann. % -2.8% 0.0% -2.8% -0.1% -2.9% -2.9% * Sampled properties include the Hotel Sofitel, Sheraton (Bloomington), Embassy Suites (Bloomington), Hilton Airport and Marriott Southwest. Source: Smith Travel Research. Figure A43 Southwest Suburban High-End Lodging Performance Emerging Factors and Issues Improving Conditions: As of mid-year 2004, both the mid-priced 494 corridor and the up- scale market segments have delivered improved performances over 2003 levels. The former niche has increased its RevPAR by 11 percent over 2003; the latter has improved by 4 per- cent. The greater improvement among mid-priced properties may reflect their greater ability to attract families and weekend leisure travelers visiting friends as well as attractions such as the Mall of America. New development adjacent to the Mall of America is likely to include up to three new hotels containing more than 800 rooms. Of these, a 304-room property with an attached indoor waterpark is currently under construction; the other two are also likely to feature waterparks. Recent events have enhanced lodging development advantages in the Southdale Corridor. These include Edina's removal of prohibitions on the serving of liquor, as well as the develop- ment of high-end office uses at Centennial Lakes office park. Residential Market Overview General Conditions Growth will focus on upper-income empty nester households. Under prevailing conditions, absent new property for new development or redevelopment, demographic projections show negative growth for Edina households. Notwithstanding the overall projection, the table below shows that upper-income households, particularly in the empty nester and senior age brackets, will increase. This cohort has provided the primary target market for various townhouse and attached housing formats in the Twin Cities. Future growth: In 2009 householders age 45 to 54 will represent Edina's largest household age group. As this group moves into the empty nester category in subsequent years, it will provide continued market support for attached housing products. The Twin Cities apartment market features an overall vacancy rate of 7.4 percent (GVA Marquette Advisors). Vacancies are considerably higher, however, in the highest rent tiers, exceeding 10 percent where monthly rents exceed $1,300, and approaching 13 percent where Greater Southdale Area Appendix A Land Use and Transportation Study Page A-23 Change Age Group 2004 2009 Contond. avg. % 15 - 24 406 451 45 2.1% <$35,000 149 145 -4 -0.5% $35,000 - $74,999 191 206 15 1.5% $75,000 - $99,999 45 62 17 6.6% $100,000+ 21 38 17 12.6% 25 - 34 1 709 1 596 -113 -1.4% <$35,000 307 243 -64 -4.6% $35,000 - $74,999 597 530 -67 -2.4% $75,000 - $99,999 311 281 -30 -2.0% $100,000+ 494 542 48 1.9% 35 - 44 3 521 3 106 -415 -2.5% <$35,000 458 367 -91 -4.3% $35,000 - $74,999 945 817 -128 -2.9% $75,000 - $99,999 529 444 -85 -3.4% $100,000+ 1,589 1,478 -111 -1.4% 45 - 54 4 600 4j 15 0.1% <$35,000 475 424 -51 -2.2% $35,000 - $74,999 1,062 992 -70 -1.4% $75,000 - $99,999 578 556 -22 -0.8% $100,000+ 2,485 2,643 158 1.2% 55 - 64 3.373 3 631 258 L5% <$35,000 600 589 -11 -0.4% $35,000 - $74,999 851 841 -10 -0.2% $75,000 - $99,999 467 505 38 1.6% $100,000+ 1,455 1,696 241 3.1% 65 - 74 2 886 2 830 -56 -0.4% <$35,000 852 794 -58 -1.4% $35,000 - $74,999 1,078 1,024 -54 -1.0% $75,000 - $99,999 286 278 -8 -0.6% $100,000+ 670 75+ 734 64 1.8% 4I 4 436 78 0.4% <$35,000 2,223 2,109 -114 -1.0% $35,000 - $74,999 1,380 1,445 65 0.9% $75,000 -$99,999 353 384 31 1.7% $100,000+ 402 498 96 4.4% TOTAL 20,853 20,665 -188 -0.2% Source: Claritas, Inc. Figure A44 Household Age By Income Group: Edina, 2004-2009 rents exceed $1,500. Vacancies at new properties (built since 1999) are even higher, at 17.1 percent. Appendix A Greater Southdale Area Page A-24 Land Use and Transportation Study New rental apartment development in Edina and the Southdale corridor has been limited; the 100-unit Cornelia Place apartment property represents the only substantial development in recent years. Cornelia Place occupies one of the highest rent tiers in the Twin Cities. Monthly rents range from roughly $1,300 to $1,400 for one-bedroom units and from $1,600- $2,300 for two-bedroom units. The property's extensive amenities include heated parking spaces, fitness center, meeting rooms, car wash and unit features such as 9' ceilings, ceramic tile finishes, granite countertops, built-in glass cabinets, in-unit washer/dryers and walk-in closets. Open approximately one year, the property maintains an 85 percent occupancy rate. Other major rental properties in and around the corridor include The Durham, York Plaza, Edina Towers and Cedars of Edina. None of these were built within the last twenty years. Among these, the Durham and Edina Towers achieve rents of $900 to $1,500 for one- and two-bedroom units; the other properties occupy a lower rent tier. All of these properties report occupancy rates in the 90 percent range, and most (including Cornelia Place) report that empty nesters and retirees comprise their largest resident components. Condominium properties (non-age-restricted) in the Southdale Corridor include the Edinborough, Village Homes and Coventry developments. These occupy three different price tiers. At the low end, Edinborough's small (less than 1,000 square feet) units are priced at roughly $200,000. At the high end, Coventry, located adjacent to Centennial Lakes Park, offers larger (e.g., 3,000 square feet) and more upscale townhouse units, generally priced above $500,000. Brokers report that the strongest source of demand for these properties include empty nester households as well as some younger singles and couples. Emerging Factors and Issues Suburban condominium products have increasingly gained acceptance in the regional market. Townhouse properties such as those in the Corridor have achieved successful absorptions and strong price appreciation, and recent midrise developments with multi-family configurations have proven successful. In the latter category, successful marketing of projects such as Grandview Square (Edina), MarketPlace Lofts (Hopkins), Excelsior and Grand (St. Louis Park), City Bella (Richfield) and Cloud 9 (Minnetonka) demonstrate the market's acceptance of such products. Both for both condominiums and rental apartments, recent suburban projects have encoun- tered market resistance in the higher price tiers; the depth of these market tiers may be limited. Transportation Appendix Study Area Trip Generation Figure A45 shows the relative magnitude of trip generation from the Greater Southdale study area for the weekday evening commute peak hour for the land uses that currently exist in the area. Evaluation of this trip generation in relation to traffic volumes on the study area street system indicates that trips with one or both ends in the study area account for the majority of travel on the non-freeway street network in the study area. Of these trips approximately 10% would be expected to have both ends in the study area (local trips), while 90% of them would be coming into the study area (for work or shopping) or leaving the study Greater Southdale Area Appendix A Land Use and Transportation Study Page A-25 area (residents going to/from work/shop). Because of the proportionately larger amount of retail in the study area in relation to other uses, the direction of travel in the study area is biased toward outbound or away from the study area in the evening peak. This bias results in an imbalance in traffic flow that places more pressure on the capacity on the outbound side of roadways (e.g. southbound France Avenue at 1-494, northbound France at TH 62). SCENARIO PM PEAK PM PEAK -INTERNAL TRIPS PM PEAK -EXTERNAL TRIPS TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT Existing 22,020 8,904 13,115 2,310 1,155 1.155 19,709 7,749 11,960 Future atm 12359 16.611 4,326 2.163 2.163 25.044 10.506 14.441 Change 7,350 3,855 3,496 2,016 1,008 1 ,008 5,335 2,847 2,488 Percent change 33% 43% 27% 87% 87% 87% 27% 37% 21% Figure A45 Existing Weekday Evening Commute Peak Hour Appendix A Greater Southdale Area Page A-26 Land Use and Transportation Study Greater Southdale Area Appendix B Land Use and Transportation Study Page B-1 Block _ EXISTING PLANNED Residential Dwelling Units Retail, Office and Civic GBA Residential Dwelling Units Mixed Use Housing Emphaisis Mixed Use Commercial Emphasis Block Num- ber _ Block Acres Low Density Residential Medium Density Residential High Density Residential Total Retail Office Civic Low Density Residential Medium Density Residential High Density Residential Total Housing Units (includes Mixed Use Units) Residential Commercial (Retail and Office) Residential Commercial (Retail and Office) Retail Office Civic Notes 1 5.56 0 0 Change 2.71 Acres to Office 2* 13.65 0 0 _ No Change 3 15.81 501 501 501 501 No Change 4* 6.52 306 306 306 306 No Change 5 15.17 328 328 328 328 No Change 6 6.59 12 92 104 297 297 Change to HD Res 7 5.02 14 57 71 226 226 Change to HD Res 8 1.18 0 20,202 0 20,202 No Change 9 12.16 0 547 547 304,000 Change to Mixed Use C 10 8.07 0 363 363 201,750 Change to Mixed Use C 11 9.16 0 0 Add 225,000 SF Office 12 14.06 261 261 261 366 105 58,500 2.34 Acres office changed to Mixed Use C 13 21.71 0 0 Add 200,000 SF Office 14 80.46 0 518 518 Add 11.5 HD Res 45 DU Acre 15 21.49 9 9 967 967 214,900 Change to Mixed Use H 16 6.86 0 25,550 309 309 68,600 Change to Mixed Use H 17 23.83 0 517,478 63 63 Add 1.4 Ac HD Housing or 63 Units 18 7.52 0 8,639 338 338 75,200 Change to Mixed Use H 19 15.16 7 17 148 172 67,165 183 453 270 60,000 Change HD Res to MD Res and other to Mixed Use H 20 14.8 0 211,017 666 666 370,000 Change to Mixed Use C 21 14.85 0 0 New Total 225,000 SF Corn. 22* 7.69 0 0 No Change 23 2.92 0 0 51,301 No Change 24 11.57 528 528 528 528 No Change 25 24.96 524 524 921 921 Replace Existing Com.(8.82 Acres) With HD Res 26 18.93 0 156,470 852 852 189,300 Change to Mixed Use H 27 21.88 284 284 445 985 540 120,000 Change HD Res to HD res and Office to Mixed Use C 28 7.64 0 49,684 189 189 104,750 Change theater site (4.9 Acres) to Mixed USE: C 29 9.39 189 0 189 189 189 No Change 30 13.42 311 311 311 311 No Change 31* 10.32 0 0 75,000 No Change 32 15.24 20 90 110 20 90 110 No Change 33 11.61 450 450 450 450 No Change 34 6.59 250 250 250 250 No Change 35 12.78 575 575 ___ 319,500 Change to Mixed Use C 36 11.87 0 0 No Change 37 23.69 No Change 38 29.24 0 No Change 39 23.56 392 201 593 91,123 392 269 661 91,123 Add 1.5 Acres HD 40 9.41 10 10 10 10 No Change Appendix B Existing & Planned Land Use, GBA, and Dwelling Units By Block 2" Office is medical office, units are 390 hospital beds 4" Units for PID 29-028-24-21-0011 VOA Care Facility estimated at 48 units (80x200 footprint, 3 floors, 1,000 sf per unit) 22" GBA for PID 32-028-24-21-0001. Library & Gov Center estimated at 140,000 SF 31* GBA for PID 32-028-24-24-0005 Fire Station estimated at 10,000 SF 45 20 Du/Acre Du/Acre Planned Land Use Assumptions: Mixed Use, Housing Emphasis Du/Acre 25,000 45 10,000 SF/Acre SF/Acre Du/Acre Medium Density Residential High Density Residential Mixed Use, Commercial Emphasis