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HomeMy WebLinkAboutWK - March 26, 2013ANL6 Y O F 6 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESUTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.ANDOVERMN.GOV City Council Workshop Tuesday, March 26, 2013 Station #1, 13875 Crosstown Blvd 1. Call to Order — 6:00 p.m. 2. Update on Coon Creek Watershed District Activities — Engineering 3. Update on Andover Area Traffic Analysis /12 -37 —Engineering 4. Introduction to Workshop Agenda Items A. Review 2012 Annual Fire Department Report B. Review Draft Firefighters Handbook C. Discuss 2012 I.S.O. Fire Department Survey D. Discuss Fire Department Staffing — Verbal E. Update on Emergency Management Items — Tabletop drill with Constance Free Church Staff - Verbal S. 2014 -2018 Capital Improvement' Plan (CIP) Discussion - Administration 6. Discuss 2014 Budget Development Guidelines - Administration 7. 2013 Budget Implementation General Fund Progress Report — February 2013 - Administration 8. February 2013 Investment Report -Administration 9. Other Topics 10. Adjournment 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.ANDOVERMN.GOV TO: Mayor and Council Members CC: Jim Dickinson, City Administrator FROM: David D. Berkowitz, Director of Public orks / City Engineer SUBJECT: Update on Coon Creek Watershed District Activities - Engineering DATE: March 26, 2013 INTRODUCTION Tim Kelly, Coon Creek Watershed District Administrator will be attending the City Council Workshop to update the Council on watershed activities and to answer any questions the Council may have. ACTION REQUIRED This is for information and discussion and no action is required at this time. Respectfully submitted, David D. Berkowitz Y O F OVE 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.AN DOVE RMN.GOV TO: Mayor and Council Members - CC: Jim Dickinson, City Administrator' FROM: David D. Berkowitz, Director of Public Works / City Engineer SUBJECT: Update on Andover Area Traffic Analysis /12 -37 - Engineering DATE: March 26, 2013 INTRODUCTION The City Council is requested to review the attached Andover Area Traffic Analysis report that has been prepared by the City's traffic consultant, Bolton & Menk. Kevin Kielb, Daniel Lonnes and Bryan Nemeth from Bolton & Menk will present the findings and answer questions related to the study. DISCUSSION Staff along with Bolton & Menk, Anoka County Highway Department and the Anoka Hennepin School District have been meeting the last few months to discuss the traffic congestion around Andover High School and other high volume intersections around the City campus to determine short term and long term solutions to resolve the traffic congestion in the area during the AM and PM peak traffic volumes. The report is a comprehensive look at multiple alternatives along with estimated costs for each alternative. Each alternative will be discussed. ACTION REQUIRED This item is for review and discussion on the traffic analysis. Staff is requesting direction on how to proceed with the findings identified in the final report. Respectfully submitted, David D. Berkowitz Attach: Andover Area Traffic Analysis Report Andover Area Traffic Analysis Improvement Project No. 12 -37 City of Andover ?CN66AYRJt& March 2013 STUDY REPORT Submitted by: Bolton & Menk, Inc. 7533 Sunwood Drive NW, Suite 206 Ramsey, MN 55303 -5119 P: 763 - 433 -2851 F: 763 - 427 -0833 Contact: Kevin Kielb, P.E. C: 651 - 968 -7760 kevinki @bolton - menk.com CanselU E jine�s R &arms EXECUTIVE SUMMARY INTRODUCTION The City of Andover is taking the first steps in an effort to relieve congestion on a roadway loop which provides access to area schools and residential neighborhoods in the City. A study to analyze traffic was completed to determine and /or verify existing traffic issues, develop near term solutions and provide a strategy for long term solutions. The study was primarily focused on the following roadways: • Hanson Boulevard from Andover Boulevard to Crosstown Boulevard (E -W), • Crosstown Boulevard (E -W) from Hanson Boulevard to Nightingale Street, • Crosstown Boulevard (N -S) from Andover Boulevard to Nightingale Street, and • Andover Boulevard from Crosstown Boulevard (N -S) to Hanson Boulevard. See Figure A for study area boundary and key roadways. EXISTING TRAFFIC CONDITIONS Traffic modeling was performed on the existing roadway network using traffic data obtained from Anoka County. The majority of the data was collected in 2012 and represents existing traffic volumes and patterns. The following table depicts Level of Service (LOS) for the roadways and intersections in the study area. A Level of Service understanding sheet is included in the appendix of this report. NA = No traffic counts were available at this location for this time period. The intersection analysis indicates long morning queues for the following locations: • Southbound Hanson Boulevard at Crosstown Boulevard (1009 ft), • Southbound Hanson Boulevard at Andover Boulevard (4097 ft), • Northbound Crosstown Boulevard at Andover Boulevard (736 ft), • Southbound Crosstown Boulevard at Andover Boulevard (2990 ft), and • Westbound Andover Boulevard at Hanson Boulevard (778 ft). The Early Afternoon peak occurs when the High School is letting out for the day. No significant queuing was found, and the intersections with both Andover Boulevard and Nightingale Street were found to operate at acceptable Levels of Service. LONG TERM SOLUTIONS Our analysis indicates that the following improvements will be required within the study area to accommodate 2030 traffic volumes: • Hanson Boulevard, Crosstown Boulevard and Andover Boulevard will all need to be reconstructed to 4 -lane divided roadway sections, 1 Morning Early Afternoon Evening Intersection 7:00 to 8:00 AM 2:15 to 3:15 PM 4:15 to 5:15 PM Andover & Crosstown F C NA Andover & Hanson F NA F Crosstown & Nightingale A A A Crosstown & Hanson E NA C NA = No traffic counts were available at this location for this time period. The intersection analysis indicates long morning queues for the following locations: • Southbound Hanson Boulevard at Crosstown Boulevard (1009 ft), • Southbound Hanson Boulevard at Andover Boulevard (4097 ft), • Northbound Crosstown Boulevard at Andover Boulevard (736 ft), • Southbound Crosstown Boulevard at Andover Boulevard (2990 ft), and • Westbound Andover Boulevard at Hanson Boulevard (778 ft). The Early Afternoon peak occurs when the High School is letting out for the day. No significant queuing was found, and the intersections with both Andover Boulevard and Nightingale Street were found to operate at acceptable Levels of Service. LONG TERM SOLUTIONS Our analysis indicates that the following improvements will be required within the study area to accommodate 2030 traffic volumes: • Hanson Boulevard, Crosstown Boulevard and Andover Boulevard will all need to be reconstructed to 4 -lane divided roadway sections, 1 • Traffic control in the means of a traffic signal or roundabout will be required at the intersection of Nightingale Street and Crosstown Boulevard, and • Andover Boulevard will need to be extended to the west to Round Lake Boulevard to accommodate potential future High School expansion(s). During our meetings with City, County and ISD 11 staff, discussions related to long term improvement strategies for the corridors were reviewed. At these meetings, Anoka County indicated that no improvements were planned for the study roadways and intersections within the foreseeable future. While amenable to allowing improvements to occur, the County isn't anticipating initiating any improvements in the near future. The long term improvements will be implemented as funding sources become available for the City and County. The following represents the most likely sequence of those improvements based on current traffic patterns and projected growth trends: 1. Expansion of Hanson Blvd to a four -lane divided highway from Jay Street to north of Andover Blvd, 2. Expansion of Hanson Blvd to a four -lane divided highway from Andover Blvd to just north of Oak View Middle School, including intersection improvements at Hanson Blvd and Crosstown Blvd, 3. Expansion of Crosstown Blvd to a four -lane divided facility from Nightingale to Hanson Blvd and intersection improvements at Nightingale Street and Crosstown Blvd, 4. Intersection improvements at Andover Blvd and Crosstown Blvd, 5. Expansion of Crosstown Blvd to add turn lanes at all intersections from Nightingale Street to Andover Blvd, 6. Expansion of Andover Blvd to a 3 -Lane facility OR 7. Andover Blvd will be expanded to the west to Round Lake Blvd, followed by: a. Expansion of Andover Blvd to a four -lane divided facility from Crosstown to Hanson Blvd, b. Expansion of Crosstown Blvd to a four -lane divided facility from Nightingale Street to Andover Blvd, c. Expansion of Crosstown Blvd to a four -lane divided facility from Andover Blvd to Bunker Lake Blvd. Sequencing of improvements is graphically depicted on Figures B and C. SUMMARY OF NEAR TERM ALTERNATIVES /SOLUTIONS Several alternatives were reviewed related to providing near term solutions to congestion and safety within the study area. The table on the following page provides a brief description of the improvement, estimated costs and relative benefit to the area. Relative benefit is based on existing traffic volumes and driving patterns in the area. 2 Andover Area Traffic Analysis Near -Term Solution Summary ESTIMATED NEAR -TERM IMPROVEMENT LOCATION COSTS BENEFIT Crosstown Boulevard Alt 1— SB RTL at Andover Boulevard (Figure 1) $110,000 Low • Small reduction in queue for SB Crosstown Boulevard Alt 2 - Signal System Revisions (Figure 2) $120,000 Low • Small reduction in queue for SB Crosstown Boulevard Alt 3A — Free RTL w/ Striping (Figure 3A) $300,000 High • SB queues reduced for Crosstown Boulevard • LOS remains F during AM Peak Hour • Eastbound RTL is eliminated — Long Sporting Event Queues Alt 3B — Free RTL w/ full Aux. Lane (Figure 3B) $530,000 High • SB queues reduced for Crosstown Boulevard • LOS remains F during AM Peak Hour • Could be integrated into Long -Term solutions Alt 4 — Modifications to North Access Drive (Figure 4) $220,000 Low • SB queues reduced for Crosstown Boulevard • Negative impacts to ISD 11 Property • Negative impacts to SB Nightingale Alt 5 — Left Turn Lane at North Access Drive (Figure 5) $120,000 High • Provides benefit to NB Crosstown Boulevard Alt 6A— Raven Street Drop -Off Circle (Figure 6A) $410,000 Low • Limited benefit to SB Crosstown Boulevard • Trips remain the same, but slightly staggered • Impacts to neighborhood area Alt 6B — Raven Street Connection to Lot (Figure 613) $400,000 Low • Limited benefit to SB for Crosstown Boulevard • Negative impacts to ISD 11 Property • Impacts to neighborhood area Crosstown Boulevard /Nightingale Street Intersection 150th Lane By -Pass (Figure 7) $60,000 High • Clears intersection from NB left turning vehicles Pedestrian Crossing at 149th Lane (Additional Analysis Required) • Pedestrian study recommended after near term improvements implemented Bluebird Street and Andover Boulevard Intersection (Additional Analysis Required) • Sightlines and geometrics OK • Potential driver perception issues '1 - _ "z 's^ J - m> ... h.. ti m Cntr�'�� f i -• J `,��'��'Y�: rfs 1 O C 1 `O° ANOOVE tD T, l�• - CROSSTOWN BOULEVARD p" i tI2,8507P EXISTING: 2 -LANE — FUTuRE14 -L'ANE DIVIDED_- - SCiWE'r[N FEET < ANDOVe ELfkkNTARV SCHOOL T - iii: > � V�r, -j J ; :'• a. ,r 1 i �k 514 r y II 1 Af t` a i k. .. a -T � 1 it ( L. fle1DOVk -141GH SCHOOL Doff ot:; .t t•+ie {�Wl i 3i ���.:. L �• N z.. +' I Itw� :.ILA o�,.r�, r.. Slip f G rr f6.' 5550 r '*._'• ' �rf'`"o. 3.900 ,A _OULE ARD 2 -LANE 5,900- �`'� , " •- ,.iU{4= LAfl�.[V[DEp^... (12.0501 LEGEND 1,2003c CURRENT MNDOT AADT x.xx% f^ �_ PROJECTED AADT tx.xxxl ' •I FIGURE A - EXISTING AND PROJECTED AADTs " ANDOVER AREA TRAFFIC STUDY rosstl pdf- color.pitcfg bmi.tbl 3/20/2013 10:09:55 AM H: \ANDV \N15106158 \CAD \Prelim \dgn \AlI Loyouts.dgn r 0 T- li I V) y r i 21 - T A `�I D �. d� V l � � POP. 30859 y 18 Q 27 -U I9 I � 78; I �l l LEGEND - 1. HANSON BLVD TO 4-LANE DIVIDED FROM I (\ SUj JAY STREET TO NORTH OF ANDOVER BLVD INCLUDING IMPROVE MEN S AT ANDOVER 2. HANSON BLVD TO 4-LANE DIVIDED FROM -- ANDOVER BLVD TO OAK VIEW MIDDLE SCHOOL / INCLUDING IMPROVEMENTS AT CROSSTOWN JJJ I qq 3. CROSSTOWN BLVD TO A -LANE DIVIDED i FROM NIGHTINGALE TO HANSON INCLUDING _ . INTERSECT AT NIGHTINGALE A 'K r BLVD. � - _ i j / A. INTERSECTION IMPROVEMENTS AT �i-- r ` ANDOVER BLVD 6 CROSSTOWN BLVD 5. TURN LANES AT ALL INTERSECTIONS _ _ — ALONG CROSSTOWN FROM ANDOVER BLVD TO NIGHTINGALE BLVD 6. EXPANSION OF ANDOVER BLVD TO 3 LANE L= I• _ FACILITY BETWEEN CROSSTOWN AND HANSON `\ FIGURE B - LONG TERM IMPROVEMENT SEQUENCE (NO ANDOVER EXTENSION) ANDOVER AREA TRAFFIC STUDY stl Ddf- color.Dltcfq bml.tbl 3/20/2013 10:09:56 AM H: \ANDV \N15106158 \CAD \Prelim\dgn \AlI LOyouts.d I - -- + LI al 21 TANDOV POP. 30959E 4d l- i - J CL t_7 1l'k x o \ I (3 GO L/) 27 T I ._1 -1- --A I LEGEND 1. HANSOM BLVD TO 4 -LANE DIVIDED FROM - JAY STREET TO NORTH OF ANDOVER BLVD INCLUDING IMPROVEMENTS AT ANDOVER PBLVD. 2. HANSON BLVD TO 4 -LANE DIVIDED FROM ANDOVER BLVD TO OAK VIEW MIDDLE SCHOOL INCLUDING IMPROVEMENTS AT CROSSTOWN FROM NIGHTINGALE TO HANSONE INCLUDING IMPROVEMENTS AT NIGHTINGALE „ 4. INTERSECTION IMPROVEMENTS AT + �� ANDOVER BLVD L CROSSTOWN BLVD -� y " r ti 5. TURN LANES AT ALL INTERSECT IONS �l �} ~ r ALONG CROSSTOWN FROM ANDOVER BLVD TO - NIGHTINGALE BLVD - 6. EXPANSION OF ANDOVER BLVD TO 4 LANE DIVIDED BETWEEN CROSSTOWN AND HANSON. -�3-- EXPANSION OF CROSSTOWN TO 4 -LANE DIVIDED FROM ANDOVER BLVD TO NIGHTINGALE ST AND - ANDOVER BLVD TO BUNKER LAKE BLVD. =' FIGURE C - LONG TERM IMPROVEMENT SEQUENCE (ANDOVER EXTENSION) 0), ANDOVER AREA TRAFFIC STUDY ;sti pdf- color.pltcfq bmf.tbi 3/20/2013 10:09:56 AM H: \ANDV \Nl5I06158 \CAD \Prelim \dpn \AII Lcyouts.di -Z' - w . r _� s+• ! - - _ ter. Ids N rt u r • ° W N IJ q k � i All �ba . rr .� ae �. '•� �j r� r. '0 COLOR TABLE 7 7C1' PROPOSED ROADMAY 0 t 1 t: i` 'r`� T' / T O PAVED SHOULDER 0 ^i•'°''r' :.�_. FIGURE 1 - SOUTHBOUND RIGHT TURN LANE EXTENSION ANDOVER AREA TRAFFIC STUDY rossti pdf- color.pltcf9 bmi.tbl 3/20/2013 10:10:10 AM H: \ANDV \N15106158 \CAD \Prelim \dgn \AlI Lcyouts.dgn a\ , c a s !r - pia J'. 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FIGURE 3B - FREE RIGHT AND FULL AUXILIARY LANE AT CROSSTOWN BLVD & ANDOVER BLVD ANDOVER AREA TRAFFIC STUDY ;St1 pdf- color.pltcfg bmi.tbl 3/20/2013 10:10:13 AM H: \ANDV \Nl5l06l58 \CAD \Prelim \dgn \AII Lo you ts.d, IMPACTS TO TRAIL, LIGHTING, \ IRRIGATION AND LANDSCAPING POTENTIAL SPLITTER ISLAND ! a 101 STALLS i � � � ,. ` f a.4 • T� R ZZ 7 _ rte. I COLOR TABLE PROPOSED ROADWAY RAISED MEDIANS. CURBS SIDEWALK BIKE PATH is FIGURE 4 - NORTH DRIVEWAY CONNECTION ANDOVER AREA TRAFFIC STUDY , y r 74� i �A s �5 A'( lea 1� i�- llpfr. J� x xx, 200• SCALE IN FEET Dsetl Ddf- color.Dltcfg bmi.tbl 3/20/2013 10:10:17 AM H: \ANDV \Nl5l06l58 \CAD \Prelim \dgn \AlI Loyouts.dgr A IMPACTS TO TRAIL, LIGHTING, \ IRRIGATION AND LANDSCAPING POTENTIAL SPLITTER ISLAND ! a 101 STALLS i � � � ,. ` f a.4 • T� R ZZ 7 _ rte. I COLOR TABLE PROPOSED ROADWAY RAISED MEDIANS. CURBS SIDEWALK BIKE PATH is FIGURE 4 - NORTH DRIVEWAY CONNECTION ANDOVER AREA TRAFFIC STUDY , y r 74� i �A s �5 A'( lea 1� i�- llpfr. J� x xx, 200• SCALE IN FEET Dsetl Ddf- color.Dltcfg bmi.tbl 3/20/2013 10:10:17 AM H: \ANDV \Nl5l06l58 \CAD \Prelim \dgn \AlI Loyouts.dgr z 2; 0 > 14! ;yy 4' ,-ak Z= L 7 1041 4W 41 COLOR TABLE PROPOSED ROADVIAY RAISED MEDIANS, CURBS r, SHOULDER GRASS MEDIAN BIKE PATH PA &E FIGURE 5 LEFT TURN LANE AT HIGH SCHOOL BUS ENTRANCE ANDOVER AREA TRAFFIC STUDY *stl pdf -color.pltcf g b,i.tbl 3/20/2013 10:10:22 AM H:\ANDV\Nl5l06l58\CAD\Prellm\dgn\AlI Layouts.dg O IN f�A' A SLOPE ALL SURFACES TO WEST FOR DRAINAGE I el 4 A A w LIGHTING, IRRIGATION AND LANDSCAPING IMPACTS COLOR TABLE PROPOSED ROADWAY RAISED MEDIANS, CURBS SIDEWALK BIKE PATH N04F I rosstl Pdf-color.pltcfg 166� E v F RTL e. SCALE IN FIGURE 6A RAVEN STREET DROP—OFF CIRCLE ANDOVER AREA TRAFFIC STUDY bmi.tbl 3/20/2013 10:10:26 AM H:\ANDV\N15106158\CAD\Prelim\dgn\AlI Loyouts.dgn z y < W� J os I N { D U W Q 1 lip T'�3t r � .A A.`RT4 Ih_ t • 1` -1 1 toll i I •.' ,' �F d 101 STALLS vt COLOR TABLE - ., �1r PROPOSED ROADRAY - RAISED 1ED[ANS. CURBS 001. SIDE*ALK BIKE PATH SCAL IN 1, FIGURE 6B - RAVEN STREET CONNECTION ANDOVER AREA TRAFFIC STUDY >sti Ddf- color.Dltcfg bmi.tbl 3/20/2013 10:10:27 AM H: \ANDV \N15106158 \CAD \Prelim \dgn \AlI Layouts.d r� b - 4L i \ I S � it ossti pdf- color.pltcfq bmLtbl 3/20/2013 10:10:3+ c1.1 H: \ANDV \N15106158 \CAD \Prelim \dan \AII Layouts.d9r „ f . � r w f ' w s � COLOR TABLE PROPOSED ROAOIIAY } 200 SHOULDER' - __ SCALE IN FEET FIGURE 7 - NIGHTINGALE STREET LEFT TURN BY -PASS lA i I,. ANDOVER AREA TRAFFIC STUDY ossti pdf- color.pltcfq bmLtbl 3/20/2013 10:10:3+ c1.1 H: \ANDV \N15106158 \CAD \Prelim \dan \AII Layouts.d9r STUDY REPORT Andover Area Traffic Analysis City of Andover Improvement Project No. 12 -37 INTRODUCTION The City of Andover is taking the first steps in an effort to relieve congestion on a roadway loop which provides access to area schools and residential neighborhoods in the City. A study to analyze traffic was completed to determine and /or verify existing traffic issues, develop near term solutions and provide a strategy for long term solutions. The study was primarily focused on the following roadways: • Hanson Boulevard from Andover Boulevard to Crosstown Boulevard (E -W), • Crosstown Boulevard (E -W) from Hanson Boulevard to Nightingale Street, • Crosstown Boulevard (N -S) from Andover Boulevard to Nightingale Street, and • Andover Boulevard from Crosstown Boulevard (N -S) to Hanson Boulevard. Crosstown Boulevard extends north and south along the westerly edge of the study area, but also extends east and west across the northerly edge of the study area. The "N -S" designation refers to the north -south segment, while the "E -W" designation refers to the east -west segment of the roadway. The area is depicted on Figure A. KEY AREAS OF STUDY The roadways described above form a loop in Andover's transportation network. Four critical intersections are formed as follows: • Hanson Boulevard and Andover Boulevard, • Hanson Boulevard and Crosstown Boulevard (E -W), • Crosstown Boulevard (E -W) and Nightingale Street /Crosstown Boulevard (N -S), and • Crosstown Boulevard (N -S) and Andover Boulevard. In addition to these key intersections, the study focused on driveways to /from the Andover High School off of Crosstown Boulevard (N -S) and the access into the High School off of Andover Boulevard. The internal circulation patterns of the High School parking lot were reviewed as a portion of the analysis. Access, traffic flow patterns, safety and capacity were reviewed along all roadway segments and intersections within the study area. KEY STUDY PARTICIPANTS While the City of Andover initiated the study, other interested parties provided input and feedback. In addition to the City of Andover, the following were stakeholders for the project: • Anoka County Highway Department — with the exception of Andover Boulevard, the remaining key roadways within the study area are under County jurisdiction. 4 • Anoka Hennepin School District (ISD 11) — traffic to and from the High School and, to a lesser extent, the Elementary school are contributors to congestion on the roadways. Traffic patterns at the High School were found to be critical to understanding the traffic issues and developing potential mitigation strategies. Stakeholders were invited to a kick -off meeting to discuss the intent and scope of the study. Progress meetings with City staff were held, followed by additional meetings with stakeholders to discuss information related to potential solutions. See the appendix for a February 25, 2013 letter from ISD 11 related to the study and study alternatives. COORDINATION OF IMPROVEMENTS The City is reconstructing Nightingale Street from Crosstown Boulevard to 161st Avenue in 2013. The Crosstown Boulevard and Nightingale Street intersection operations are influenced by the traffic entering and leaving the high school during peak AM and PM time periods. This traffic study analyzed near -term solutions that could alleviate the long traffic queues and bring additional safety to turning movements at the Nightingale Street and Crosstown Boulevard intersection. KNOWN ISSUES Through conversations with the City, County and ISD 11 staff, combined with site reviews performed by our staff, we gained an understanding of some of the key elements involved with the study: • The primary concerns are the AM and PM peak hours. The congestion is especially intensified due to traffic related to Andover High School and Andover Elementary School during the AM Peak hours. • The neighborhoods located to the north of Crosstown Boulevard are somewhat limited in their means of access to TH 10. Commuter traffic originating from these neighborhoods and attempting to travel to the Minneapolis /St. Paul area access this roadway loop via Nightingale Street. This creates intense congestion during the AM peak hours as the commuters are vying with school traffic for space on the roadways. • Crosstown Boulevard is a 2 -lane roadway nearing its peak capacity at over 10,000 vehicles per day. Typically, when a roadway eclipses 10,000 AADT, expansion of the roadway may be needed. • The Nightingale Street and Crosstown Boulevard intersection currently meets warrants for a traffic signal. • The southbound right turn lane on Crosstown Boulevard at Andover Boulevard becomes backed up in the morning peak hour as students try to gain access to the High School. This causes the right turning vehicles to overflow into the through lane, blocking the through movement and congesting the roadway. • While there are currently no left turns allowed into the High School driveways for northbound traffic, busses are allowed to make this turn. These left turning busses can block the through movement while waiting for a gap in the southbound traffic. • The lack of gaps along Crosstown Boulevard causes southbound traffic on Nightingale Street to back up during the morning peak hour. • There is a pedestrian crossing along Crosstown Boulevard at 149th Avenue. The County would like to see it removed. Residents want to see it remain, but made safer. • 150th Lane is located on Nightingale Street, just north of Crosstown Boulevard. There is a tight spacing concern between Nightingale Street and 150th Lane. • Crosstown Boulevard, south of Andover Boulevard, is restricted by a narrow bridge. • In the east -west portion of Crosstown Boulevard, there are many accesses and the existing accesses aren't aligned. • There are crash and safety concerns on Bluebird Street and 145th Avenue east of Hanson Boulevard. COMPREHENSIVE PLAN REVIEW While the primary intent of this study is to develop short -term strategies for the area roadways, long- term solutions must also be considered. The following paragraphs present information taken from the City and County Transportation Plans as they relate to this corridor. Andover Transportation Plan The City's Transportation Plan, dated May 2009, was reviewed to understand previous planning efforts and long -term solutions envisioned for this area. Key elements derived from the City Plan include the following: • Andover Boulevard, Nightingale Boulevard and Crosstown Boulevard (east of Hanson Boulevard) are currently Municipal State Aid Streets. Hanson Boulevard is a County State Aid Highway, while both segments of Crosstown Boulevard are County Roads. • Both segments of Crosstown Boulevard, along with Hanson Boulevard, represent Minor Arterials within the City's roadway network. Andover Boulevard, Nightingale Street (north of Crosstown Boulevard) and Crosstown Boulevard (east of Hanson Boulevard) represent Collector streets within the City's roadway network. These designations remain the same for the 2030 projection. • Traffic volumes on the study area roadways are some of the highest within the City. The Plan lists volumes from 2005, but the more current MnDOT volumes are as follows: • Hanson Boulevard = 14,000 AADT (17,450 projected for 2030) • Crosstown Boulevard (N -S) = 10,500 AADT (15,100 projected for 2030) • Crosstown Boulevard (E -W) = 7,800 AADT (12,850 projected for 2030) • Andover Boulevard = 3,900 AADT (12,800 projected for 2030) • Nightingale Street = 9,950 AADT (10,900 projected for 2030) • Existing trails are located along all roadways within the study area with the exception of Andover Boulevard. • The intersection of Nightingale Street and Crosstown Boulevard is listed as an Intersection Hot Spot requiring further analysis. The existing conditions for the intersection indicate all movements were at a Level of Service (LOS) B or better for the intersection at the time the City's Plan was prepared. • Key improvement concepts yet to be completed for Crosstown Boulevard along the study corridor include the following: 0 • Right -in /Right -out at 146th Avenue • Right -in /Right -out at 149th Avenue Anoka County Transportation Plan The County's Transportation Plan, dated December 2008, was reviewed to better understand the County's vision for this area. Key elements derived from the County Plan include the following: • Hanson Boulevard through this area is listed as a 2030 problem corridor with Medium needs based on a low, medium and high scale of needs. • Hanson Boulevard is listed as a roadway in need of expansion, while a new north -south roadway is envisioned that would parallel Crosstown Boulevard to the west. The roadway would be constructed to provide relief to Hanson Boulevard and Round Lake Boulevard. • Both segments of Crosstown Boulevard are envisioned as being turned back to the City. The above improvements are listed in the short -term category (2009 -2015) of the County's Plan. Although they are listed in the County's Plan, consultation with Anoka County will be required to determine the actual funding availability to implement the improvements as scheduled. Additionally, planning efforts continually evolve and change. Coordination and communication will be critical with the County to determine the current schedule of any proposed improvements planned for the area. PLANNED IMPROVEMENTS AND FINANCIAL CONSTRAINTS During our meetings with City, County and ISD 11 staff, discussions related to long term improvements strategies for the corridors was discussed. At these meetings, Anoka County indicated that no improvements were planned for the study roadways and intersections within the foreseeable future. While amenable to allowing improvements to occur, the County isn't anticipating initiating any improvements in the near future. EXISTING TRAFFIC CONDITIONS Traffic modeling was performed on the existing roadway network using traffic data obtained from Anoka County. The majority of the data was collected in 2012 and represents existing traffic volumes and patterns. Where existing data wasn't available, assumptions were made relative to daily and hourly volumes. The following table depicts Level of Service (LOS) for the roadways and intersections in the study area. A Level of Service understanding sheet is included in the appendix of this report. Morning Early Afternoon Evening Intersection 7:00 to 8:00 AM 2:15 to 3:15 PM 4:15 to 5:15 PM Andover & Crosstown F C NA Andover & Hanson F NA F Crosstown & Nightingale A A A Crosstown & Hanson E NA C NA = No traffic counts were available at this location for this time period. 7 The intersection analysis indicates long morning queues for the following locations: • Southbound Hanson Boulevard at Crosstown Boulevard (1009 ft), • Southbound Hanson Boulevard at Andover Boulevard (4097 ft), • Northbound Crosstown Boulevard at Andover Boulevard (736 ft), • Southbound Crosstown Boulevard at Andover Boulevard (2990 ft), and • Westbound Andover Boulevard at Hanson Boulevard (778 ft). The Early Afternoon peak occurs when the High School is letting out for the day. Traffic counts were only made along Crosstown Boulevard during this time period, as the traffic is focused in that area. No significant queuing was found, and the intersections with both Andover Boulevard and Nightingale Street were found to operate at acceptable Levels of Service. The complete traffic analysis report can be found in the appendix of this study. PLANNING LEVEL CONSIDERATIONS (LONG TERM SOLUTIONS) Based on our review of the corridor and available documents, all roadways and intersections within the study area are recognized as being vital to Andover's and Anoka County's transportation network. Roadway widening and expansions are depicted in the Transportation Plans for Hanson Boulevard, Crosstown Boulevard and Andover Boulevard. Additionally, Andover Boulevard is projected to be extended to the west to provide a connection to Round Lake Boulevard. Using 2030 projected AADTs from the 2005 City of Andover Transportation Plan, turning movement counts at the four main intersections within the study area were developed. The analysis was completed again using these high traffic volumes, and assumes no improvements are made to the roadways, intersections or traffic signals within the study area. Morning Early Afternoon Evening Intersection 7:00 to 8:00 AM 2:15 to 3:15 PM 4:15 to 5:15 PM Andover & Crosstown F F NA Andover & Hanson F NA F Crosstown & Nightingale F C F Crosstown & Hanson F NA F NA = No traffic counts were available at this location for this time period. Conditions in 2030 pose delays high enough to make the study area roadways and intersections close to impassible during peak hour conditions if no significant improvements are made. Vehicles queues in excess of 1000 ft are seen throughout the area. Due to the high delay caused by additional traffic in 2030, longer -term geometric improvements will be required. These long term improvements consist of major upgrades to the roadways and intersections in the study area. This also indicates that any near term improvements to the roadway network will most likely be removed to allow for future long term improvements to be constructed. 0 Our analysis indicates that the following improvements will be required within the study area to accommodate 2030 traffic volumes: • Hanson Boulevard, Crosstown Boulevard and Andover Boulevard will all need to be reconstructed to 4 -lane divided roadway sections, • Traffic control in the means of a traffic signal or roundabout will be required at the intersection of Nightingale Street and Crosstown Boulevard, and • Andover Boulevard will need to be extended to the west to Round Lake Boulevard to accommodate potential future High School expansion(s). The existing roadway sections and proposed long range improvements are depicted on Figure 1. The long term improvements will be implemented as funding sources become available for the City and County. The following represents the most likely sequence of those improvements based on current traffic patterns and projected growth trends: 1. Expansion of Hanson Blvd to a four -lane divided highway from Jay Street to north of Andover Blvd, 2. Expansion of Hanson Blvd to a four -lane divided highway from Andover Blvd to just north of Oak View Middle School, including intersection improvements at Hanson Blvd and Crosstown Blvd, 3. Expansion of Crosstown Blvd to a four -lane divided facility from Nightingale to Hanson Blvd and intersection improvements at Nightingale Street and Crosstown Blvd, 4. Intersection improvements at Andover Blvd and Crosstown Blvd, 5. Expansion of Crosstown Blvd to add turn lanes at all intersections from Nightingale Street to Andover Blvd, 6. Expansion of Andover Blvd to a 3 -Lane facility OR 7. Andover Blvd will be expanded to the west to Round Lake Blvd, followed by: a. Expansion of Andover Blvd to a four -lane divided facility from Crosstown to Hanson Blvd, b. Expansion of Crosstown Blvd to a four -lane divided facility from Nightingale Street to Andover Blvd, c. Expansion of Crosstown Blvd to a four -lane divided facility from Andover Blvd to Bunker Lake Blvd. Sequencing of improvements is graphically depicted on Figures B and C. NEAR TERM CONSIDERATIONS Long term solutions for the study area roadways will require significant planning, as funding sources have not been identified by either the City or the County. Because portions of the roadway network are failing at this time, near -term, low -cost solutions need to be brought forward to help mitigate these issues. Three primary areas of focus for near term improvements were identified through site observations and discussion with the project partners: • Congestion in the AM peak hour for southbound Crosstown Boulevard, • The Nightingale Street and Crosstown Boulevard intersection area, and • The pedestrian crossing of Crosstown Boulevard at 149`" Avenue. M For each of the options analyzed, 2012 traffics counts were used as provided by Anoka County. While this doesn't take into account growth that may occur, it provides a means of comparing alternatives and using engineering judgment to determine the value of each improvement analyzed. Crosstown Boulevard During the AM peak hour, commuters from north and west of the High School are vying for roadway space with traffic related to the High School. During the afternoon period, these commuters are separated by time, as the High School lets out prior to the commuters returning to the area. During the worst 15 minutes of the AM peak hour, traffic backs up on Crosstown Boulevard, from the Andover Boulevard traffic signal, past Nightingale Boulevard. The potential for improvements on Crosstown Boulevard south of Andover Boulevard are limited due to an existing bridge. Short term improvements would need to occur north of Andover Boulevard. Each option analyzed could be implemented alone, or in combination with other alternatives, to provide relief from congestion in the area. Alternative 1— Southbound Right Turn Lane at Andover Boulevard Southbound traffic along Andover Boulevard backs up beyond Nightingale Street at times during the morning rush hour. This is due to nearly equal numbers of vehicles continuing south through the intersection and turning right at the intersection to access the High School. Adding capacity at the intersection would need to be in the form of an extended right turn lane. Additional through lanes aren't possible due to the narrow bridge located immediately south of the intersection. The existing right turn lane is 300 feet long. Lengthening this turn lane would add storage at the intersection. There is approximately 1250 feet from Andover Boulevard to the south school entrance in which to construct a turn lane. The turn lane should start a minimum of 50 feet south of the entrance and be constructed with a 10:1 taper. This leaves approximately 1080 feet for the turn lane. The following table provides a comparison of traffic parameters for southbound Crosstown Boulevard traffic both with and without the longer turn lane. Extended Right Parameter Existing Turn Lane Level of Service F F Delay (seconds) 753 663 Queue Length (feet) 2990 2725 The data shown relates to the individual southbound direction at the intersection. The overall intersection Level of Service also remains at an F during this time period. Queues continue to extend through Nightingale Boulevard during the AM peak hour. The primary reason that the lengthened turn lane doesn't appreciably improve the condition relates to northbound left turning vehicles. While the northbound vehicles are turning left, the southbound vehicles can't make the right turn, backing traffic up along Crosstown Boulevard. 10 Costs associated with this alternative are estimated at $110,000. See Figure 1 for a graphical representation of this alternative. Alternative 2 - Signal System Revisions By revising the signal system at the Andover Boulevard and Crosstown Boulevard intersection, the southbound right turning vehicles could be given a green right arrow while the eastbound vehicle are turning left onto northbound Crosstown Boulevard. This allows the right turning vehicles the ability to turn freely, without needing to stop prior to turning. The following table depicts the results of our analysis based on the signal system revisions. Signal System Parameter Existing Revisions Level of Service F F Delay (seconds) 753 714 Queue Length (feet) 2990 2865 While this does minimally improve the conditions at the intersection, the high volume of right turning vehicles still proves to be an issue, as traffic continues to back up to Nightingale Street with this improvement alone. Because of the long queues associated with this alternative, combining alternatives 1 and 2 still won't relieve the congestion on the roadway. Costs associated with this alternative are estimated at $120,000. See Figure 2 for a graphical representation of this alternative. Alternative 3 — Free Right Turn Lane A free right turn lane would allow southbound vehicles to continue flowing to the west without the need to stop. This would require the addition of a receiving lane on westbound Andover Boulevard. We analyzed two options for the addition of a second westbound through lane on Andover Boulevard as presented below. A. Restripe Andover Boulevard Andover Boulevard is 56 feet wide at the intersection with Crosstown Boulevard. This accommodates a receiving lane for westbound traffic and a through lane, right turn lane and left turn lane for eastbound traffic. The roadway could be re- striped to allow for two westbound lanes and a combined thru -right lane and left turn lane for eastbound traffic. This would accommodate the additional westbound lane required for the free - right condition. The northerly curb line of Andover Boulevard will need to be reconstructed. This will also require mitigation for signal system and school sign impacts in the north boulevard. Costs associated with this alternative are estimated at $300,000. See Figure 3A for a graphical representation of this alternative. 11 B. Widen Andover Boulevard To allow for the Crosstown Boulevard free right turn lane to be constructed, Andover Boulevard could also be widened to the north. This allows for the same eastbound lane configuration at the intersection as today. The curb radius in the northwest quadrant of Andover Boulevard and Crosstown Boulevard will need to be reconstructed. The northerly curb line of Andover Boulevard will need to be reconstructed 12 feet to the north. This will also require signal system revisions, relocation of the school sign, storm sewer revisions, fire hydrant relocations, trail reconstruction, tree removals and grading in the north boulevard. The widening could occur to the point where the full right turn lane has been developed for the High School entrance. A lane drop could occur into that right turn lane. Costs associated with this alternative are estimated at $530,000. See Figure 3B for a graphical representation of this alternative. We performed a traffic analysis for the intersection based on both options presented above. The results of our analysis are presented in the following table. Because all legs of the intersection will be impacted as a result of either modification, the table is expanded to show the resulting impacts. Results are shown for the AM peak hour only, as that is the most critical time period for the intersection. While the Level of Service for the individual movements and overall intersection are not increased, the delays and queuing lengths are significantly reduced for southbound traffic. The southbound queue is reduced to approximately 650 feet, meaning that queuing will very rarely, if ever, exceed the length of the extended right turn bay. The results indicate that there is little benefit for constructing the additional lane compared to restriping Andover Boulevard, at least under existing volume conditions. Minimal changes in delay occur due to the slightly different signal timing required for three eastbound lanes versus two in the restriping option. The primary difference between the two free -right options is how well they can handle a rush of traffic leaving the high school, similar to after a large sporting or other school event. A simulation was done comparing the options assuming both parking lots are full and are released within a 15- minute period. The results show that adding a full auxiliary lane allows vehicles to 12 Existing Re- Striping New Aux. Lane on Conditions Andover Blvd. Andover Blvd. Intersection Lea LOS Queue (ft) LOS Queue (ft) LOS Queue (ft) Eastbound D 196 D 237 D 191 Westbound D 482 E 671 E 729 Northbound F 736 E 435 E 730 Southbound F 2990 F 649 F 651 Total F F F While the Level of Service for the individual movements and overall intersection are not increased, the delays and queuing lengths are significantly reduced for southbound traffic. The southbound queue is reduced to approximately 650 feet, meaning that queuing will very rarely, if ever, exceed the length of the extended right turn bay. The results indicate that there is little benefit for constructing the additional lane compared to restriping Andover Boulevard, at least under existing volume conditions. Minimal changes in delay occur due to the slightly different signal timing required for three eastbound lanes versus two in the restriping option. The primary difference between the two free -right options is how well they can handle a rush of traffic leaving the high school, similar to after a large sporting or other school event. A simulation was done comparing the options assuming both parking lots are full and are released within a 15- minute period. The results show that adding a full auxiliary lane allows vehicles to 12 clear one minute faster on average due to the extra eastbound capacity. Queuing in the restriping option can reach back into the south parking lot while most of the queuing is contained within 450 feet of the Andover Boulevard & Crosstown Boulevard intersection with the full lane addition. The other difference between the two options is lasting power. If Crosstown Boulevard needs to be expanded in the future, lanes would be added to the east side of the current alignment based on existing right of way. This would allow the expanded right turn lane to remain in place even with a reconstructed Crosstown Boulevard. The auxiliary lane on Andover Boulevard could also remain with an Andover Boulevard expansion while the restriping option would be effectively overridden. The free right full auxiliary lane is estimated to be effective at reducing the queue for 10 to 12 years while the free right with restriping is estimated to be effective for 7 to 9 years. This estimate is based on straight line growth from 2012 to 2030 projected volumes. To ensure the eastbound thru -right lane striping would operate smoothly in the afternoon peak when school lets out, both options were simulated with afternoon volumes as well. All approaches operate at LOS C in the afternoon peak with minimal queuing if any along the intersection legs. Alternative 47 Modifications to North Access Drive Discussions with ISD 11 staff indicate they are willing to consider improvements on the High School ground to help relieve congestion on Crosstown Boulevard. The first option involves utilizing the northerly access off of Crosstown Boulevard as an access for students and parents who drop off their students. The access is currently utilized as a Staff and bus entrance only. No left turns are permitted into the access. There is an existing 300 ft. long right -turn lane along Crosstown Boulevard into this entrance. To complete the improvements, an existing access drive to the loading docks located on the north side of the school would need to be extended to the parking area located on the west side of the school. The parking lot would need to be reconfigured and expanded to mitigate lost parking stalls. Impacts to the irrigation system, lighting system, trail system and landscaping would also require mitigation. Signage would be installed along the route to aid with on -site circulation. The following table represents our findings related to the Andover Boulevard and Crosstown Boulevard intersection as a result of diverting a portion of the traffic away from the intersection at the north High School access drive. 13 Portion of Existing Traffic Diverted at Conditions North School Entrance Intersection Lee LOS Queue (ft) LOS Queue (ft) Eastbound D 196 D 297 Westbound D 482 E 637 Northbound F 736 F 664 Southbound F 2990 F 1274 Tota I F F The analysis results show a greatly improved intersection delay compared to existing conditions. Due to no other changes being made at the intersection other than reducing the demand for the southbound right turn, the queue has been reduced but is long enough to block the south driveway access point. However, the existing high school parking lot circulation and driveway network is incapable of handling the additional vehicles using this driveway. The nature of school traffic is such that most trips occur within a very short time period, causing the majority of the 250 drop -offs to occur within a 15 -30 minute time period prior to the start of school. As the north driveway is only an entering access point, vehicles using this access need to circulate through the school property and use the main access point on Andover Boulevard for egress. The stop controlled right turn causes the new stream of traffic to back up through the northwest parking lot, along the north driveway, and back onto Crosstown Boulevard. During the heaviest volume period of the AM peak hour, these vehicles can back -up 923 feet north of 149th Avenue - past Nightingale Street. Costs associated with this alternative are estimated at $220,000. Costs associated with this alternative could be mitigated with cooperation of ISD 11 staff performing a portion of the improvements such as tree relocations, irrigation system relocations, etc. See Figure 4 for a graphical representation of this alternative. Alternative 5 — Left Turn Lane at North Access Drive Alternative 5 builds off of Alternative 4 by adding a northbound left turn lane at the north school entrance. This left turn lane could also serve as a standalone project to mitigate issues with northbound, left- turning busses causing backups along Crosstown Boulevard. If the left turn lane was constructed, left turns could be permitted into the north access. Our review indicates that construction of a left turn lane would relieve congestion for northbound Crosstown Boulevard traffic. Only limited student or parent traffic is expected to make this turn given the other opportunities that would become available if other alternatives are implemented. Also, if the Alternative 3 improvements are implemented, the left turn lane may not be needed as gaps in traffic may be sufficient to clear the left- turning vehicles. Costs associated with this alternative are estimated at $120,000. 14 See Figure 5 for a graphical representation of this alternative. Alternative 6 — Raven Street Extension Another alternative reviewed involves the extension of Raven Street into the school property. Vehicles traveling southbound on Crosstown Boulevard would turn right onto 149th Avenue, travel westbound on 149th Avenue to Raven Street, turn left onto Raven Street and into the school property. Two alternatives exist within the school property. A. Raven Street Drop -off Circle The intent of this concept is similar to Alternative 4 in using the north driveway connection so that vehicles are being removed, or at least delayed, from accessing the intersection of Andover Boulevard & Crosstown Boulevard. Raven Street would be extended south towards the northwest parking lot and would terminate at a circle /cul -de -sac in- between the tennis courts and the baseball diamond. Parents dropping off students would turn right onto 149th Avenue from Crosstown Boulevard using a new 250 -foot right turn lane. They would then turn left on Raven Street at the all -way stop controlled intersection of Raven Street & 149th Avenue. After dropping -off in the circle, parents would depart from the school and neighborhood using the same route. Pedestrians currently access a trail connecting to the dead -end on Raven Street to walk and bike to the high school. A trail would be built to the east of the new road extension to provide a safe area for pedestrians. Some, if not most, of the parents dropping off their students in the new circle will return to Crosstown Boulevard and travel south towards the Andover Boulevard & Crosstown Boulevard intersection. This movement directly offsets the benefit of removing these vehicles from Crosstown Boulevard. The existing neighborhood streets, especially 149th Avenue, do not have sidewalks or trails. This alternative would force additional vehicular traffic onto streets without safe pedestrian accommodations where a significant amount of students already walk. A circular student drop -off area would be constructed north of the parking area on the west side of the school. Impacts to the irrigation system, lighting system, trail system, drainage swale and landscaping would require mitigation. Costs associated with this alternative are estimated at $410,000. See Figure 6A for a graphical representation of this alternative. B. Raven Street Connection to West Parking Lot Similar to the Raven Street Drop -off Circle alternative, this concept would build a right turn bay on Crosstown Boulevard for people to turn right onto 149th Avenue. The main difference is that the Raven Street extension would connect into the northwest parking lot instead of stopping in a circle. Vehicles in this option would be able to drop -off 15 students along the west side of the school and access the parking lots. The benefit to this alternative compared to the drop -off circle alternative is that vehicles have the option of leaving the high school property either by using 149th Avenue or by circulating through the parking lots to use Andover Boulevard. The existing neighborhood streets, especially 149th Avenue, do not have sidewalks or trails. This alternative would force additional vehicular traffic onto streets without safe pedestrian accommodations where a significant amount of students already walk. Similar to Alternative 4, this alternative will greatly stress the internal traffic within the school property. Impacts to the irrigation system, lighting system, trail system, drainage swale and landscaping would require mitigation. Costs associated with this alternative are estimated at $400,000. See Figure 6B for a graphical representation of this alternative. We performed a traffic analysis for the Andover Boulevard and Crosstown Boulevard intersection based on both options presented above. The results of our analysis are presented in the following table. Results are shown for the AM peak hour only, as that is the most critical time period for the intersection. While the queue lengths remain long under either scenario, benefit is noted by the reduced delay for the individual movements at the intersection. Crosstown Boulevard and Nightingale Street Intersection Intersection Traffic Control The intersection of Crosstown Boulevard and Nightingale Street currently operates at an acceptable level of service during both the AM and PM peak hours. The intersection control consists of a stop condition for Nightingale Street traffic, while each leg of Crosstown Boulevard is free - flowing. The intersection meets warrants for a traffic signal at this time. Observations indicate that, under existing conditions, the intersection is functioning adequately but is influenced by the backups seen on Crosstown Boulevard. While the intersection meets warrants, a change in traffic control is not necessary at this time to improve the functionality. 16 Existing Raven Street Raven Street Conditions Drop -Off Circle Extension to West lot Intersection Leg LOS Queue (ft) LOS Queue (ft) LOS Queue (ft) Eastbound D 196 D 183 C 327 Westbound D 482 E 675 C 784 Northbound F 736 F 869 C 835 Southbound F 2990 F 2307 F 1924 Total F F F While the queue lengths remain long under either scenario, benefit is noted by the reduced delay for the individual movements at the intersection. Crosstown Boulevard and Nightingale Street Intersection Intersection Traffic Control The intersection of Crosstown Boulevard and Nightingale Street currently operates at an acceptable level of service during both the AM and PM peak hours. The intersection control consists of a stop condition for Nightingale Street traffic, while each leg of Crosstown Boulevard is free - flowing. The intersection meets warrants for a traffic signal at this time. Observations indicate that, under existing conditions, the intersection is functioning adequately but is influenced by the backups seen on Crosstown Boulevard. While the intersection meets warrants, a change in traffic control is not necessary at this time to improve the functionality. 16 150th Lane The intersection of 150`h Lane and Nightingale Street is located approximately 300 feet north of Crosstown Boulevard. This close spacing creates issues for the intersection geometrics related to turn lanes along the roadway. Nightingale Street and Crosstown Boulevard is a tee intersection. Southbound Nightingale traffic has a left turn lane and a right turn lane only, as no through lane is needed. There is one northbound lane along Nightingale Street. Northbound Nightingale Street traffic waiting for a gap to turn left onto 150th Lane can block traffic back into the Crosstown Boulevard intersection. To alleviate this issue, a by -pass lane could be constructed for northbound traffic. This will allow the through traffic to continue northbound and avoid backups into Crosstown Boulevard. Costs associated with this alternative are estimated at $60,000 See Figure 7 for a graphical representation of this alternative. Pedestrian Crossing at 149th Lane There is an existing pedestrian crossing located on the north side of the Crosstown Boulevard and 149th Avenue intersection. Concerns have been raised related to the safety of the crossing. Our understanding is that parents of the students would like to see the crossing remain, but be made more safe for the pedestrians. Many alternative exist related to pedestrian crossings. Striping, signage, flashing beacons, grade separated crossings and other methods can be used to make pedestrian crossings more safe for the users. The current edition of the Highway Capacity Manual provides guidance related to level of service and recommended crossing measures to best serve different crossing locations. Our recommendation is to perform a study after near term mitigation measures have been implemented and traffic adjusted to the new mitigations. Bluebird Street and Andover Boulevard (145th Avenue) Intersection The crash history for the intersection was analyzed based on data obtained from Minnesota's Crash Mapping Analysis Tool (MnCMAT) for a three year period from January 1, 2010 to December 31, 2012. Two reported crashes occurred in this three year time period. In both crashes, at least one of the drivers suffered an incapacitating injury due to "high speed left turn into traffic" crash types. Upon initial review of the intersection geometry, sight lines for drivers on Andover Boulevard appear to be clear. A potential cause for the crashes relates to eastbound traffic misjudging the westbound approaching vehicle's speed. This could be caused by drivers leaving a low speed area to the west while the approaching vehicles are coming out of a high speed area to the east. A supplementary study to analyze this intersection in more detail is recommended if the crash problem persists. 17 SUMMARY OF NEAR TERM ALTERNATIVES Several alternatives were reviewed related to providing near term solutions to congestion and safety within the study area. The table on the following page provides a brief description of the improvement, estimated costs and relative benefit to the area. Relative benefit is based on existing traffic volumes and driving patterns in the area. 18 Andover Area Traffic Analysis Near -Term Solution Summary 19 ESTIMATED NEAR -TERM IMPROVEMENT LOCATION COSTS BENEFIT Crosstown Boulevard Alt 1 —SB RTL at Andover Boulevard (Figure 1) $110,000 Low • Small reduction in queue for SB Crosstown Boulevard Alt 2 - Signal System Revisions (Figure 2) $120,000 Low • Small reduction in queue for SB Crosstown Boulevard Alt 3A — Free RTL w/ Striping (Figure 3A) $300,000 High • SB queues reduced for Crosstown Boulevard • LOS remains F during AM Peak Hour • Eastbound RTL is eliminated — Sporting Event Queues Alt 36 — Free RTL w/ full Aux. Lane (Figure 3B) $530,000 High • SB queues reduced for Crosstown Boulevard • LOS remains F during AM Peak Hour • Could be integrated into Long -Term solutions Alt 4 — Modifications to North Access Drive (Figure 4) $220,000 Low • SB queues reduced for Crosstown Boulevard • Negative impacts to ISD 11 Property • Negative impacts to SB Nightingale Alt 5 — Left Turn Lane at North Access Drive (Figure 5) $120,000 High • Provides benefit to NB Crosstown Boulevard Alt 6A — Raven Street Drop -Off Circle (Figure 6A) $410,000 Low • Limited benefit to SB Crosstown Boulevard • Trips remain the same, but slightly staggered • Impacts to neighborhood area Alt 66 — Raven Street Connection to Lot (Figure 6B) $400,000 Low • Limited benefit to SB for Crosstown Boulevard • Negative impacts to ISD 11 Property • Impacts to neighborhood area Crosstown Boulevard /Nightingale Street Intersection 150th Lane By -Pass (Figure 7) $60,000 High • Clears intersection from NB left turning vehicles Pedestrian Crossing at 149th Lane (Additional Analysis Required) • Pedestrian study recommended after near term improvements implemented Bluebird Street and Andover Boulevard Intersection (Additional Analysis Required) • Sightlines and geometrics OK • Potential driver perception issues 19 APPENDIX A Level of Service (LOS) Description Sheet Level of Service (LOS) Understanding Sheet ADT or AADT = Average Daily Traffic or Average Annual Daily Traffic AM /PM Peak Hour Traffic = Highest hours of traffic during the Morning and afternoon rush hours 7:00 to 9:00 AM and 4:00 to 6:00 PM (typical times - varies by roadway use) Used to analyze intersection Level of Service Intersection Level of Service (LOS) = Average of all Movements LOS Signalized Intersection tinsignatized Intersection A 510 see <_10 sec B 10 -20 sec 10 -15 sec C 20 -35 sec 15 -25 sec — — D 35 -55 sec 25 -35 sec E ( 55 -80 sec ------ -- - -- - ?80 sec 35 -50 sec , - 2!50 see - F C/D A= Free flow B= Reasonably free flow E/F C= Stable flow D= Approaching unstable flow E= Unstable flow F= Forced or breakdown flow Note: Individual Movement LOS may be different than average for intersection Individual Movements at Intersections First and Second Letters = Direction (NB = NorthBound, EB = EastBound, etc.) Third Letter = Turning Movement (L =Left, R= Right, T= Thru) Examples: NBL = NorthBound Left WBL /WBT = WestBound Left Turn or Thru allowed in that Lane APPENDIX 6 ISD 11 Letter ANOKA - HENNEPIN SCHOOL DISTRICT EDUCATIONAL SERVICE CENTER 11299 Hanson Blvd. AV, Coon Rapids, Mid 55433 763 - 506 -1000 71'V:763-506-1180 Fax: 763- 506-1003 w%vw.anoka.k12.mn.us February 25, 2013 City of Andover Attn: Mr. David D. Berkowitz Director of Public Works /City Engineer Andover City Hall 1685 Crosstown Blvd NW Andover; MN 55304 Mr. Berkowitz, Thank you for allowing the Anoka - Hennepin School District to be a part of the Andover Area Traffic Study. The traffic flow in the City of Andover is very important to Anoka - Hennepin Schools as it can make an impact on how students, parents, and school staff access school sites in the Andover area. This letter is written in response to the study report. After review of the near -term solutions, the Anoka - Hennepin School District Is supportive of Alt 1 through Alt 313. However, it is unclear to Anoka- Hennepin staff if right -of -way and district structure impacts were a part of the estimated costs. All of these near -term solutions seem to improve traffic flow on Crosstown Boulevard, while causingthe least disruption to the traffic flow on the Andover High School site. Conversely, the remaining solutions appear to dramatically change the traffic flow on the school site and may not provide much improvement to traffic flow. Thank you for the opportunity to provide input about the process. Since ely, ith Paulson Transportation Director Anoka - Hennepin School District SCIIOOL liARl) 4 Tom Heideman a, Chair Marei Anderson, Vice Chair kNOKA HENNEPIN Alike Sullivan, Treasurer SCHOOLS Ajxran&Q"r1; !r Dennis L. Carlson, Superintendent Dr. Scott Wenzel, Clerk Jeff Simon, Director Bill Harvey, Director APPENDIX C Figures E .4 Owl 4 ' •„ ,tii• ,1` ANDOV4 Cf TY LL t� 7 Boo" I, CROSSTO" BOULEVARD i. " r ', I.. (C2, 8501_ EXISTINGI 2-LANE __ FUTLATEa4 -VANE DIVIDED " 4-:a rJA_ q 4{ 5 `' ■ ` Is cxo F(`E T�g1� '� ANDOV E }NTARY SCHOOL y fir` t• - ,rye e 'Vol F n' jj A A000A HIGH SCHOOL Y�!`. Ir All r,- 1 T - ���•)^ �`�... 4 is }t 1 ..�: -if - . i )�.,y<4" �. to K':.`.. '� f � ♦ ~ �" � S dr +Y �, �1, 1 �` w/' 3.900 -_ .;iOULEYARD, - - ._ _ 1 5,N .900 C (12.050 -w rs -J A pg VIVIDEP' `os �00 t —n LEGEND MOST CURRENT MmOT AADT X. %X% 2030 PROJECTED AADT (X.xxx) FIGURE A - EXISTING AND PROJECTED AADTS ANDOVER AREA TRAFFIC STUDY rossti pdf- color.pltcfg bml.tbl 3/20/2013 10:09:55 AM H : \ANDV \N15106158 \CAD \Prelim \dgn \AlI Layouts.dgn 1 -- V) Ld A 21 -� I T T. NG q DO POP. 30959 I -T 0 0 27 I'I a 1= I8; w rA LEGEND I. HANSON BLVD TO 4 -LANE DIVIDED FROM ?,�B JAY STREET TO NORTH OF ANDOVER BLVD INCLUDING IMPROVEMENTS AT ANDOVER 2. HANSON BLVD TO 4 -LANE DIVIDED FROM ANDOVER BLVD TO OAK VIEW MIDDLE SCHOOL INCLUDING IMP ROVEMENTS AT CROSSTOWN 3. CROSSTOWN BLVD TO 4 -LANE DIVIDED FROM NIGHTINGALE TO HANSON INCLUDING IMPROVEMENTS AT NIGHTINGALE I f�o 4. INTERSECTION IMPROVEMENTS AT i `! ANDOVER BLVD L CROSSTOWN BLVD 5. TURN LANES AT ALL INTERSECTIONS _ G CROSSTOWN FROM ANDOVER BLVD TO ^ NI HT ALONG ROSE BLVD 6. EXPANSION OF ANDOVER BLVD TO 3 LANE - FACILITY BETWEEN CROSSTOWN AND HANSON FIGURE B - LONG TERM IMPROVEMENT SEQUENCE (NO ANDOVER EXTENSION) Ts✓ ANDOVER AREA TRAFFIC STUDY ross� Ddf- color.pltcfq bmi.tbl 3/20/2013 10:09:56 AM H: \ANDV \N15106158\CAD \Prelim \dqn \AII Layouts.dgn ' II J is F- a� 21 T ! TADr V POP. 30959 I I �Z�! I- ('�S' cfa LL! {t L F-- (_7 TD Z XI I Z -1 z I rr r i — T — I� V) 27 D8 ( Boa LEGEND ` 1 HANSON BLVD TO 4-LANE DIVIDED FROM Jly STREET TO NORTH OF ANDOVER BLVD INCLUDING IMPROVEMENTS AT ANDOVER 2. HANSON B LVD TpOp A -LLvA[NE D[t[tppVl`D`EOS5FROM ANDOVER OLYQ Roo EENTSEATMCROSSTOWN ANC0 R ABP 3�OpRCYRNSt CHOINIIGBLLVVDTOTOHµ50NE IDCLW IDG 11W ROVNMENTS A7 NIGHTINGALE P�BL A. INTERSECTION IMPROVEMENTS AT ANDOVER BL YD ► CROSSTOWN BLVD � S. 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TO WEST FOR DRAINAGE v N W Q LIGHTING, IRRIGATION AND LANDSCAPING IMPACTS t �1 i m an j Q 101 STALLS •' .tat COLOR TABLE _ - _ :� = PROPOSED ROADWAY - 0 r RAISED MEDIANS, CURBS r ` � — _ SIDEWALK 001 BIKE PATH -- — SCALE IN FIGURE 6B - RAVEN STREET CONNECTION ANDOVER AREA TRAFFIC STUDY rosstl odf- color.Ditcfg bmi.tbl 3/20/2013 10:10:27 AM H: \ANDY \N15106158 \CAD \Prelim \dgn \AII Lcyouts.dgn , V % _ : t ;qt n G v �Ct ti ' w ` 3 IF °Y r, COLOR TABLE PROPOSED ROADWAY 0 �,� 200 SHOULDER SCALE IN EE7 FIGURE 7 - NIGHTINGALE STREET LEFT TURN BY -PASS 11 ON I ANDOVER AREA TRAFFIC STUDY rosstl pdf- color.pltcfq bmi.tbl 3/20/2013 10:10:34 AM H: \ANDV \N15106158 \CAD \Prelim \dpn \AII LOyouts.dt Alt P Jr Am ` 6i % _ : t ;qt n G v �Ct ti ' w ` 3 IF °Y r, COLOR TABLE PROPOSED ROADWAY 0 �,� 200 SHOULDER SCALE IN EE7 FIGURE 7 - NIGHTINGALE STREET LEFT TURN BY -PASS 11 ON I ANDOVER AREA TRAFFIC STUDY rosstl pdf- color.pltcfq bmi.tbl 3/20/2013 10:10:34 AM H: \ANDV \N15106158 \CAD \Prelim \dpn \AII LOyouts.dt APPENDIX D Detailed Traffic Study • 11II I�= BOLTON 8L M E N K )III\ Consulting Engineers & Surveyors 12224 Nicollet Avenue • Burnsville, MN 55337 Phone (952) 890 -0509 • Fax (952) 890 -8065 www.bolton- menk.com Date: March 20, 2013 To: Dan Lonnes, P.E. Kevin Kielb, P.E. From: Bryan Nemeth, P.E., P.T.O.E. Ross Tillman, E.I.T. Subject: Traffic Analysis for Andover Area Traffic Study INTRODUCTION I NC® High levels of congestion in the AM and PM peak hours in the area surrounding Andover High School, Elementary school and several neighborhoods have resulted in the City of Andover requesting a traffic study. The study is focused on the roads and intersections along the loop formed by Crosstown Boulevard, Hanson Boulevard and Andover Boulevard. Input from the City, Anoka County and ISD 11 focused the study on the following list of known issues: High traffic in AM and PM peak hours causing congestion which is intensified by morning school traffic driving towards Andover High School and Elementary School. Neighborhoods located to the north of Crosstown Boulevard are limited in their access to the TH 10 corridor. Residents in these areas most commonly use Nightingale Street as a means to access Crosstown Boulevard and eventually TH 10. Extreme queuing occurs in the AM peak on southbound Crosstown Boulevard approaching Andover Boulevard due to the school traffic along with typical commuter traffic. • Heavy traffic on southbound Crosstown Boulevard causes additional queuing along southbound Nightingale since few acceptable gaps are available for right turning vehicles. • Demand on Crosstown Boulevard is nearing roadway capacity as a 2 -lane road. • The intersection of Nightingale Street and Crosstown Boulevard currently meets warrants for a traffic signal. • Busses turning left into the north High School driveway can cause northbound traffic queues while waiting for an acceptable gap to make the left turn. H:\ ANDV\ N15106158\ 3 _Preliminary_Design\A_preliminary design\Trafc Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer �N S 0' Z • The pedestrian crossing along Crosstown Boulevard at 149`h Avenue is contentious between the County and local residents. The County would like the crossing removed while residents want to keep it but make changes to increase safety. • 15O`h Lane off of Nightingale Street is close to Crosstown as far as spacing is concerned. Vehicles making a northbound left turn onto 150`h Lane from Nightingale can easily cause queuing back into the intersection with Crosstown Boulevard. • The narrow bridge on Crosstown Boulevard just south of Andover Boulevard will restrict widening to a certain extent. • Along the east -west portion of Crosstown Boulevard, there are numerous accesses which are not aligned. • Need for additional capacity along Hanson Boulevard. • There are accident concerns at Bluebird Street on Andover Boulevard (145`h Avenue). The issues listed in bold are to be addressed in the short-term, issues in italics are other areas of concern to be addressed when necessary and the remaining issues are meant to be resolved by long term improvements. These issues are addressed in this technical memorandum by analyzing various design alternatives. TRAFFIC ANALYSIS Traffic Data Collection Anoka County provided turning movements counts that were performed in 2012 on different dates for each of the four main intersections in the study. Andover Boulevard at Hanson Boulevard and Crosstown Boulevard at Andover Boulevard were counted on 1/10/12, Crosstown Boulevard at Nightingale Boulevard was counted on 11/1/12, and Crosstown Boulevard at Hanson Boulevard was counted on 11/5/12. All counts collected AM peak data. Afternoon peak data was collected for Crosstown Boulevard at Andover Boulevard and PM Peak data was collected at Crosstown Boulevard at Hanson Boulevard and Andover Boulevard at Hanson Boulevard. Additionally, ISD 1 I provided the following information regarding student transportation for the high school: • 1794 total students • 197 students within walking distance • 682 students take the bus to school • Total of 26 busses access the school for drop -off and pick -up With this information, the number of students arriving via passenger vehicle was computed to be 1014. Taking into account the total number of parking spots in the south and west lots of 513, it is estimated that 501 students are dropped off or are part of car pools. HAANDV\N15106158 \3_ Preliminary_Design\A _preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. .co �•y 0/ `2 Level of Service Description Operations analysis of the AM, afternoon, and PM peak hours was conducted at the study intersections to determine how traffic is expected to operate throughout the study area under mitigation alternatives. A level of service (LOS) analysis was completed for turning movements at these intersections to determine how well they operate with study area traffic volumes. The LOS results are based on average delay per vehicle as calculated by the 2010 Highway Capacity Manual (HCM). Control delay is the delay experienced by vehicles slowing down as they are approaching the intersection, the wait time at the intersection, and the time for the vehicle to speed up through the intersection and enter into the traffic stream. The average intersection control delay is a volume weighted average of delay experienced by all motorists entering the intersection on all intersection approaches. Intersections and each intersection approach are given a ranking from LOS A through LOS F. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays. LOS A through D is generally perceived to be acceptable to drivers. LOS E indicates that an intersection is operating at, or very near, its capacity and that drivers experience considerable delays. LOS F indicates an intersection where demand exceeds capacity and drivers experience substantial delays. The LOS and its associated intersection delay for signalized and unsignalized intersections are presented Table 1. The delay threshold for unsignalized intersections is lower for each LOS compared to signalized intersections, which accounts for the fact that people expect a higher level of service when at a stop - controlled intersection. Unacceptable (i.e. LOS E and F) is indicative of elevated delay times compared to acceptable levels of service (i.e. LOS A, B, C and D). Table 1: Level of Service Criteria Synchro and SimTraffic (a micro - simulation modeling tool) were used to analyze existing and 2030 traffic volume conditions to determine the effectiveness of the potential alternatives and to help design the concepts in terms of necessary storage for turning vehicles, etc. H:\ ANDV\ N15106158\ 3_Preliminary_Design\A�reliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. Signalized Intersection Unsignalized Intersection (Roundabout) LOS Control Delay per Vehicle (sec.) Control Delay per Vehicle (sec.) A < 10 <10 B >10 and _< 20 >10 and <_ 15 C >20 and <_ 35 >15 and <_ 25 D >35 and <_ 55 >25 and <_ 35 E >55 and <_ 80 >35 and <_ 50 F >80 >50 Synchro and SimTraffic (a micro - simulation modeling tool) were used to analyze existing and 2030 traffic volume conditions to determine the effectiveness of the potential alternatives and to help design the concepts in terms of necessary storage for turning vehicles, etc. H:\ ANDV\ N15106158\ 3_Preliminary_Design\A�reliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. 0/ \Z Existing Conditions 2012 traffic volumes were used to analyze existing conditions in the study area using Synchro and SimTraffic. Table 2 shows the results for LOS, delay and queuing. One of the main issues driving this study is the queuing along southbound Crosstown Boulevard adjacent to the high school during the AM peak. The queuing seems to directly correspond with the start of school as morning commuters and students driving to school or being dropped off vie for space along Crosstown Boulevard in particular. Bolton & Menk sent personnel to the study area on 1/29/13 to view traffic and take photographs of the morning queuing. The following images (Figures 1 and 2) show the queuing on southbound Crosstown Boulevard, which backs up to and slightly past Nightingale Street. The analysis shows this queue to extend almost 3000 feet north from Andover Boulevard. Due to this long queue, it is possible that the queue can extend north of Nightingale Street on days with higher than average traffic. Our site visit proves this to be true as the queue on the 29th of January extended north past Nightingale Street. This queue causes several issues for commuters and students traveling south on Crosstown Boulevard as well as for the vehicles attempting to turn onto Crosstown Boulevard from Nightingale Street. Long queues can also make it difficult for busses to make the left turn into the north high school driveway for student drop -off, causing queuing issues for northbound traffic. Table 2: Existing Conditions The analysis also shows long queues for southbound traffic along Hanson Boulevard, backing up all of the way from the intersection of Hanson Boulevard & Andover Boulevard to Hanson Boulevard & Crosstown Boulevard. Figure 3 shows this queue as it backs up into the intersection with Crosstown Boulevard. The high traffic volumes traveling south along Hanson Boulevard also cause queues upwards of 1000 feet in length for southbound thru traffic at the intersection of Crosstown Boulevard & Hanson Boulevard. Although Crosstown Boulevard & Nightingale Street currently meets traffic signal warrants, the H: \ANDV\N15106158 \3_ Preliminary_Design\A reliminarydesign\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. Andover &Crosstown Andover &Hanson Crosstown &Nightingale Crosstown &Hanson Delay Queue Delay Queue Delay Queue Delay Queue LOS LOS LOS LOS (sec) (ft) (sec) (ft) (sec) (ft) (sec) (ft) EB D 42 196 D 45 227 E 60 285 WB D 41 482 F 91 778 A 2 15 E 61 396 NB F 150 736 D 36 205 A 4 40 D 37 206 SB F 753 2990 F 228 4097 C 17 163 F 86 1009 Total F 386 - F 138 - A 8 E 59 - EB C 27 204 - - - - - - - - c N a 0 WB C 30 65 A 2 2 o E NB C 24 284 - - - A 7 71 - - - N ¢ SB C 25 175 - - - B 11 72 - - - Total C 21 - - A 7 - EB D 54 254 D 39 217 2 a WB E 77 342 A 2 22 D 39 169 ti NB F 273 984 A 6 81 C 32 380 SB - - - D 46 344 B 14 88 C 26 188 Total - F 176 A 6 C 33 - The analysis also shows long queues for southbound traffic along Hanson Boulevard, backing up all of the way from the intersection of Hanson Boulevard & Andover Boulevard to Hanson Boulevard & Crosstown Boulevard. Figure 3 shows this queue as it backs up into the intersection with Crosstown Boulevard. The high traffic volumes traveling south along Hanson Boulevard also cause queues upwards of 1000 feet in length for southbound thru traffic at the intersection of Crosstown Boulevard & Hanson Boulevard. Although Crosstown Boulevard & Nightingale Street currently meets traffic signal warrants, the H: \ANDV\N15106158 \3_ Preliminary_Design\A reliminarydesign\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. l intersection continues to work well as a thru -stop. Future traffic growth will likely drive the need for improved intersection control at this location. This will be presented in greater detail further into this memorandum. Figure 1: Queuing on Crosstown Boulevard (photo taken from Nightingale Street & 150th Lane) Figure 2: Image showing queuing on Crosstown Boulevard taken from 149th Avenue looking south H: \ANDV\N1 5106158 \3_ Preliminary_Design\A_preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. �N $ O�Z Figure 3: Traffic backing up along Hanson Boulevard from Andover Boulevard to Crosstown Boulevard. (photo taken looking north from Hanson Boulevard & 1501h Lane) 2030 Conditions Using 2030 projected AADTs from the 2005 City of Andover Transportation Plan, turning movement counts at the four main intersections within the study area were developed. Similar to the 2012 /existing conditions, simulation was done using Synchro and SimTraffic to determine future LOS, delay and queuing to be expected in the area with no changes to existing roadway geometry or signal timing (results shown in Table 3). H: \ANDV\N15106158 \3_ Preliminary_Design\A_preliminary design\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. �N B I Table 3: 2030 Conditions As shown in Table 3, conditions in 2030 pose delays high enough to make the study area close to impassible during the peak hours. Issues witnessed under existing conditions are exaggerated and other issues are created due to the high volumes. Each intersection in the study area has a combined intersection delay of over 300 seconds per vehicle in at least one of the peak periods. Due to the high delay caused by additional traffic in 2030, longer -term geometric changes need to be analyzed and considered. GEOMETRIC IMPROVEMENTS Short -Term Improvements to Mitigate Queuing and Traffic Congestion near Andover High School The following improvements are considered to be implementable in the short-term and are meant to reduce queuing and congestion near the high school. Due to the short-term nature of these alternatives, the SimTraffic analysis was done using existing volumes. The major traffic issues surrounding the high school occur in the AM peak; therefore all short -term improvements are analyzed under AM peak conditions unless otherwise noted. H: \ANDV\N15106158 \3_ Preliminary_Design\A_ preliminary design\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. Andover &Crosstown Andover &Hanson Crosstown &Nightingale Crosstown &Hanson Delay Queue Delay Queue Delay Queue Delay Queue LOS LOS LOS LOS (sec) (ft) (sec) (ft) (sec) (ft) (sec) (ft) EB F 460 950 E 70 750 F 1435 750 WB F 1295 1150 F 1170 900 B 15 400 F 1880 1050 r0 „ NB F 3035 650 F 990 1100 A 5 50 F 1350 2550 SB F 1650 4500 F 120 1450 F 2100 1700 F 2430 1300 Total F 1420 - F 565 - F 490 F 1950 EB F 600 800 - - - - - - - - _ W B F 140 500 - - - A 5 50 N NB F 335 800 - - - A 10 150 - - - a SB F 165 1700 - - - F 65 500 - - - Total F 375- - C 20 EB - - F 1720 950 F 445 1550 a. WB - - F 565 1100 A 5 50 E 65 550 m NB - - F 1575 1000 F 55 1200 E 70 1250 SB - - - F 80 850 F 3560 1550 F 830 1600 Total F 1080 - F 410 - F 305 As shown in Table 3, conditions in 2030 pose delays high enough to make the study area close to impassible during the peak hours. Issues witnessed under existing conditions are exaggerated and other issues are created due to the high volumes. Each intersection in the study area has a combined intersection delay of over 300 seconds per vehicle in at least one of the peak periods. Due to the high delay caused by additional traffic in 2030, longer -term geometric changes need to be analyzed and considered. GEOMETRIC IMPROVEMENTS Short -Term Improvements to Mitigate Queuing and Traffic Congestion near Andover High School The following improvements are considered to be implementable in the short-term and are meant to reduce queuing and congestion near the high school. Due to the short-term nature of these alternatives, the SimTraffic analysis was done using existing volumes. The major traffic issues surrounding the high school occur in the AM peak; therefore all short -term improvements are analyzed under AM peak conditions unless otherwise noted. H: \ANDV\N15106158 \3_ Preliminary_Design\A_ preliminary design\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. ApNKy n Southbound Right Turn Lane Extension — This alternative would lengthen the e: southbound right turn bay at = _ Crosstown Boulevard & Andover = s -. - Boulevard by scabbing on -- :- pavement. The extended turn bay would be roughly 1080 feet in `- length, which is the longest possible due to constraints caused by the south driveway exit from the high school. The extended turn bay would help prevent thru traffic from blocking right turning traffic or visa versa, which is a main contributor to the existing queuing issue at this location. See Table 4 for the traffic analysis results for this alternative. ' Table 4: Extended Southbound Right Turn Lane AM Peak Analysis Results (See Figure 15) Y it e °s %k, yr' L, �. S , .::_'•. INV COLOR TABLE ,4# racaosEO auur ® A 300 .Arch s M Figure 4: Southbound Right Turn Lane Extension Extending this right turn lane lowers the southbound approach delay by roughly 90 seconds per vehicle and reduces the length of the southbound queue by 265 feet. However, the queue still extends well past the high school driveways and 149`h Avenue. LOS, delay and queue information not reported for the other intersections as no changes were made that would affect them. H:I ANDV\ N15106158\ 3_PreliminaTy_Design\A�reliminary design\Traffic Tech Memo -doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk 6 an equal opportunity employer. Andover &Crosstown LOS Delay (sec) Queue (ft) EB D 38 167 WB D 47 562 NB F 162 777 SB F 663 2725 Total F 351 Y it e °s %k, yr' L, �. S , .::_'•. INV COLOR TABLE ,4# racaosEO auur ® A 300 .Arch s M Figure 4: Southbound Right Turn Lane Extension Extending this right turn lane lowers the southbound approach delay by roughly 90 seconds per vehicle and reduces the length of the southbound queue by 265 feet. However, the queue still extends well past the high school driveways and 149`h Avenue. LOS, delay and queue information not reported for the other intersections as no changes were made that would affect them. H:I ANDV\ N15106158\ 3_PreliminaTy_Design\A�reliminary design\Traffic Tech Memo -doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk 6 an equal opportunity employer. l Figure 5: Southbound Right Turn Overlap Signal Phasing, Southbound Right Turn Overlap Signal Phasing — Installing a five- section signal head for southbound right turns would allow for an overlap phase to be programmed into the signal controller. This phase would provide southbound right turns with a green arrow at the same time that eastbound left turning traffic has a green arrow. Since the two movements are not conflicting, this phasing strategy safely provides more green time to the southbound right turns. The right 1080 foot right turn lane extension was also modeled as part of this alternative. Table 5: Southbound Right Turn Overlap AM Peak Analysis Results (See Figure 16) Southbound delay is reduced by approximately 39 seconds per vehicle with right turn overlap phasing. However, delay is also reduced for both eastbound and northbound traffic as well due to optimized signal timings. Since the overlap phase provides additional green time to the southbound right turn, less time is required for the southbound thru movement under an optimized scenario. Removing time from the southbound thru movement benefits other movements and increases overall intersection LOS. Even though delay decreases, queuing is only reduced by 125 feet. LOS, delay and queue information not reported for the other intersections as no changes were made that would affect them. H:\ ANDV\ N15106158\ 3_Preliminary_Design\Ayreliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. Andover &Crosstown LOS Delay (sec) Queue (ft) EB C 31 130 W B D 49 589 N B F 135 704 56 F 619 2557 Total F 328 - Southbound delay is reduced by approximately 39 seconds per vehicle with right turn overlap phasing. However, delay is also reduced for both eastbound and northbound traffic as well due to optimized signal timings. Since the overlap phase provides additional green time to the southbound right turn, less time is required for the southbound thru movement under an optimized scenario. Removing time from the southbound thru movement benefits other movements and increases overall intersection LOS. Even though delay decreases, queuing is only reduced by 125 feet. LOS, delay and queue information not reported for the other intersections as no changes were made that would affect them. H:\ ANDV\ N15106158\ 3_Preliminary_Design\Ayreliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. Free Right Turn and Restriping along Andover Boulevard — Converting the southbound right turn into a free right separates this movement from the intersection physically and from the signal timing cycle. Vehicles making this turn rarely will come to a complete stop, and it also provides additional green time to other movements at the intersection, thus increasing overall LOS. The right turn bay is also extended in this alternative to 1080 feet, matching the Southbound Right Turn Lane Extension alternative. This alternative would require restriping Andover Boulevard and a change in lanes for the eastbound approach to a left turn lane and shared thru /right lane. With this change, some signal heads and detector loops would have to be relocated. Table 6: Free Right and Andover Boulevard Restriping AM Peak Analysis Results (See Figure 17) Figure 6: Free Right and Restriping along Andover Boulevard 'he free right turn lane significantly reduces delay and queuing at this intersection. Overall rtersection delay is reduced by 245 seconds due to the re- optimization of the signal timings with ie southbound right turns removed. The southbound queue is reduced to 649 feet, meaning that ueuing will very rarely, if ever, exceed the length of the extended right turn bay. 'o ensure the eastbound thru -right lane striping would operate smoothly in the afternoon peak +hen school lets out, the restriping option was simulated with afternoon volumes as well. All pproaches operate at LOS C in the afternoon peak with minimal queuing if any along the rtersection legs. WNDV\N1 5106158\ 3 _Preliminary_Design\A_preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. Andover &Crosstown LOS Delay (sec) Queue (ft) EB D 48 237 W B E 60 671 NB E 67 435 SB F 227 649 Total F 141 Figure 6: Free Right and Restriping along Andover Boulevard 'he free right turn lane significantly reduces delay and queuing at this intersection. Overall rtersection delay is reduced by 245 seconds due to the re- optimization of the signal timings with ie southbound right turns removed. The southbound queue is reduced to 649 feet, meaning that ueuing will very rarely, if ever, exceed the length of the extended right turn bay. 'o ensure the eastbound thru -right lane striping would operate smoothly in the afternoon peak +hen school lets out, the restriping option was simulated with afternoon volumes as well. All pproaches operate at LOS C in the afternoon peak with minimal queuing if any along the rtersection legs. WNDV\N1 5106158\ 3 _Preliminary_Design\A_preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. �• ZI Figure 7: Free Right and Full Auxiliary Lane along Ando%er Boulevard LOS, delay and queue information not reported for the other intersections as no changes were made that would affect them. Free Right and Full Auxiliary Lane along Andover Boulevard — Restriping Andover Boulevard to create room for the free right turn add lane is proven to work, but compromises capacity for the eastbound right turns by removing the dedicated right turn bay. An alternative to this would be to construct a paved add lane for the free right turn. The new lane would tie in with the existing right turn bay near the high school driveway off Andover Boulevard and would allow all three eastbound lanes at the signal to remain. Table 7: Free Right and Full Auxiliary Lane AM Peak Analysis Results (See Figure 18) The traffic simulation results show little benefit for constructing the additional lane compared to restriping, at least under existing volume conditions. Minimal changes in delay occur due to the slightly different signal timing required for three eastbound lanes versus two in the restriping option. This alternative was analyzed with afternoon volumes as well to validate if it would perform sufficiently when school traffic leaves the property. Similar to the restriping option, all approaches operate at LOS C with minimal queuing along the intersection legs. Free Right Option Differences Perhaps the main difference between the two free -right options is how well they can handle a rush of traffic leaving the high school, similar to after a large sporting or other school event. A simulation was done comparing the options assuming both parking lots are full and are released within a 15- minute period. The results show that adding a full auxiliary lane allows vehicles to clear one minute faster on average due to the extra eastbound capacity. Queuing in the restriping option can reach back into the south parking lot while most of the queuing is contained within H:\ANDV\N15106158\3—Preliminary_Design\A_preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. Andover &Crosstown LOS Delay (sec) Queue (ft) EB D 44 191 W B E 65 729 N13 E 66 730 SB F 226 651 Total F 140 - This alternative was analyzed with afternoon volumes as well to validate if it would perform sufficiently when school traffic leaves the property. Similar to the restriping option, all approaches operate at LOS C with minimal queuing along the intersection legs. Free Right Option Differences Perhaps the main difference between the two free -right options is how well they can handle a rush of traffic leaving the high school, similar to after a large sporting or other school event. A simulation was done comparing the options assuming both parking lots are full and are released within a 15- minute period. The results show that adding a full auxiliary lane allows vehicles to clear one minute faster on average due to the extra eastbound capacity. Queuing in the restriping option can reach back into the south parking lot while most of the queuing is contained within H:\ANDV\N15106158\3—Preliminary_Design\A_preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. � � Z 450 feet of the Andover Boulevard & Crosstown Boulevard intersection with the full lane addition. The other difference between the two options is lasting power. If Crosstown Boulevard needs to be expanded in the future, lanes would be added to the east side of the current alignment based on existing right of way. This would allow the expanded right turn lane to remain in place even with a reconstructed Crosstown Boulevard. The auxiliary lane on Andover Boulevard could also remain with an Andover Boulevard expansion while the restriping option would be effectively overridden. The free right full auxiliary lane is estimated to be effective at reducing the queue for 10 to 12 years while the free right with restriping is estimated to be effective for 7 to 9 years. This estimate is based on straight line growth from 2012 to 2030 projected volumes. North Driveway Connection — As opposed to minimizing queuing by making changes at the intersection of Andover Boulevard & Crosstown Boulevard, queuing could be reduced by reducing the volume of vehicles that need to use the intersection in general. By making geometric changes on the high school grounds and allowing passenger car access by right turn in only at the north driveway, approximately 250 vehicles are anticipated to be removed from the right turn queue at Andover Boulevard & Crosstown Boulevard in the AM peak. IV.LiS TO MAIL. LIGHTIA°. �_ IT 1.1.11.. LYOSC.r,"E VOiE4i14 SM1IiIS• IA� STILLS -I I ai uJ This improvement would allow vehicles coming from the north to �` t turn into the high school property from Crosstown Boulevard. A designated drop -off space would be , built along with a by -pass lane on COLOR TABLE the north side of the school near the °o„� �,,, temporary buildings. The new " ° `°'"° °"°' ..r. driveway would provide a safe °" "" place for parents to drop off their Figure 8: North Driveway students as well as access to the parking lots directly from Crosstown Boulevard. The parking stalls in the r need to be reconfigured as angle parking, but this allows for one -way flow amount of parking stalls by one. H:\ANDVW 15106158 \3_Preliminary_DesignWyreliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. ANN q 11 r Table 8: North Driveway Connection AD1 Peak Analysis Results (See Figure 19) The analysis results in Table 8 show greatly improved intersection delay compared to existing conditions. Due to no other changes being made at the intersection other than reducing the demand for the southbound right turn, the queue has been reduced but is long enough to block the south driveway access point. However, the existing high school parking lot circulation and driveway network is incapable of handling the 250 vehicles using this driveway to drop -off their students. The nature of school traffic is such that most trips occur within a very short time - .-.v period, causing the majority of the 250 drop -offs to occur within a tw T 15 -30 minute time period prior to gEa .l rte` the start of school. :� �� As the north driveway is only an entering access point, vehicles using this need to circulate through the school property and out using the main access point on Andover Boulevard. The stop controlled right turn causes the new stream of traffic to back up through the northwest parking lot, along the north driveway, and back onto Crosstown Boulevard. Figure 8 shows this right turn. During the heaviest volume period of the AM rush, these vehicles can back -up 910 feet north of 1491h Avenue - past Nightingale Street. This results in operations that are worse than existing at Nightingale Street. Andover &Crosstown Crosstown &Nightingale LOS Delay (sec) Queue (ft) LOS Delay (sec) Queue (ft) EB D 36 297 WB E 61 637 D 43 910 N13 F 120 664 A 2 47 SB F 148 1274 F 290 1456 Total F 94 F 111 The analysis results in Table 8 show greatly improved intersection delay compared to existing conditions. Due to no other changes being made at the intersection other than reducing the demand for the southbound right turn, the queue has been reduced but is long enough to block the south driveway access point. However, the existing high school parking lot circulation and driveway network is incapable of handling the 250 vehicles using this driveway to drop -off their students. The nature of school traffic is such that most trips occur within a very short time - .-.v period, causing the majority of the 250 drop -offs to occur within a tw T 15 -30 minute time period prior to gEa .l rte` the start of school. :� �� As the north driveway is only an entering access point, vehicles using this need to circulate through the school property and out using the main access point on Andover Boulevard. The stop controlled right turn causes the new stream of traffic to back up through the northwest parking lot, along the north driveway, and back onto Crosstown Boulevard. Figure 8 shows this right turn. During the heaviest volume period of the AM rush, these vehicles can back -up 910 feet north of 1491h Avenue - past Nightingale Street. This results in operations that are worse than existing at Nightingale Street. � O iia+no, nwiu*xw m ivaSC..�w ivlcrs J a r- COLOR TAB-- I' LvoaEO.olwr Q! neu.0 � , roo s as nn SC4E 11 !'E! LOS, delay and queue information Figure 9: Raven Street Drop -off Circle not reported for the other intersections as no changes were made that would affect them. H: IANDV \N151061589_Preliminary_DesignW _preliminary designUratFc Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Monk is an equal opportunity employer. i, SLm ILL L4I s m o' rw punurc � O iia+no, nwiu*xw m ivaSC..�w ivlcrs J a r- COLOR TAB-- I' LvoaEO.olwr Q! neu.0 � , roo s as nn SC4E 11 !'E! LOS, delay and queue information Figure 9: Raven Street Drop -off Circle not reported for the other intersections as no changes were made that would affect them. H: IANDV \N151061589_Preliminary_DesignW _preliminary designUratFc Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Monk is an equal opportunity employer. Raven Street Drop -off Circle — An alternative to allowing access to the school using the north driveway would be to allow vehicles access to a drop -off area on school property using Raven Street. The intent of this concept is similar to using the north driveway connection in that vehicles are being removed, or at least delayed from accessing, the intersection of Andover Boulevard & Crosstown Boulevard. Raven Street would be extended south towards the northwest parking lot but would terminate at a circle /cul -de -sac in- between the tennis courts and the baseball diamond. Parents dropping off students would turn right onto 149th Avenue from Crosstown Boulevard using a new 250 -foot right turn lane. They would then turn left on Raven Street at the all -way stop controlled intersection of Raven Street & 149th Avenue. After dropping -off in the circle, parents would depart from the school and neighborhood using the same route. Pedestrians currently access a trail connecting to the dead -end on Raven Street to walk and bike to the high school. A trail would be built to the east of the new road extension to provide a safe area for pedestrians. There are a couple of downsides to this design: • Some if not most of the parents dropping off their students in the new circle will return to Crosstown Boulevard and head south towards the Andover Boulevard & Crosstown Boulevard intersection. This movement directly offsets the benefit of removing these vehicles from Crosstown Boulevard in the first place. • The existing neighborhood streets, especially 149th Avenue, do not have sidewalks or trails. This alternative would force additional vehicular traffic onto streets without safe pedestrian accommodations where a significant amount of students already walk. Additional traffic on residential streets is generally negatively viewed by the neighborhood that is directly affected. Table 9: Raven Street Drop -off Circle AM Peak Analysis Results (See Figure 20) SimTraffic results show a decreased overall intersection LOS compared to existing conditions as well as a slightly decreased southbound queue length yet the queue length is still long enough to block both high school driveways. Because most parents using the drop -off circle end up traveling south on Crosstown Boulevard anyways, this alternative has less of an impact on delay and queuing at Andover Boulevard & Crosstown Boulevard compared to the North Driveway Connection alternative. The high traffic volumes long 149th Avenue are unable to quickly and efficiently exit back onto HAANDV\N151 06158 \3_ Preliminary_Design\A�reliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. Andover &Crosstown LOS Delay (sec) Queue (ft) EB D 47 183 W B E 68 675 NB F 325 869 SB F 314 2307 Total f 222 SimTraffic results show a decreased overall intersection LOS compared to existing conditions as well as a slightly decreased southbound queue length yet the queue length is still long enough to block both high school driveways. Because most parents using the drop -off circle end up traveling south on Crosstown Boulevard anyways, this alternative has less of an impact on delay and queuing at Andover Boulevard & Crosstown Boulevard compared to the North Driveway Connection alternative. The high traffic volumes long 149th Avenue are unable to quickly and efficiently exit back onto HAANDV\N151 06158 \3_ Preliminary_Design\A�reliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. QJ ONS�2 Crosstown Boulevard due to the existing thru -stop control. This causes traffic to back -up along 149th Avenue and onto Raven Street. The queue dissipates rather quickly close to the end of the peak hour but would block several driveways until that occurred. LOS, delay and queue information not reported for the other intersections as no changes were made that would affect them. Raven Street Connection — Similar to the Raven Street Drop -off Circle alternative, this concept would build a right turn bay on Crosstown Boulevard for people to turn right onto 149th Avenue. The main difference is that the Raven Street extension would connect into the northwest parking lot instead of stopping in a circle. Vehicles in this option would be EB drop 327 able to -off students along the F west side of the school and access I _) the parking lots. The benefit to F this alternative compared to the 835 drop -off circle idea is that F vehicles have the option of 1924 leaving the high school property F either by using 149th Avenue or -- _ by circulating through the parking SLYE W SU°KES lots to use Andover Boulevard. r Table 10: Raven Street Extension AM Peak Analysis Results (See Figure 21) ua*rw. r ✓rc.rmr u° usx ✓uc r ✓xn �a \ X MEW The simulation analysis was set 1 coLOR TABLE up assuming 50% of vehicles entering the high school grounds °° by the Raven Street extension would leave using Raven Street. Figure 10: Raven Street Connection The remaining 50% using this entrance for drop -offs would leave thru the driveway onto Andover Boulevard. Compared to the Raven Street Drop -off Circle option, intersection delay drops by 30 seconds per vehicle while southbound queuing drops by 383 feet. The 1924 foot southbound queue ends in- between the south and north high school driveways on Crosstown Boulevard. Depending on how heavy traffic is on any given day, this queue could end up blocking the north driveway as well. In order to drop -off students in this option, parents need to loop thru the northwest parking lot so H:\ANDV\NI5106158\3—Prelimiiiary_Design\A_preliminary design \Traffic Tech Memo -doc DESIGNING FOR A BETTER TOMORROW Bolan & Menk is an equal opportunity employer. Andover &Crosstown LOS Delay (sec) Queue (ft) EB C 35 327 W B F 80 784 NB F 226 835 SB F 373 1924 Total F 198 ua*rw. r ✓rc.rmr u° usx ✓uc r ✓xn �a \ X MEW The simulation analysis was set 1 coLOR TABLE up assuming 50% of vehicles entering the high school grounds °° by the Raven Street extension would leave using Raven Street. Figure 10: Raven Street Connection The remaining 50% using this entrance for drop -offs would leave thru the driveway onto Andover Boulevard. Compared to the Raven Street Drop -off Circle option, intersection delay drops by 30 seconds per vehicle while southbound queuing drops by 383 feet. The 1924 foot southbound queue ends in- between the south and north high school driveways on Crosstown Boulevard. Depending on how heavy traffic is on any given day, this queue could end up blocking the north driveway as well. In order to drop -off students in this option, parents need to loop thru the northwest parking lot so H:\ANDV\NI5106158\3—Prelimiiiary_Design\A_preliminary design \Traffic Tech Memo -doc DESIGNING FOR A BETTER TOMORROW Bolan & Menk is an equal opportunity employer. .cosy 0 / Z that their students can exit curbside. Parents exiting the school using Raven Street and 149th Avenue would then drive north along the new Raven Street Extension. However, parents leaving the school thru the existing driveway at Andover Boulevard need to circle back thru the northwest parking lot in order to drive south. This extra circulation is anticipated to cause back- ups and additional conflict points within the parking lot. Summary of Short -Term Improvements Table 11 summarizes the short-term improvements and states whether or not each improvement meets the three measures of effectiveness (MOEs) that are as follows: • Queue Reduced to Acceptable Length — Southbound queue on Crosstown Boulevard during the AM peak reduced to less than 1280 feet. Capping acceptable queues at this length ensure vehicles can exit the high school from the south driveway without being blocked by the queue. • Crosstown Boulevard & Andover Boulevard Intersection Delay Noticeably Reduced — It is important that the selected alternative also reduce overall intersection delay. Ideally, this reduction is noticeable to drivers. With the high delays present in the AM peak under existing conditions, intersection delay should be reduced by more than 30 seconds. Total intersection delay needs to be less than 356 seconds. • No Additional Traffic Problems Created on High School Site — Though the main focus of the short-term improvements is to reduce queuing on Crosstown Boulevard, the actual high school site cannot be forgotten. Pushing additional traffic onto the site at multiple locations can create localized issues that may end up being worse than the existing queuing issue on Crosstown Boulevard. The selected alternative should not create additional traffic issues on the high school property. H: \ANDV\N1 5106158 \3_ Preliminary_Design\A_Preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. ON S C7`�Z Table 11: MOE Analysis of Short -Term Improvements Other Areas of Concern Issues identified as other areas of concern in the introduction to this memorandum are discussed in this section. If applicable, design alternatives were developed to address the problem and analyzed using Syncho and SimTraffic. The intersection of Nightingale Street and Crosstown Boulevard current meets warrants for a traffic signal — Existing 2012 traffic volumes meet traffic signal warrant 2 (four hour volumes) and 3 (peak hour delay and volumes) per an Anoka County traffic signal warrant analysis conducted in August 2012. The intersection also satisfies the all -way stop warrant for minimum volumes and delays. As these warrants are met, both a roundabout and a traffic signal are considered to be valid options for analysis at this location. As the traffic issues on Crosstown Blvd at Andover Blvd are alleviated through a possible mitigation measure and backups do not interfere with the intersection at Nightingale Street, delay may actually increase for Nightingale Street to access Crosstown Blvd. Currently, the traffic on Crosstown Blvd is stopped or moving very slowly during the AM peak hour. The slow moving and stopped traffic allows vehicles to exit Nightingale Street if drivers are amenable on Crosstown. Since an improvement would likely keep traffic moving and increase traffic speeds on Crosstown Blvd, the current need for operational improvements may be necessary to produce H:\ANDV\N151 06158 \3_Preliminary_DesignW�reliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Monk is an equal opporlunily employer. Crosstown Boulevard & Andover Boulevard No Additional Traffic Queue Reduced to Intersection Delay Problems Created on High Alternative Acceptable Length Noticeably Reduced School Site Southbound Right Turn X X Lane Extension Southbound Right Turn X Overlap Signal Phasing Free Right Turn and Restriping along X X X Andover Boulevard Free Right and Full Auxiliary Lane Along X X X Andover Boulevard North Driveway X Connection Raven Street Drop -off X X Circle Raven Street X Connection Other Areas of Concern Issues identified as other areas of concern in the introduction to this memorandum are discussed in this section. If applicable, design alternatives were developed to address the problem and analyzed using Syncho and SimTraffic. The intersection of Nightingale Street and Crosstown Boulevard current meets warrants for a traffic signal — Existing 2012 traffic volumes meet traffic signal warrant 2 (four hour volumes) and 3 (peak hour delay and volumes) per an Anoka County traffic signal warrant analysis conducted in August 2012. The intersection also satisfies the all -way stop warrant for minimum volumes and delays. As these warrants are met, both a roundabout and a traffic signal are considered to be valid options for analysis at this location. As the traffic issues on Crosstown Blvd at Andover Blvd are alleviated through a possible mitigation measure and backups do not interfere with the intersection at Nightingale Street, delay may actually increase for Nightingale Street to access Crosstown Blvd. Currently, the traffic on Crosstown Blvd is stopped or moving very slowly during the AM peak hour. The slow moving and stopped traffic allows vehicles to exit Nightingale Street if drivers are amenable on Crosstown. Since an improvement would likely keep traffic moving and increase traffic speeds on Crosstown Blvd, the current need for operational improvements may be necessary to produce H:\ANDV\N151 06158 \3_Preliminary_DesignW�reliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Monk is an equal opporlunily employer. AL,N R til the acceptable gaps needs to make the movement from Nightingale Street to Crosstown Blvd in the AM peak hour especially. Traffic signal analysis —A traffic signal could certainly provide gaps for left turns onto Nightingale Street from Crosstown Boulevard and gaps for turning traffic off Nightingale Street. However, because of the location of the junction along a relatively tight curve on Crosstown Boulevard, sight lines become an issue. The curve placement makes it difficult for drivers to see the signal heads early enough for sufficient stopping sight distance if braking is necessary, for example if the signal was red. At 45 mph, the minimum sight distance required is 460 feet as stated in the Minnesota Manual on Uniform Traffic Control Devices. This distance includes the minimum stopping sight distance of 360 feet plus an assumed queue length of 100 feet and is the minimum distance required for drivers to see both Figure 11: Traffic Signal Sight Triangles signal heads for their approach. With longer queues, this minimum sight distance would only increase. In order to properly see the signal indication, the ITE Traffic Engineering Handbook suggests that drivers be able to see the signal head within a 40 degree vision cone centered on their direction of travel. At this particular location, the road curvature is too severe for northbound traffic and requires the driver to look roughly 25 degrees off of the direction of travel. For this reason, no further analysis of a traffic signal was completed, as the recommended vision cone is not met. • Single lane roundabout analysis — Given that the intersection meets warrants for a traffic signal, a roundabout is a valid alternative for future traffic control. Unlike the traffic signal option, roundabouts can safely regulate traffic on roadway bends due to reduced speeds. Roundabouts are meant to be traversed anywhere between 15 and 25 mph, which means approach designs require drivers to slow down to this speed prior to entering the circle. Lower speeds entering the roundabout and lack of queues reduce the minimum site distance required for vehicles approaching the intersection. Additionally, a roundabout results in low delay during non -peak hours which is more acceptable for traffic. Although initially constructed as a single lane roundabout, the roundabout should be designed in such a way to be expandable to a multi -lane configuration in the future. H: \ANDV\NI5106158 \3_ Preliminary_DesignW_preliminary design \Traffic Tech Memo doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer, ��NRM J � 2 Table 12: Single Lane° —i Roundabout 2012 AM I ' Analysis Results �KRSS 1 IIS • Y \ \N - i�IRF ULiLii• // Crosstown& N ighti ngal e LOS Delay (sec) Queue (ft) A 7 25 A 4 20 A 9 30 A 7 During the 2012 AM peak, a single lane roundabout O would provide low delay and short queues for all j intersection approaches. As traffic grows in the future, a multi -lane roundabout r� may be required. This is discussed later in the memorandum. -- Busses turning left into the north LCOLL,01R TABLE High School driveway can cause d.nL northbound traffic queues while waiting for an acceptable gap to FM make the left turn — To avoid Figure 12: single queuing along northbound Lane Roundabout Crosstown Boulevard caused by stopped busses, a left turn lane can be constructed at Crosstown Boulevard & 148`h Avenue. This alternative has not been simulated; however it would provide enough space for vehicles to safely pass on the right assuming the queued busses do not take up more than the 100 feet of dedicated left turn lane. The northbound thru movement is shifted to the right to provide enough space to construct a left turn lane in this option. s bl i IRVrt✓Sm Ir.(fS.. ; � .. 1 COLOR TABLE SEEN �._. .1M � Figure 13: Crosstown Boulevard Left Turn By -pass H:\ ANDV\ N15106158\ 3_Preliminary_Design\A�reliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. SON g 1f The pedestrian crossing along Crosstown Boulevard at 149th Avenue is contentious between the County and local residents. The County would like the crossing removed while residents want to keep it but make changes to increase safety — When Bolton & Menk personnel were on site, several pedestrians were witnessed using this crossing with assistance from the crossing guard. There are many different options for additional treatment of this crossing such as overhead signing, a Hybrid Activated crosswalk Beacon, and Rectangular Rapid Flash Beacons among various other options. A supplementary, more focused, study would need to be done in order to determine the best treatment option for this location. 150th Lane off of Nightingale Street is close to Crosstown Boulevard as far as spacing is concerned Vehicles making a left turn onto 150th Lane from Nightingale can easily cause queuing back into the intersection with Crosstown Boulevard — Nightingale Street is classified as a Major Collector roadway by Anoka County. The County's access spacing guidelines indicate that collector roadways with speeds of 40 -45mph should provide a minimum of 1/8 mile spacing between intersections. Since 150`h Lane is only about 275 feet from Crosstown Boulevard, vehicles waiting to make a left turn from Nightingale Street to 150`h Lane can cause queues to form which can extend to Crosstown Boulevard. To avoid such queuing and improve LOS at these tightly spaced intersections, a left turn by -pass lane was designed. The lane would allow thru traffic to safely avoid 2 -3 stopped left turning vehicles. There may be impacts to the private driveways on the east side of Nightingale Street as they would directly enter into the by- pass lane. This design alternative can be constructed as a standalone feature or could be built to match in with the potential intersection control revision. There are accident concerns at Bluebird Street on Andover Boulevard (145th Avenue) — A crash history was pulled using Minnesota's Crash Mapping Analysis Tool (MnCMAT) from 1/1/10 to 12/31/12. Two reported Figure 14: Nightingale Street Left Turn By -pass crashes occurred in this three year time period. In both crashes, at least one of the drivers suffered an incapacitating injury due to H:\ ANDV\ NI5106158\3_Preliminary_Design\A _preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opporlunily employer. pN 8 i high speed left turn into traffic crash types. Upon initial investigation into the intersection geometry, sight lines for drivers on Andover Boulevard appear to be clear. It is possible that drivers heading eastbound are misjudging the westbound approaching vehicle's speed since they are coming out of a low speed area to the west and the approaching vehicles are coming out of a high speed area to the east. A supplementary study looking at this intersection in more detail is recommended. Long -Term Improvements to Mitigate 2030 Queuing and Traffic Congestion in the Study Area Demand on Crosstown Boulevard is nearing roadway capacity as a 2 -1ane road — MnDOT and Anoka County typically set the functional capacity limit of a 2 -lane roadway to 10,000 vehicles per day. Currently, daily traffic on Crosstown Boulevard is hovering around the 10,000 vehicle mark and will soon justify the need for additional capacity. As a long -term alternative, Crosstown Boulevard should be converted to a 4 -lane divided roadway (see Figure 24). With this expansion, the controlled intersections along the corridor will also need to be modified to allow for a second thru lane in each direction along Crosstown Boulevard. Specifically, if a single lane roundabout is constructed at Nightingale Street and Crosstown Boulevard it would need to be expanded to allow two circulating lanes. Assuming the roundabout is originally designed to be expandable within its own footprint, no additional right of way is anticipated to be needed. Table 13 shows results from the analysis of a multi lane roundabout with 2030 AM peak volumes. Table 13: Multi Lane Roundabout 2030 AM Analysis Crosstown & N ighti nga I e LOS Delay (sec) Queue (ft) A 5 50 A 5 50 A 5 50 A 5 The specific geometry modeled includes two circulating lanes with dual lane entries and exits along Crosstown Boulevard. Nightingale Street would have a free right turn as well as one entry lane and 2 exit lanes into and from the roundabout. The free right turn lane would allow for a safer right turn for the large volume of vehicles making the right turn from Nightingale Street to Crosstown Boulevard. With this geometry, the roundabout is able to serve traffic with minimal delays and queuing. The narrow bridge on Crosstown Boulevard just south of Andover Boulevard will restrict widening to a certain extent — As Crosstown Boulevard is transitioned into a 4 -lane roadway, the intersection of Andover Boulevard & Crosstown Boulevard will need to be widened as well (similar to Nightingale Street & Crosstown Boulevard) in order to accommodate the additional thru lanes. There is an existing bridge just south of Andover Boulevard along Crosstown Boulevard that has four lanes crossing with the existing geometry. Currently, there is very little room for roadway widening on the existing bridge deck. H: \ANDV\Nl5l 06158 \3_Preliminary_DesignW�reliminary design\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. �N 8 In order to avoid building a new bridge, a roundabout could be installed at this intersection. The roundabout would only require three lanes to cross the bridge along with a median/splitter island, so the existing bridge could be used as long as it is still in good condition. In general the roundabout geometry would include two entering and exiting lanes on all of the approaches. Table 14: Andover Boulevard & Crosstown Boulevard Roundabout 2030 AM Peak Analysis Results Andover &Crosstown LOS Delay (sec) Queue (ft) A 5 50 B 15 ISO A 5 50 F 265 400 F 91 Table 14 shows southbound traffic experiencing high delays and queuing due to high southbound right turn volumes. Vehicles are now making this right turn to access the high school as well as the proposed connection on Andover Boulevard to Round Lake Boulevard. To mitigate this issue, a free right turn was added for the southbound approach to allow this movement to occur without yielding to circulating traffic within the roundabout. Table 15 displays the analysis results with the free right turn added. Table 15: Andover Boulevard & Crosstown Boulevard Roundabout with Southbound Free Right 2030 AM Peak Analysis Results Andover &Crosstown LOS Delay (sec) Queue (ft) A 5 50 B 15 150 A 5 50 A 10 50 A 8 The City and County should determine how the cost of a new bridge will impact the improvement of the Andover Boulevard & Crosstown Boulevard intersection. It is quite possible that this cost will dictate what type of intersection treatment is designed. Along the east -west portion of Crosstown Boulevard, there are many accesses which are not aligned — The City of Andover Transportation Plan calls out several changes to be made on the E -W section of Crosstown Boulevard in regards to access management. Some of the changes were built with the new development to the north of Crosstown Boulevard in recent years. Other changes should be considered longer term and would be completed when/ if they are necessary and feasible from a funding perspective. Need for additional capacity along Hanson Boulevard - Demand on Hanson Boulevard has exceeded the typically accepted 2 -lane highway capacity of 10,000 vehicles per day. The heavy southbound AM commuter traffic along Hanson Boulevard causes major queues at both signalized intersections (see Table 2 for existing conditions). When analyzed under 2030 H: \ANDV\N15106159 \3_ Prehminary_DesignW�reliminary design\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. ON 8 projected traffic volumes, delay increases drastically at both Andover Boulevard & Hanson Boulevard and Crosstown Boulevard & Hanson Boulevard. Queuing in the southbound direction actually decreases at Andover Boulevard; however, that is due to fewer vehicles traversing Crosstown Boulevard during each cycle and not due to increased throughput at Andover Boulevard. Increasing Hanson Boulevard to a full 4 -lane divided highway significantly increases capacity along the corridor (see Figure 25). Per the City of Andover Transportation Plan, additional turn lanes have been added at the signalized intersections. To improve safety, several of the unsignalized intersection accesses could be modified as follows: • Hanson Boulevard & 147th Avenue has been changed to right in/right out only. • Left and right turn lanes have been added on Hanson Boulevard at 148th Lane. • The south driveway access to the Elementary school has been closed due to access spacing. Hanson Boulevard as a 4 -lane divided highway with additional turn lanes at the traffic signals was analyzed in Synchro and SimTraffic with projected volumes for 2030. Table 16: 4 -Lane Hanson Boulevard Expansion AM Peak Analysis Results Table 17: 4 -Lane Hanson Boulevard Expansion PM Peak Analysis Results Andover &Hanson Crosstown &Hanson LOS Delay (sec) Queue (ft) LOS Delay (sec) Queue (ft) EB E 62 222 E 74 504 WB F 98 346 E 67 788 NB F 80 143 E 71 368 SB F 84 1 768 F 116 1006 Total F 84 - F 90 - Table 17: 4 -Lane Hanson Boulevard Expansion PM Peak Analysis Results The analysis shows that with expansion of Hanson Boulevard into a 4 -lane divided highway and with the appropriate turn lane additions at both Andover Boulevard & Hanson Boulevard and Crosstown Boulevard & Hanson Boulevard, both signals are able to accommodate 2030 traffic reasonably well. Though delays may appear high, the queues at each movement are able to clear in about one cycle length. H:\ANDV\N151 06158 \3_ Preliminary_Design\A_preliminary design\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. Andover &Hanson Crosstown &Hanson LOS Delay (sec) Queue (ft) LOS Delay (sec) Queue (ft) EB F 98 389 E 66 445 WB E 77 310 D 36 213 NB E 63 650 E 74 757 SB F 81 357 D 39 183 Total E 73 - I E 56 The analysis shows that with expansion of Hanson Boulevard into a 4 -lane divided highway and with the appropriate turn lane additions at both Andover Boulevard & Hanson Boulevard and Crosstown Boulevard & Hanson Boulevard, both signals are able to accommodate 2030 traffic reasonably well. Though delays may appear high, the queues at each movement are able to clear in about one cycle length. H:\ANDV\N151 06158 \3_ Preliminary_Design\A_preliminary design\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. �N a, Changes made to access locations were not part of the analysis as they do not have a direct impact on intersection performance and level of service. Altering accesses will most likely provide more of a safety benefit than an operational benefit along this corridor. Need for additional capacity along Crosstown Boulevard if Hanson Boulevard is expanded — The primary driver for the capacity expansion need on Crosstown Blvd is the proposed extension of Andover Blvd west of the high school and the lack of capacity on north -south routes to access TH 10. If Hanson Blvd is expanded to a four -lane facility and Crosstown Blvd is maintained as a two -lane facility, it is likely that additional traffic proposed to use Crosstown Blvd to access TH 10, would use Hanson Blvd instead. It is proposed that an expanded Hanson Blvd could handle as much additional traffic so that conditions are similar to what they are today. If the extension is not completed and Hanson Blvd is expanded to a four -lane divided facility, it appears that Crosstown Blvd would not need additional expansion south of Nightingale Street, but Nightingale Street to Hanson Blvd should be expanded to a four -lane divided facility. This would also necessitate traffic control improvements at Nightingale at Crosstown. If the extension is completed and Hanson Blvd is expanded to a four -lane divided facility, it appears that Crosstown Blvd would not need additional expansion south of Andover Blvd, but Andover Blvd to Hanson Blvd should be expanded to a four -lane divided facility. Need for additional capacity along Andover Boulevard— Demand along Andover Blvd between Crosstown and Hanson' indicates a need for expansion to a three -lane or four -lane divided facility in the future. The need for the four -lane divided facility is entirely based on the need from potential traffic increases due to the proposed extension of Andover Blvd west of the high school. If the extension is not completed, volume projections indicate Andover Blvd will function acceptably as a three -lane facility. This includes a through lane in each direction and a continuous left turn lane to keep left turning traffic from blocking through vehicles and facilitate left turning traffic at all of the driveways and public street connections. Right turn lanes are also recommended at the public street connections to Andover Blvd. STUDY AREA SAFETY ANALYSIS A safety analysis was completed for the study area using MnCMAT. Data from MnCMAT indicates that 36 crashes occurred within the study area from 2010 -2012. While none of the crashes were fatal, four were associated with non - incapacitating injuries, 13 possible injuries and 19 property damage only crashes. Table 18 summarizes the reported crashes. HAANDV\N15106158 \3_ Preliminary_DesignW _preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Monk is an equal opportunity employer. N S Table 18: Summary of Reported Crashes 2010 -2012 Date Time Approximate Location Vehicle 1 Direction Vehicle 2 Direction Vehicle 3 Direction Diagram 1/25/2011 7:38a Andover Boulevard & Hanson Boulevard S S S Rear End 6/6/2011 8:13p Andover Boulevard & Hanson Boulevard E N - Right Angle 7/13/2011 4:45p Andover Boulevard & Hanson Boulevard N N N Rear End 10/29/2011 12:14p Andover Boulevard & Hanson Boulevard S S - Rear End 11/19/2011 1:57p Andover Boulevard & Hanson Boulevard N - - Ran Off Road 9/25/2012 7:00P Andover Boulevard & Hanson Boulevard SW E - Left Turn Into Traffic 1/4/2010 5:37p NB approach to Andover Boulevard &Hanson Boulevard N N - Sideswipe Passing 2/2/2010 5:54p NB approach to Andover Boulevard & Hanson Boulevard N N N Rear End 2/25/2010 6:22p NB approach to Andover Boulevard & Hanson Boulevard N N - Rear End 1/17/2011 7:02p WB approach to Andover Boulevard & Hanson Boulevard W W - Rear End 1/2/2010 3:34p Andover Boulevard & Ibis Street S W - Right Angle 5/17/2010 7:48a Andover Boulevard & Killdeer Street W W - Rear End 9/23/2011 2:36p Crosstown Boulevard & 148th Avenue N N N Rear End 11/17/2011 2:45p Crosstown Boulevard & 148th Avenue N N N Rear End 5/16/2012 3:05p Crosstown Boulevard & 148th Avenue S S S Rear End 11/2/2010 7:29a 15200 Block of Hanson Boulevard S S S Rear End 6/6/2011 2:40p Crosstown Boulevard & 149th Avenue N N N Rear End 2/6/2012 5:11p Crosstown Boulevard & 149th Avenue W N - Rear End 6/6/2012 11:32a Crosstown Boulevard & 149th Avenue W S - Left Turn Into Traffic 5/2/2012 8:04a Crosstown Boulevard &Andover Boulevard W W W Rear End 12/20/2010 11:45a Crosstown Boulevard & Hanson Boulevard E S - Right Angle 8/22/2011 5:49p Crosstown Boulevard & Hanson Boulevard N N - Rear End 1/23/2012 7:24a Crosstown Boulevard & Hanson Boulevard W W W Rear End 3/19/2012 8:25p Crosstown Boulevard & Hanson Boulevard E E - Rear End 1/14/2011 8:29p Crosstown Boulevard &Nightingale Street E E - Sideswipe Opposing 1/14/2012 2:02p Crosstown Boulevard & Nightingale Street NW SW - Left Turn Into Traffic 1/11/2011 5:07a Crosstown Boulevard &Tower Drive E W - Left Turn Into Traffic 2/12/2012 3:51p Crosstown Boulevard &Tower Drive W S - Right Angle 9/10/2010 4:54p Hanson Boulevard & 147th Avenue N N - Rear End 1/12/2012 7:30a Hanson Boulevard & 147th Avenue S S - Rear End 1/17/2012 4:25p Hanson Boulevard & 148th Lane N N - Rear End 3/26/2012 3:52p Hanson Boulevard & 148th Lane S 5 S Rear End 9/6/2012 4:32p Hanson Boulevard & 148th Lane S S - Rear End 4/23/2012 3:29p Hanson Boulevard & 148th Avenue N N N Rear End 3/4/2011 7:30a High School Driveway to Andover Boulevard S W Right Angle 2/1/2012 8:00a High School Driveway to Andover Boulevard W W - Rear End The studied alternatives are anticipated to help increase safety by reducing crashes based on the reduction of congestion along with geometrical changes. Using the FHWA Desktop Reference for Crash Reduction Factors, assumptions on how certain design alternatives affect safety can be made. Table 19 shows how the different design features /countermeasures used in the conceptual designs can affect the number and severity of crashes at a particular location. H: IANDV\ NI5106158 \3_Preliminary_DesignW_ preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. ON 8 Table 19: Crash Reduction for Design Features Design Countermeasure Crash Reduction Factor Injury Crash Reduction Factor Install left turn by -pass lane 51ya 269/ Increase length of right -turn lane 15% 15% Install raised median 20•� 20% Install rightturn lane 25% 25% Install channelized right -turn lane 35% 35% Convert intersection to roundabout 44% 65% These crash reduction factors should only be used as an approximation due to high variability in location types. More specifically for this study, the short-term design alternatives are geared towards reducing southbound back -ups along Crosstown Boulevard. As queue lengths are reduced or completely removed due to geometric changes, this also could alter the crash rate along this stretch of road. However, the exact amount of reduction is unknown and highly dependent on queue length. RECOMMENDATIONS AND CONCLUSIONS Short -Term Short-term recommendations include designs to minimize traffic congestion in the high school area while increasing safety as well. Depending on long term improvements and changes to Andover Boulevard and Crosstown Boulevard, the short-term changes may not be meant to be permanent. That being said, it would be the intent to design the selected alternatives in such a way that maximizes usability even with long term geometric changes made. The Free Right Turn and Restriping along Andover Boulevard alternative or the Free Right and Full Auxiliary Lane along Andover Boulevard option would best reduce southbound queuing along Crosstown Boulevard in the AM peak. Both designs are the only two that satisfy all three measures of effectiveness as shown in Table 11, but the full auxiliary lane does allow for keeping the all three existing lanes eastbound at the intersection: left, thru, and right, whereas the striped lanes only allow for a two lanes eastbound: left and thru /right. Under either free -right option the construction of the free right turn lane will require signal improvements. The restriping option would also require moving signal loops and heads for the eastbound approach. Other Areas of Concern The left turn by -pass lane on Nightingale Street shows significant benefits. With the tight intersection spacing between 150th Avenue and Crosstown Boulevard, left turning vehicles could become trapped and cause queuing back onto Crosstown Boulevard. A left turn lane provides a relatively inexpensive way to safely allow thru traffic to maneuver around 2 -3 stopped left - turning vehicles. The left turn lane on northbound Crosstown Boulevard at the north high school driveway would allow vehicles to easily pass a stopped left- turning school bus. However, with the free right in place, it is anticipated that typical queuing will no longer block this driveway. Additional traffic control, though warranted, at Nightingale Street & Crosstown Boulevard is not anticipated to be needed at this time. A sight distance analysis at the location leads the discussion H:\ ANDV\ N15106158 \3_Preliminary_Design\A _preliminary design\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunily employer. J� \Mm 9''x Page 27 of future traffic control to a roundabout and not a traffic signal. The curvature of Crosstown Boulevard is tight for a traffic signal to function safely. A roundabout could be installed at this location and would not pose any safety concerns while minimizing delay and traffic queuing. The design and construction of a roundabout at this location in the future when additional traffic control is necessary should be reviewed in further detail. Long -Term Future traffic projections in the area indicate heavy traffic growth leading up to 2030. Crosstown Boulevard, Hanson Boulevard, and Andover Boulevard between Crosstown Boulevard and Hanson Boulevard, all are likely to have high enough volumes to justify 4 -lane divided roadways, but the need for the exact limits of the proposed expansion relies on the Hanson Blvd expansion and the proposed future extension of Andover Blvd west of the high school. If Hanson Blvd is expanded and Andover Blvd is extended, Crosstown Blvd and Andover Blvd should also be expanded to four -lane divided facilities, but if Hanson Blvd is expanded and the proposed extension is not built, Crosstown Blvd and Andover Blvd are expected to function acceptably as three -lane facilities except for Crosstown Blvd from Nightingale Street to Hanson Blvd which should be expanded to a four -lane divided facility under all scenarios. Building additional thru lanes along the corridors in the study area also means that all intersections will need to be widened to accommodate the new roadway widths. Any short term improvements built prior to this expansion will probably need to be torn out to make room for the new alignments with the exception being anything designed to be expandable. We recommend that the City and County begin the process of securing funding where needed to make the long term improvements a feasible reality. Proposed Long -Term Implementation Schedule Based on the analysis completed and the most benefit to the area, the proposed improvements should be completed in the order shown below. If safety or operational concerns necessitate a need to complete some projects earlier than the schedule shown below, the schedule should be changed to accommodate the immediate need and potential funding sources available. 1. Expansion of Hanson Blvd to a four -lane divided highway from Jay Street to north of Andover Blvd 2. Expansion of Hanson Blvd to a four -lane divided highway from Andover Blvd to just north of Oak View Middle School and intersection improvements at Hanson /Crosstown 3. Expansion of Crosstown Blvd to a four -lane divided facility from Nightingale to Hanson Blvd and intersection improvements at Nightingale /Crosstown 4. Intersection improvements at Andover /Crosstown 5. Expansion of Crosstown Blvd to add turn lanes at all intersections from Nightingale to Andover Blvd 6. Expansion of Andover Blvd to a 3 -Lane facility 7. Assuming a connection to the west on Andover Blvd a. Expansion of Andover Blvd to a four -lane divided facility from Crosstown to H: \ANDWV15I0615813 _Preliminary_Design\A _preliminary designUraffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opporluniy employer. Hanson Blvd b. Expansion of Crosstown Blvd to a four -lane divided facility from Nightingale to Andover Blvd c. Expansion of Crosstown Blvd to a four -lane divided facility from Andover to Bunker Lake Blvd It is recommended that an evaluation of traffic volumes on the corridors in the area be completed after the Hanson Blvd improvements as this capacity expansion may reduce the traffic volumes and capacity expansion needs on Crosstown Blvd. The extension of Andover Blvd should also be evaluated for its effects on the area after it is completed as the projections in the Comprehensive Plan show a significant increase in volumes on Andover and Crosstown due to the extension that may not be fully realized. Items for Further Consideration The existing pedestrian crossing on Crosstown Boulevard at 1491h Avenue along with the crash issue at Bluebird Street & Andover Boulevard should be studied further. Both issues are unique and specific to the particular locations and require additional research in order to determine proper treatment. SIMTRAFFIC SCREENSHOTS OF SHORT -TERM IMPROVEMENTS See the figures on the following pages for screen shots taken during the SimTraffic simulations. The red lines indicate the approximate location of the end of queues shown in the simulations. Lines with arrows indicate the queuing extends past the edge of the image. Figures showing the long term improvements in the study area are also attached to the end of this document. H:\ ANDV\ N15106158\ 3_Preliminary_DesignW_preliminary design\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. QJ ON 4 ,yZ oop .N/`erb� ` .fir R' •i.`�Yi 4h2`r 'r. -g'- - Figure 15: Southbound Right Turn Lane Extension H: \ANDV\NI 5106158\ 3 _Preliminary_Design\A_ pre] iminary design \Traffic Tech Memo doe DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. A� !�F - V �42 NMIJ Figure 16: Southbound Right Turn Overlap Signal Phasing HAANDV\N15106158\3 Preliminary_pesign\A_preliminarydesi.n\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. -kl �'..7105C V 'Ad Figure 16: Southbound Right Turn Overlap Signal Phasing HAANDV\N15106158\3 Preliminary_pesign\A_preliminarydesi.n\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. Page 31 V T4 j � r 1 Y � ' ' T nom. �-N , � ."4% 3 `�4-: .. �• aw 9 lit. Ad It ��yih�i►:•'.�►, -.fit f �.ti 1 � �w Figure 17: Free Right Turn and Rest iping along Andover Boulevard H: \ANDV\N1 5106158\3_ Preliminary_DesignWpreliminary design \Tratlic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opporiuniy employer. J e�2 r =: q —.,_. Figure 18: Free Right and Full Awuliar} Lane alone Andover Boulevard H:\ ANDV\ N15I06158 \3_Preliminary_Design\A _preliminary design \Tratiic Tech Memo. doe DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. 0�� Page 33 L rr T V- . . . . . . . . . . . . . . . . .......... t1i 1.1q 4�1 r Figure 19: North Driveway Connection H:\ANDV\N151061SS\3 Preliminary.DesignkA_preliminarydesign\TmfficTmhMemo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunily employer. S � Z l- 1- EMT KVns J r y M ♦ t AA 1,isure 20: Raven Street Drop -off Circle H:\ ANDV \N15106158\3_Preliminary_DesignW _preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. _• .. aYc3lYA�' x• `Jt tI - n a, Figure 21: Raven St .. t Connection ya1 H:\ ANDV\ N15106158N3_Preliminary_DesignlA _preliminary design \Traffic Tech Memo doe DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. �NgM T. TURNING MOVEMENT COUNT FIGURES �y. r x; IAOSSTCIM BOULEVARD SLNLRE 1N LJ i � t � 1 ! . r +j r0vtg HIGH SccA00L ff —20(1 r r 2818, 185(145) } _ Figure 22: Existing AM, Afternoon and PNI Turning Movement Counts H:\ ANDV\ N15106158\3_ Pre] iminary_Design\A _preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. st Figure 22: Existing AM, Afternoon and PNI Turning Movement Counts H:\ ANDV\ N15106158\3_ Pre] iminary_Design\A _preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. :I Vi �oN a y C d 1751710) (uo)1 ti no { or v H A*00v[l e0nLEYQ?� r .a +Q X. xxx •x.xxx ,. ix.xxx'• a x N -. 1 R Figure 23: Projected A11, Afternoon and PNI Turning Movement Counts H: \ANDV\N15I06158 13_Preliminary_DesignW _preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. J n v' 2 LONG TERM LAYOUTS t a, r !• 'gip � 1 It..�_�r -- �..._— ....�. COLOR TABLE '�. PROPOSED PoAOBA. !' RAISED MEDIANS. CURBS IIIIIIIIIIIIIII, ,•r�� GRASS MEDIAN °A,Ly.. ♦'- BIKE PATH Figure 24: Crosstown Boulevard 4 -Lane Expansion (master sheet) H:\ANDV\N1 510615813_ Preliminary_DesignW "reliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer, • � TI.� tr r! ' I T + .� CRnSSf X11 efA.i EV AR9 - je, 1 fit C L 1. SCALE IN 47 EE 10 t a, r !• 'gip � 1 It..�_�r -- �..._— ....�. COLOR TABLE '�. PROPOSED PoAOBA. !' RAISED MEDIANS. CURBS IIIIIIIIIIIIIII, ,•r�� GRASS MEDIAN °A,Ly.. ♦'- BIKE PATH Figure 24: Crosstown Boulevard 4 -Lane Expansion (master sheet) H:\ANDV\N1 510615813_ Preliminary_DesignW "reliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer, — CRnSSf X11 efA.i EV AR9 fit C L 1. SCALE IN 47 EE 10 R 3* L• r u' , [ 1 t a, r !• 'gip � 1 It..�_�r -- �..._— ....�. COLOR TABLE '�. PROPOSED PoAOBA. !' RAISED MEDIANS. CURBS IIIIIIIIIIIIIII, ,•r�� GRASS MEDIAN °A,Ly.. ♦'- BIKE PATH Figure 24: Crosstown Boulevard 4 -Lane Expansion (master sheet) H:\ANDV\N1 510615813_ Preliminary_DesignW "reliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer, FAN A M C Z 1 rr COLOR TABLE PROPOSED ROADWAY RAISED MEDIANS, CURBS S14OULDER GRASS MEDIAN BIKE PATH r �\ Figure 2-5: Crosstown Boulevard 4 -1ane Expansion (sheet 1) H: \ANDV\N 15106158\3_Preliminary_DesignUl _preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. 1 O Lam_ 0 QN B 1f v t 9f Al IQ- i- j y . +1. u r.- SCALE IN FEET 1, igure 20: C'russtown Boulevard 4 -Lane Expansion (sheet 2) H:WNDV\N15106158 \3_ Preliminary_Desien \A _preliminary design \Tragic Tech Memo doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. 0 2 3Z . � r < I% 4 I _ t l�1� - Figure 27: Crosstown Boulevard 4 -Lane Expansion (sheet 3) H: IANDV \N15106158\3_Preliminary_DesignW _preliminary designlTraffic Tech Memo doc DESIGNING FOR A BETTER TOMORROW Bolton & Monk is an equal opportunity employer. I "\ Page 42 r`� .ill ` - g SCAL$TN FEET ' ( • �' 1 Figure 28: Hanson Boulevard 4 -Lane Expansion (master sheet) H:\ANDV\N1 51061 58 \3_Preliminary_DesignWyreliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. C 2 �rI 0. COLOR TABLE sa - PROPOSED ROADWAY i b RAISED R OlARS, CURBS ' SHOULDER CRASS YEDIM BIKE PATH Figure 29: Hanson Boulevard 4 -Lane Expansion (sheet 1) H:\ANDV\N1 5106158 \3_Preliminary_Design\A _preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opporlunily employer. so A r � Y • y I _ s d F 7 _ y � t e h A, . i •r 0. COLOR TABLE sa - PROPOSED ROADWAY i b RAISED R OlARS, CURBS ' SHOULDER CRASS YEDIM BIKE PATH Figure 29: Hanson Boulevard 4 -Lane Expansion (sheet 1) H:\ANDV\N1 5106158 \3_Preliminary_Design\A _preliminary design \Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opporlunily employer. 0Page 44 .i a k o \ ! QQ C i ICI �. �,j� { -4 .0 1 r i EEL "'ALE F F Ax ". 140TH LANE Ir IrM �� 1r1, � i�`, •, a,t. � , .,� ♦V �2V 9- -1� - A'd r COLOR TABLE vY i �,r' PRO POSeo AOAOSAr 4t+ RAISED MEDIANS, CurtOS _ k SNOULOER BRASS WEOIAN BIKE PATH - Figure 30: Hanson Boulevard 4 -Lane Expansion (sheet 2) H:\ ANDV \Nl5106158\3_Preliminary_DesignW _preliminary design \Traffic Tech Memo doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. :> r JLi _ �J Y. 1 r. uaoo . SCALE IN FEET L '• l;�k�.1- mot- '- 1 H: \ANDV\N1 5106158 \3_Preliminary_Design\A_ preliminary design\TraRic Tech Memo doc DESIGNING FOR A BETTER TOMORROW Bolfon & Menk is an equal opporiunily employer. t r- ,A i _�, —�... _'. •r .fir _fir -�: • �r COLOR TABLE w F- PROPOSED ROAD.AY L �jI- 1 RAISED 1ED4M, CLASS _ m 'T q- \i SHOOLOER GRASS 'ED IAN v- w 1 C•'• 9IKE PATH Figure 31: Hanson Boulevard 4 -Lane Expansion (sheer ? ) H: \ANDV\N1 5106158 \3_Preliminary_Design\A_ preliminary design\TraRic Tech Memo doc DESIGNING FOR A BETTER TOMORROW Bolfon & Menk is an equal opporiunily employer. �N 8 C)��Z 4 —LANE DIVIDED TYPICAL SECTION 3 —LANE TYPICAL SECTION Figure 32: Long Term Improvement Typical Sections H:\ANDV\N1 5106158\ 3_Preliminary_Design\A_preliminary design\Traffic Tech Memo.doc DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opporlaniy employer. . 1685 CROSSTOWN BOULEVARD N.W.. ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.CI.ANDOVER.MN.US TO: Mayor and Councilmembers CC: Jim Dickinson, City Administrator'• -.. "g FROM: Dan Winkel, Fire Chief Av , SUBJECT: Introduction to Workshop Agenda Items DATE: March 26, 2013 INTRODUCTION The fire department has a number of items to be reviewed at the March 26, 2013 City Council workshop. The chief will present each item and briefly discuss the contents. DISCUSSION Fire department workshop items include: 1. 2012 Fire Department Annual Report — The chief will review the total number of incidents that the fire department responded to during 2012. The overview will also include comments about any new trends or unusual types of incidents that the fire department may be responding to in Andover. 2. Newly developed Fire Department Handbook for Firefighters - The fire department staff has developed a new Handbook or Guidebook for Firefighters. The proposed Handbook includes a brief description of fire department rules and regulations as well as an outline of expected behavior for all of the fire department members and staff. The Handbook is currently in draft form with the Fire Officer group having reviewed the document once and will complete their review with suggested changes at the next Officer meeting. The chief will review the document with the Mayor and City Council and welcome any thoughts or suggestions you may have. 3. 2012 I.S.O. Surveys for Andover — The chief will review with the Mayor and City Council the results of the 2012 I.S.O. survey regarding the City of Andover Fire Department. The new I.S.O. rating system now splits Andover back into a dual rating with the Urban (hydranted) and Rural (non- watered or hydranted) areas each receiving a separate Public Protection Class. The chief will do an overview of the new ratings and offer suggestions for future planning to help keep the Public Protection Classes as low as possible and also to improve the rural areas new public protection classification. 4. Discuss Fire Department Staffing-- The chief will offer a few comments regarding the current fire department paid on call staffing levels and also discuss the need for additional full time staff to help with the I.S.O. improvements as well as day to day operations. 5. Emergency Management Planning_- The chief will switch hats for this presentation and bring forward to the Mayor and City Council an update on current Emergency Management planning. The chief will outline a tabletop exercise being planned now that will include the City staff as well as an Emergency Planning committee from Constance Free Church who have come forward and want to help the city in the event of a disaster in our city. BUDGET IMPACT There may be suggested budget impacts for some items on the fire department agenda. While staff will not be asking the Mayor and City Council to approve any budget changes or impacts, it is the intent of the chief to outline proposed initiatives for future planning and considerations that may include funding requests. RECOMMENDATION The fire department is welcoming comments from the mayor and City Council that can help us with our future planning and staffing needs. Your thoughts and comments will help greatly with our goals and objectives as we move into the next five to ten years. Respectfully submitted, -D, "'i'l Dan Winkel Fire Chief / Director of Emergency Management 6q-1 hl.- D.14 oil co co O t0 � o '< ri)• O � W cc' vi n' � O N. III O a d Un L M y � d y O N. N. er O N. 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Section 1: Introduction Welcome from City Administrator ~......~~..~~~..~~.~.~ 1: Welcome from Fire Chief....~~~..~~.~...~~~~~~.~-........~. 1: MissionStatement .................................................................. 1: Vision Statement .................................................................... l: PorD08e...~~.~~~.~~~.~...........~~~..........,.....^~'~~~~~~~^ 1: Scnme~,,,.,~~~~..~~.~-...,.,....~.~~~~.............~~~~~.~~. I: CooteDt~.~~.............-..~~~.~.~.......~~.~.~~~..~--.....~.. l: Safeh/,~~~~~_~,,~,~,,,~~,^~~.~.~.~~....~..-~~~~~~.-........ 1: Section 2: Membership DataPractices ........................................................................ 2: Equal Employment O ,,,~~..~.~~................ 2: Eligibility ............~.~~~~..~.~.......-~~~~~~~.~~..~.... 2: Resden«n.~..^.^......'..^.^~..~~.~~~~.,.......,......~~~~..~..~ 7: Physical Ability .~.~~.-~~.~.........-..~~~~~~~..............~ 2: Additional Probationary Firefighter ReooiTeDzeOtS,.~~... 2: Recruitment and Se}ectboo~.~~.~....~.~~..~~~~..~~... 2: job Postings ~~....-.~..........~~.~........,..~...~.~~~~. 2: Selection Process for New Members ................................... 7: Selection Process for Officers .............................................. 2: Employment Of Re}ativeS.......-~~~..~...............,....~.~~. 2: Discipline 2: OR A F CF � Complaint Process ................................................................ 2: Resignation........................................................................... 2: Section 3: Attendance and Lease Emergency Response Attendance ....................................... 3 Training and Meeting Attendance ....................................... 3 Leaves.................................................................................... 3: Section 4: Benefits Volunteer Service and Activity Reimbursement ................ 4: Employee Assistance ............................................................ 4: Retirement Program ............................................................. 4: Worker's Compensation ....................................................... 4: Section 5: Individual Development Performance Reviews ........................................................... 5: Training and Development ................................................... 5: Section 6: City and Department Policies GeneralConduct ..................................................................... 6: Acceptance of Gift and Gratuities .......................................... 6: Alcohol and Other Drug Use ................................................... 6: Communication Technology and Resources ......................... 6: Confidential Information ........................................................ 6: Conflicts of Interest ................................................................. 6: Dress and Uniforms ................................................................. 6: Driver's License ....................................................................... 6: ORA F Expenses and Purchasing ........................ ............................... 6: MediaRelations ........................................ ............................... 6: Personal Areas ......................................... ............................... 6: Property Damage ..................................... ............................... 6: Political Activity ....................................... ............................... 6: RespectfulBehavior ................................. ............................... 6: Safety and Security ................................... ............................... 6: Smoking.................................................... ............................... 6: Use of City Vehicles .................................. ............................... 6: APPENDIX A. Drug and Alcohol Policy Fn) U U Q B. Sexual Harassment Policy C. Respectful Workplace /Violence Prevention Policy D. I.T. /Social Media, Computer Usage Policy E. Incident Attendance Policy F. Drill Attendance Policy G. Vehicle Operations, Use of Vehicles "Out of City" H. Firefighter Job Description I. Weather Warning Policy J. Fire Department Organization Chart K. Firefighter Code of Ethics L. Chief Officers Code of Ethics M. Probationary Firefighter Guidelines N. City Employee —Their Membership in the Andover Fire Department 0. Uniforms /Clothing SECTION 1: INTRODUCTION Mission Statement DR&FT3 The purpose of the Andover Volunteer Fire Department is to preserve and protect the lives, safety, and property of the residents of the City of Andover from fire, accident, injury, natural disaster or exposure and to assist, when possible, our neighboring departments. Vision Statement It is our vision to be known as an innovative, effective, progressive, and safety oriented fire department. We are dedicated to the delivery of effective fire suppression, rescue services, and quality fire /rescue education to the public. We strive to offer the best available education and training to our members. We are committed to providing an environment which fosters teamwork among members. We desire to have an atmosphere of open communication which promotes the health and welfare of individual members. Purpose The Paid On -Call Firefighter Handbook is provided to help members of the AFD become acquainted with City policies and procedures. It is intended to serve as a guideline and may be amended without notice. Neither the contents of the handbook nor any amendments constitute an employment contract. Fire Department Members and the City have the right to terminate membership for any reason, with or without notice. Scone The Paid on Call Firefighter Handbook applies to all paid on call members of the AFD. Regular full time, regular part -time and part- time /temporary department employees are covered by the City of Andover Personnel Policy. This includes positions such as Fire Chief, Fire Marshal, Fire Inspectors and Administrative Assistant. Some individuals may serve dual roles as both regular or part- time /temporary employees and members of the paid on call staff. In this case, the respective handbook will apply to the duties and service associated with each position. Content Every new member of the AFD is furnished a copy of this handbook and is required to be completely familiar with its contents. Changes, additions, or deletions to this handbook content are only valid when approved by the Fire Chief, the City Administrator, and the Human Resources Manager. As changes, additions, or deletions are made to handbook content, each member will be issued updated information via e-mail. A current copy of the ORaFC? handbook will be maintained online at each fire station. It is each member's ongoing responsibility to stay current on the handbook content. Safe It is the position of the City of Andover Fire Department that firefighter safety is the number one priority at all times. There are no variances or deviations from accepted and practiced safety methods and rules. The fire department will not allow or tolerate firefighters who do not follow appropriate safety orders or commands. Disciplinary actions will be taken if safety rules or procedures are deliberately broken or not followed. SECTION 2: MEMBERSHIP Data Practices The Andover Fire Department and Human Resources maintains member records for the City of Andover in accordance with the Minnesota Data Practices Act (MDPA). Information that is not public, but is maintained as part of a member's personnel record, will not be shared with anyone but those authorized to receive it. A member can review his or her personnel file by making an appointment with the Fire Department Administrative Assistant or Human Resources. Each member is responsible for providing updated information, as necessary, to maintain the accuracy of records. Contact Human Resources with questions regarding employment data practices. Equal Employment Opportunity The City of Andover provides equal employment and membership opportunities to all employees, members, and applicants in accordance with applicable state and federal laws. The City does not discriminate on the basis of race, color, creed, religion, sex, national origin, marital status, age, disability, sexual orientation, status with regard to public assistance, or membership or activity in a local human rights commission. This policy applies to all members and includes but is not limited to recruitment, hiring, placement, promotion, demotion, transfer, layoff, compensation, and selection for training. It is also City policy to provide equal opportunity in the use of all City facilities and participation in City- sponsored events. The failure of any member to perform in a manner consistent with this policy may result in disciplinary action. In addition, such failure may expose the member as well as the City to liability under the law. ORAF7 Any member who feels that he or she has been subjected to or has witnessed discriminatory behavior should report the incident immediately. Complaints can be made to the contacts listed in the Harassment Prevention Policy located in Appendix B. Eligibility The Andover Fire Department provides a critical service to the community and it is imperative that the best candidates possible are chosen for membership. In order to be eligible for a firefighter position, all applicants must meet the following requirements: • Be 18 years of age and over, • Be a high school graduate or equivalent, • Hold a valid State of Minnesota driver's license, • Have a primary residence within five minutes of their assigned fire station, and • Successfully complete and pass the background check, physical and psychological exam, and drug and alcohol screening described below. In addition, all members of the department are expected to: • Carry out his /her responsibilities and provide good communication in a calm, positive, and professional manner, especially in emergency situations, • Complete training requirements established by the Fire Chief or designated training officer, • Understand and follow this handbook, standard operating guidelines, and any other department policies or procedures, • Meet minimum incident response and training /drill requirements, and • Demonstrate the City's shared expectations of customer service, teamwork, results orientation, flexibility and public stewardship. Individuals who hold exempt Fire Department positions, such as Fire Chief and Fire Marshal, are not eligible for membership. Residency and Availability Members who join the Andover Fire Department after March 1, 1995 must be able to respond to their assigned station from their primary residence within five (5) minutes under normal driving conditions while obeying all traffic laws. Physical Ability Members are required to meet standards of physical ability to effectively perform firefighter duties as described in the Firefighter Job Description. If a current member fails to meet the standards, the individual will meet with an occupational health care consultant to establish a set of measurement goals and may be suspended from some or all active firefighting duties until such goals are met. Failure to meet the established goals within six (6) months may result in disciplinary action or termination. See Firefighter Job Description in Appendix H. Additional Probationary Firefighter Requirements One to two year probationary period - Shall substantially complete Firefighter I, Hazardous Materials Operations training and minimum First Responder or E.M.T. training. Can respond on first out vehicles when appropriate training for type of incident has been completed and approved by Station Officer and Fire Chief. Shall also be familiar with truck operations and radio communications guidelines. Shall complete Firefighter I1 and appropriate National Incident Management System (N.I.M.S.) training. Recruitment & Selection Job Postings Any available volunteer position in the AFD will be posted in all stations for a period of 21 days after the announcement of the position opening by the Fire Chief. Officer positions will be announced by the Fire Chief at a regularly scheduled training session and /or by group email to the members. Selection Process for New Members BRA F CF All applicants must successfully pass a thorough background check prior to being accepted as an AFD Firefighter. The background check shall include any investigation which indicates the suitability of the candidate for membership as a firefighter. Applicants must successfully pass a pre- membership physical examination, which includes a stress test, pulmonary function test and physical ability test, in addition to drug and alcohol screening and a psychological examination. The City will select the physician or psychologist to assess the candidate's ability to perform the essential functions of the job. The cost of examinations and drug and alcohol test will be paid by the City. See Drug and Alcohol Testing Policy in Appendix A. Selection Process for Officers The selection process for officer positions will be jointly developed by the Fire Department leadership and Human Resources, to ensure that consistent and fair consideration is given to members applying for officer positions. EmDlovment of Relatives In general, relatives of current Fire Department members may be considered for employment unless there is a conflict of interest. For the purposes of this policy, relative will mean spouse, mother, father, son, daughter, brother, sister, grandchild, grandparent, legal guardian, or any of these met by a step or in -law relationship. Examples of situations that would constitute a conflict of interest include: • When a member would directly or indirectly supervise or take part in the decision to hire, retain, promote, or evaluate a relative • When a member would be responsible for auditing the work of a relative • When confidentiality of information held by the City would be jeopardized • When there is the potential for or appearance of inappropriate influence relating to policy decisions. Discipline Fire department members are subject to disciplinary action for failing to fulfill their duties and responsibilities or work rules instituted by the Fire Chief or for failure to comply with a provision of this handbook. Discipline will be administered without discrimination. In most cases, disciplinary action against an employee shall be progressive and follow the steps listed: • Step One: Verbal warning D n CF • Step Two: Written reprimand �n1 • Step Three: Suspension without pay • Step Four: Termination When an infraction is severe enough, any or all of the first four steps may be omitted. The City Administrator or his or her designee shall approve all suspensions or terminations. Suspended members do not accrue service time during the suspension period. Other disciplinary actions may be taken in lieu of the above four steps such as demotion or reduction in rank. The type of disciplinary action imposed is at the discretion of the Fire Chief and City Administrator. Nothing in this policy is intended to guarantee that the City must or shall follow all disciplinary steps before terminating a member and a member may be suspended or terminated, with or without notice, for any reason, that is in compliance with applicable laws. A member may use the complaint process if he or she believes that disciplinary action was either unjust or disproportionate to the offense committed. ComDlaint Process The Andover Fire Department strives to maintain cooperative working relationships among members where concerns are addressed promptly and effectively. Members and employees shall not restrain, interfere with, discriminate against, or retaliate against any member because he or she has presented a good faith complaint. For issues relating to harassment, refer to the procedure outlined in the Harassment Prevention Policy. The following process is available to any member who has a complaint. Step One: The member should discuss and attempt to resolve the matter with his or her immediate reporting officer. The reporting officer will consider and examine the causes of the concern and discuss relevant information with the member. Step Two: If a complaint is not settled by discussion with the immediate reporting officer, the member may submit the complaint in writing to the next reporting officer within 10 working days of discussing the matter with the immediate reporting officer in Step One. The next reporting officer will discuss and attempt to resolve the complaint with the BRA F 7 member and his or her immediate reporting officer. The next reporting officer will issue a written decision to the member and the immediate reporting officer within ten working days of receiving the complaint. Step Three: If a complaint is not successfully resolved by discussion with the next reporting officer at step two, the member may appeal the decision in writing to the Fire Chief within ten working days of receiving the next reporting officer's Step Two decision. The Fire Chief will discuss the situation with the member and anyone else necessary to reach a decision. The Fire Chief will issue a written decision to the member and his or her reporting officer within ten working days of receipt of the written appeal. Step Four: If the member is not satisfied with the decision reached by the Fire Chief, he or she may appeal the decision in writing to the City Administrator within ten working days of receiving the Fire Chiefs written decision. The appeal should include: 1) a copy of the written complaint that was sent to the Fire Chief, 2) a copy of the Fire Chiefs written decision, and 3) a statement detailing the reasons why the member disagrees with the decision. The City Administrator will issue a written decision to the member, the immediate reporting officer, the next reporting officer, and the Fire Chief within ten working days of the receipt of the written appeal. The decision of the City Administrator will be final. Human Resources is available to assist any member in this process. Resignation Members are encouraged to provide the Fire Chief with a written resignation stating the last date of work and reason for leaving at least fourteen calendar days prior to the resigning from service. Should the fire department not receive a written letter of resignation and a firefighter becomes negligent regarding attendance requirements for training and incident responses for thirty days, the fire department will consider the firefighter as having resigned. At the end of the thirty day period, the firefighter will no longer be considered as an active member of the fire department. Members eligible for pension should refer to the Relief Association bylaws for additional requirements. SECTION 3: ATTENDANCE AND LEAVE The Andover Fire Department depends on the active participation of all members to be successful in meeting the department mission. Members are expected to regularly respond to emergency response calls and to attend department trainings and meetings. In addition, special work details and events may be assigned by a Fire Officer. If a member cannot L RAFT attend or fully participate in calls or training due to a medical condition or emergency, he or she should contact his or her reporting officer as early as possible. The reporting officer should always be informed of a member's expected date of return. Regular attendance is an essential component of a member's performance and may be considered when making recommendations for promotions or educational opportunities. Unexcused absences may be subject to disciplinary action. Emergency Response Attendance The AFD is responsible for responding to emergency situations in a timely fashion with adequate resources. Members are encouraged to respond to as many emergency calls as possible. All members must respond to a minimum of 25% of paged calls assigned to their station. Non -paged calls will not be counted towards the 25 % minimum. Attendance for calls will be taken after appropriate time has been allowed for members to reach the fire station. Members are generally expected to respond to a call within ten minutes and to remain until the call is completed. Call percentages are reviewed quarterly. If a paged call is cancelled within two minutes from the time of call, the call will not be counted for percentage or compensation purposes. Note that all weekday calls from 5:00 a.m. to 5:00 p.m. are paged as an All Call. All available firefighters are asked to respond to every call between 5:00 a.m. and 5:00 p.m. The percentages for attendance will only be calculated for those whose station was paged for the incident. In addition, all structure fires and mutual aid calls are fire department All Calls. All firefighters are asked to respond to their assigned stations for these All Calls - credit is given to percentages for all three stations but only held against the assigned station for the call. All firefighters are asked to respond to their assigned stations for All Calls. It is very important to listen to your pager in order to determine which station has been paged and if there has been an All Call or General Alarm called. Every Andover call is paged using the All Call tones except for the Officer's Tones. The AFD follows a defined Chain of Command for all incidents. No free lancing is permitted or tolerated. Responding Firefighters are required to stand by at their assigned stations until all vehicles are back from incident responses. The vehicles and equipment used will be cleaned and put back into service before firefighters can leave the station. Firefighters may be excused DRQ F CT from the station for family emergencies or work schedules by the station officer in charge or incident commander if no station officer is available. When a member does not meet quarterly attendance requirements, the reporting officer(s) will notify the member following the release of the quarterly percentages. The member has ten (10) days from notification to contact his or her reporting officer to discuss low attendance. Training and Meeting Attendance The AFD believes in the positive relationship between member training participation and high levels of performance and safety. Members are strongly encouraged to attend all regularly scheduled training activities, business meetings, and special events. Members who are unable to attend department meetings are responsible for reviewing the meeting minutes. All members must satisfactorily complete mandatory department training. If a mandatory training is missed, it must be made up as soon as feasibly possible. The deadline for making up mandatory training conducted during the first six months of the year is July 1St. General training attendance is reviewed on a quarterly basis. Wednesday mornings and evenings are general training sessions and each Wednesday morning or evening session counts as one (1) training point. A quarter can have a maximum of thirteen (13) available points. Some quarters may have less depending on scheduling. Members are expected to accrue 75 % of the available training points within a given quarter. With Fire Chiefs approval, members can accrue additional points towards the general training requirement in the following ways: • Outside training counts as one -half (0.5) point per session with a maximum of one point per quarter. • Internet -based training counts as one (1) point for each course completed with a maximum of two points per quarter. • Department training that does not occur on Wednesdays will count as one -half (0.5) point per session with a maximum of two points per year. Members who do not meet the requirements for general or mandatory training may be subject to disciplinary action. Leaves and Light Duty Personal /Vacation Leave DRAFT Personal /vacation leave is available for members to use at their discretion to cover absences from firefighter obligations because of vacation, family needs, school programs, or personal needs. Members may take twenty one (21) days of personal /vacation leave per calendar year once they complete their initial training period and become a full firefighter. Unused personal /vacation days will not carry to the next year. The personal /vacation leave shall be preapproved by the Station Officer from the firefighter's assigned station and the Fire Chief. The personal /vacation forms are available at all stations and shall be completed and approved prior to the personal /vacation leave start date. During a personal leave no call, training functions or departmental functions are counted against the member. Requests to use personal leave (other than emergencies) must be requested seven days in advance and approved by the station officer. The Station Officer and Fire Chief must record these personal leave days and report them to the Administrative Assistant. Leave of Absence Upon the approval of the Fire Chief, members can request a leave of absence in one month increments, not exceeding more than twelve months in a three -year period, Members on leave for a period of more than three months will forfeit rank and position and must reapply with the Fire Chief for any leadership position. Members on a Leave of Absence are responsible and shall attend all mandatory training. Members on leave of absence are exempt from emergency response and training percentages, and do not respond to calls. Members on leave of absence do not accrue service time. Medical Leave (ODutx) Medical leave of absence (off duty) may be granted for a medical condition, injury or illness unrelated to firefighting duties. Members who are in need of a medical leave should notify the Fire Chief as soon as possible. Members will be required to provide appropriate verification from a health care provider within two weeks of requesting the leave. The maximum time for medical leave is three months. Medical leaves may only be extended beyond three months with the approval of the Fire Chief and Human Resources. Members will be required to provide written release from their medical care provider before being given approval to return to active duty. The appropriate AFD Return to Work form shall also be completed and signed by their medical care provider. The AFD may require evaluation by the City's occupational health care consultant regarding medical 0RQFCr leave extensions, approval to return to duty, or determining the viability of returning to full firefighting duties. Members on medical leave will be notified in writing by the Fire Chief when they are approved to return to active duty. j Members on medical leave are exempt from emergency response and training percentages, and do not respond to calls. Members on medical leave are encouraged to attend Mandatory training sessions if possible. Members cannot physically participate but can attend the classroom portions of the training and get credit for the class. Members on medical leave (off duty) do not accrue service time. Members returning from medical leave are responsible for meeting with the Lieutenants /Training Officers to make up any mandatory training that may have been missed. Medical Leave (Line of Du Medical leave of absence (line of duty) may be granted for a medical condition, injury or illness related to firefighting duties. Members injured in the line of duty must report the injury to the supervisor in charge immediately. Supervisors will report the injury to the Fire Chief who will coordinate any necessary follow up actions. The appropriate First Report of Injury Form shall be completed within twenty four (24) hours of the injury and submitted to the Fire Chief within that time. The maximum time for medical leave (line of duty) is three months. Medical leaves may only be extended beyond three months with the approval of the Fire Chief and Human Resources. The AFD will work in coordination with the City s occupational health care consultant regarding medical leave extensions, approval to return to duty, or determining the viability of returning to full firefighting duties. Members on medical leave will be notified in writing by the Fire Chief when they are approved to return to active duty. Members on medical leave are exempt from emergency response and training percentages, and do not respond to calls. Members on medical leave (line of duty) accrue service time. Members returning from medical leave are responsible for meeting with the Lieutenants /Training Officers to make up any mandatory training. Members on a medical leave are encouraged to attend mandatory training sessions if possible. Members on a medical leave cannot physically participate but can attend the classroom portions of the training to get credit for class. Licht Duty The fire department does not have a Light Duty policy. Firefighters are required to be able to perform all functions, tasks, and responsibilities of their job description at all times. BRA F7 Military Leave The City complies with all federal and state laws regarding military leave. Members should notify the AFD as soon as possible when taking a military leave. Members are eligible for up to fifteen (15) days per year for reserve training. During this reserve training, no call, training functions or departmental functions are counted against the member. Members who are called to active duty are exempt from emergency response and training percentages, and do not respond to calls. Members on active duty do not accrue service time. Upon separation from active military duty, members should contact the Andover Fire Department to comply with the City of Andover's reinstatement policies. SECTION 4: BENEFITS Volunteer Service and Activity Reimbursement Members are reimbursed for calls, training sessions, meetings, weekend rescue and special details. Officer positions are reimbursed according to the annual budget review recommended by staff and approved by the City Council. The City of Andover does compensate firefighters at an hourly rate for incident responses and in -house training. The fire department also has a pre- determined compensation schedule for additional Fire Chief approved training that may occur outside of the fire department. The fire department has an established base hourly rate for new firefighters that will change as a firefighter completes probationary training. The fire department also has a sliding pay scale with rate increases for each additional five (5) years of service as well as advanced medical training over and above the basic First Responder medical training. The city does not compensate firefighters for damaged clothing, gas mileage to the station for responses or training, vehicle insurance, etc. Each firefighter is responsible to make sure they sign the attendance forms for training and call responses to guarantee appropriate compensation for attendance. Firefighter compensation is generally paid on the last Wednesday of each month. BRA F CF Electronic depositing to an account of your choice is available and the preferred method of compensation. EmDlovee Assistance Emnlovee Assistance Proaram fEAP The City provides a confidential assessment and referral service, Midwest EAP Solutions, to assist members and their families in solving problems. Members and their families have access to certified social service counselors 24 hours a day at no cost. These counselors can assist with personal and work concerns, family issues, legal concerns, financial planning, and many other issues that may cause stress or concern. Members can contact Midwest EAP Solutions at 1- 800 - 383 -1908. Critical Incident Stress A critical incident stress debriefing group session led by a team of specially trained mental health professionals and peer counselors is provided to any AFD member who requests a session following a critical incident. Retirement Program The Andover Firefighter's Relief Association offers a generous retirement benefit to AFD members with five or more years of active service. The retirement program is maintained by the Fire Relief Association. Specific details on the program can be found in the Relief Association Manual /By -Laws. Worker's Compensation Insurance The City of Andover does provide, through the appropriate insurance carrier, Worker's Compensation Insurance for firefighters who are injured on the job while performing their duties and responsibilities. SECTION 5: INDIVIDUAL DEVELOPMENT Performance Reviews Performance reviews are designed to provide members with feedback regarding their performance as it relates to specific work areas and competencies that have been identified as critical. It is also an opportunity to identify goals and development area for the member in the upcoming year. Members receive a performance review at least once per year. DRAFT Trainine and Develonment In addition to department training requirements, members are encouraged to seek outside training opportunities that will enhance their skills and knowledge as it relates to their position with the AFD. Approved training will be paid for by the department. Members who do not complete the approved training will be required to reimburse the department. Members who want to attend an E.M.T. course shall pay for the costs of the course but will get reimbursed upon the successful completion and certification for the course. SECTION 6: CITY AND DEPARTMENT POLICIES General Conduct The AFD has established general guidelines for member behavior in an effort to protect its members and the interests of the Department and the City. By receiving and accepting this Andover Firefighters Handbook, all firefighters shall agree to adhere to the Terms and Conditions of the Firefighter Code of Ethics. See Appendix K. In addition, all Chief Officers shall also understand and agree to uphold the Code of Ethics for Fire Chiefs as published by the International Association of Fire Chiefs. This document has also been approved and adopted by the Metro Chiefs Association of Minnesota. Fire Chiefs who do not follow the Code of Ethics for Fire Chiefs will be subject to discipline up to expulsion from the Metro Chiefs Association. See Appendix L. Violation of any of the above may result in disciplinary action Acceptance of Gifts and Gratuities Members are prohibited from requesting or soliciting gifts or gratuities from a member of the public or interested party. Members may not accept unsolicited gifts or other gratuities from a member of the public or interested party. "Interested party" refers to a person or representative of a person or association who has a financial interest in a decision the member is authorized to make. For example, a City building inspector may make decisions that require a contractor to spend more money. Therefore, an inspector cannot accept a gift from a contractor who does work requiring building inspections. Following are instances when a member may be allowed to accept an unsolicited gift: • Services of insignificant monetary value. BRAIFY • A plaque or similar memento recognizing individual services in a field of specialty or for a charitable cause. • A trinket or memento of insignificant value. • Food or beverage given at a reception, banquet meal, or meeting away from the workplace provided by an organization at which the member appears to make a speech or answer questions as part of a program. • Gifts given because of the member's membership in a group (in which a majority of group members are not officials), and an equivalent gift is given to other group members. • Informational material of unexceptional value. Alcohol and Other Drue Use Members are expected to safely and satisfactorily perform their job duties. Members who violate the City's policy regarding alcohol and drug use will be subject to disciplinary action, and in some cases, legal prosecution. The city's policy regarding drug and alcohol testing can be found in Appendix A. The fire department has a zero tolerance alcohol policy. Firefighters are not allowed to respond to any type of fire department emergency call or function if alcohol has been consumed eight (8) hours prior to the event. Communication Technoloev and Resources AFD technology and resources are provided to members to assist them with their department responsibilities. All AFD technology and resources are the property of the City of Andover. This includes resources such as software, email, voicemail, and fax machines. The City reserves the right to access any messages or files stored on City technology without consent. AFD technology and resources should be used primarily for AFD business. Personal use is allowed on an occasional basis according to the guidelines outlined in the Technology Policy, which can be found in the Appendix. Members should not use AFD technology and resources for any purpose that would reflect negatively on the City. Members should use caution when sending confidential or sensitive information through email. Members may not download software or programs without approval from the Information Technology Manager and Fire Chief. The AFD's full technology policy can be found in Appendix D. Confidential Information During the course of duty, members have significant access to private and personal information. Members must maintain the confidentiality of such information to protect the tDRQFY 1. privacy of the subjects of the information, and to maintain the public faith in the department's commitment to preserving such confidences. Disclosure of confidential information can be made only in accordance with established City policies and procedures as well as state and federal law. A member, who is unsure about the release of confidential information, should contact the Fire Chief prior to releasing the information. Conflicts of Interest It is expected that all members will exercise good judgment in avoiding outside activities or situations where conflicts of interests with City business exist or could be perceived to exist. Following are some examples of situations where conflicts of interest might occur: • If a member's official capacity with the City or with an outside organization may enable him or her to influence the placing of City business which allows him or her to directly or indirectly gain something of value. • If a member accepts a paid or unpaid position elsewhere and performs an activity that interferes with the member's duties or job performance at the City. • If a member uses AFD information not generally available to the public, in the member's private affairs which allows him or her to directly or indirectly gain something of value. • If a member's personal relationships may have inappropriate influence on AFD decisions. Dress and Uniform Members are expected to dress in a manner appropriate to the performance of their duties. When appropriate, wear clothing that is clean and well maintained, and observe good grooming and personal hygiene practices. Members shall also wear AFD identifiable clothing to all training sessions and other fire department functions as directed by the Fire Chief. The AFD has a standard operating guideline related to uniforms and gear. When responding directly to calls, members should make every effort to wear AFD identifiable clothing. Members should keep in mind that while wearing City Uniforms, or identifiable clothing, they are representing the City to the public even if they are not on duty. Accordingly, it is his or her responsibility to protect and uphold the reputation of the City and AFD in his or her actions. Driver's Licenses ORQ F 7 Members of the AFD are required to hold a valid State of Minnesota driver's license. Members must notify the Fire Chief of any suspensions, revocations, and /or actions taken which would affect the member's ability to maintain licensure or insurability. Loss of a driver's license will require a member to take a personal leave of absence. Expenses & Purchasing Members are allowed to claim reimbursement of expenses (e.g. lodging, meals, and transportation) only when those expenses are: • Incurred in the course of conducting City business or attending approved conferences or training at off -site locations. • Reasonable and necessary. • Supported by receipts, • Approved by the Fire Chief. The member must pay expenses incurred by a spouse who is attending a conference with the member. A member who is required to use his or her personal automobile on City business will be reimbursed at the rate currently permitted by the IRS for allowable travel expense purposes. Claims for mileage must include date of travel, purpose, and number of miles traveled. Forms for mileage claims are available from the Administrative Assistant. Certain members may be required to purchase supplies, materials, equipment, or services for City business. Members must be authorized by the Fire Chief in order to approve purchases for payment and must follow the current purchasing procedures established by the Finance Department. Questions related to purchasing should be directed to the Fire Chief or the Finance Department. Media Relations The City of Andover strives to provide the public with accurate and timely information, communicated in a professional manner and in accordance with the laws regarding public information and data practices. This section provides guidelines for members who may have contact with the media while acting on behalf of the City or while performing their job duties. The policy also spells out the guidelines for all external communications from the City to various public audiences. The following persons are authorized to speak or write on behalf of the City: MEWT, • The Mayor or his designee. • The City Administrator. • Department Directors. • Other employees and members specifically approved by one of the above. All requests for media interviews or information are to be routed through the City Administrator or Department Directors. The City Administrator or Department Director must be notified when a reporter or camera crew is on City property. An appropriate City representative, as designated by the Mayor and City Council, should be present at all media interviews, if possible, to document the interview and be available as a resource to the interview subject. All external publications must be reviewed by the City Administrator and /or Department Director(s). This includes news releases, articles, newsletters, materials written by outside or contract writers, brochures, flyers, and handouts. The policy does not apply to communications such as utility bills, official documents, elections materials, and the like. Personal Areas Personal areas such as offices, lockers, work stations, and City vehicles are the property of the City. As such, the City has the right to enter or inspect them without a member's consent. The personal areas also include all Firefighter's Protective Equipment as issued by the City of Andover. Please note that at no time are firefighters allowed to use City of Andover purchased fire department gear or equipment for their personal use without approval from the Fire Chief. City equipment taken out of the fire station(s) without the Fire Chiefs permission will be considered stolen and persons responsible may face disciplinary actions including termination from the department and legal prosecution warranted by state law. Property Damage Any member who damages City property or discovers damage to City property must immediately report it to his or her station officer(s). Political Activity As an individual, a member may express his or her opinion on political issues and candidates, and otherwise participate in public affairs when not discharging official duties CRAFT during off work hours. Political activity must not impair the neutral and efficient performance of official duties. The following activities are prohibited for members: • Soliciting or receiving political funds during work hours. • Using their authority or official influence to compel another member to 1) apply for membership in or become a member of any political organization, 2) pay or promise to pay a political assessment, subscription or contribution, or 3) take part in a political activity. • Using membership to influence, interfere with, or affect an election campaign or the results of an election. No member may engage in personal political activity while on City time or while discharging City responsibilities. No member may act in a manner that suggests that the City either supports a particular candidate or political issue or endorses the personal political opinions of the member. Use of City vehicles, facilities, equipment, or other resources while engaging in political activities is strictly prohibited, unless City resources are available to the public at large for use in connection with political activities (e.g., a meeting room reserved by a particular group). The fire stations are not available for or as a reserved meeting room. Members should recognize that their actions may reflect on the City of Andover and should make every effort, without restricting and consistent with their right to engage in political activity, to protect and retain the political neutrality of the City. Respectful Behavior It is the policy of the City of Andover to promote a positive and respectful workplace and public service environment that is free from harassment, violence, discrimination, and other offensive behavior. Maintaining a respectful workplace is a responsibility shared by all members. The City's Harassment Prevention and Respectful Workplace Policies can be found in Appendix B & C. TYDes oflnanoronriate Behavior Harassment: Verbal or physical conduct that is threatening or hostile toward an individual because of his or her race, creed, color, religion, sex, national origin, marital status with regard to public assistance, disability, age, membership on a local human rights commission, or sexual orientation. - BRA F Y Discrimination: Inappropriate remarks, conduct, or employment decisions that are made based on a person's race, creed, color, religion, sex, national origin, marital status, status with regard to public assistance, disability, age, membership on a local human rights commission, or sexual orientation. Violent Behavior: The use of authority, physical force, threats of force, or intimidation to cause fear or harm. Offensive Behavior: Unwelcome work - related actions such as angry outbursts, inappropriate joking, name - calling, or using disrespectful language. Any member who feels he or she has been subjected to harassment, discrimination, violent behavior or offensive behavior is encouraged to report it immediately to one of the contacts as outlined in the Harassment Prevention Policy (Appendix B). Safety and SecuritX The safety of AFD members is of utmost concern. All members have a responsibility to help maintain the safety and security of co- workers, customers, facilities and property. Members should immediately contact their station officer(s) or the sheriff if they observe anything that could pose a threat to the safety or security of members, customers, facilities, or property. It is the responsibility of each member to: • Understand and follow all rules and safety standards. • Know the safe and proper use of any tool, piece of equipment or vehicle before it is used. • Operate all tools, equipment and vehicles in a safe and careful manner. • Comply with state law and wear seat belts whenever driving or riding in City vehicles or personal vehicles while performing City business. Members must report all accidents and injuries to their station officer immediately, no matter how small or insignificant the injury appears to be. Failure to make timely reports may jeopardize benefits. The station officer(s) shall also report all accidents and injuries to the Fire Chief within twenty-four hours of the event. Members should be vigilant in looking for any potential hazardous conditions or unsafe practices and immediately reporting these conditions to their station officer(s). The City has established a safety committee to assist with the detection and prevention of unsafe conditions. The Fire Department Captains at each station are responsible to inspect all safety or hazardous conditions at the fire stations. Identification Cards The AFD issues a photo identification card to all members. These cards are for the use of the assigned member only and cannot be transferred or loaned to someone else. To maintain security, lost or stolen cards must be immediately reported to the Fire Chief. Members may be charged for lost cards. Identification cards are property of the City and must be returned upon termination of membership or at the request of management. Non - public Areas All non - public work areas are for members only. Members of the general public must be invited and accompanied by a member to be admitted to these areas. Members are responsible for the individuals they bring into secured areas. Members should exercise caution when dealing with angry or hostile individuals on City property. Do not invite angry or hostile individuals into non - public areas. If an individual makes threatening comments or displays other erratic behavior, notify the Anoka County Sheriff immediately. Weapons Possession or use of dangerous weapons, including handguns and firearms, by City employees, members, and volunteers is prohibited on City property; in City vehicles; while driving or riding as a passenger in a personal vehicle or any types of mass transit on City business; working off -site on behalf of the City; performing emergency or on -call work after normal business hours and on weekends; working at private residences or businesses on behalf of the City, and attending training or conferences on behalf of the City. Exceptions to this policy are as follows: • Members may possess firearms in City-owned parking areas if the member holds a valid permit (providing one is required) and if the firearm is secured within an attended personal vehicle or concealed from view within a locked, unattended personal vehicle while the member is working on City property. However, firearms may NOT be carried by the member during the course of City business or in the member's personal vehicle while it is being used in the course of City business. DRAFT • This policy does not apply to a member who is showing or transferring the weapon or firearm to law enforcement officers as part of an investigation. • This policy does not apply to sworn law enforcement officers and other members who are in possession of a weapon or firearm as part of their official duties. AFD members should not allow members of the public carrying weapons into non - public areas. Although the City cannot prohibit members of the public from possessing a handgun on public property, appropriate precautions can be taken. Following are instances when members should contact the Anoka County Sheriff immediately by calling 9 -1 -1. • An individual uses a handgun in a manner that would cause a reasonable person to feel threatened (for example, the individual is recklessly handling a handgun or pointing the gun at someone). • An individual displays a handgun or makes comments about a weapon or handgun in a manner that would cause a reasonable person to feel threatened. Smokine Smoking is prohibited in City facilities or on City property except in outdoor areas where authorized. In addition, smoking is prohibited inside motor vehicles owned by the City. Smoking is prohibited in all City Parks. Use of City Vehicles Use of City-owned vehicles is restricted to City business and incidental uses which occur in the course of City business. No members may operate a City-owned vehicle without a valid driver's license. Members are expected to obey all traffic laws and to operate the vehicle in a manner that reduces the likelihood of damage to the vehicle or injury to self or others. All fire department members shall follow the "Use of Vehicles, Out of the City" Guidelines as outlined in Section 38 in the City of Andover Personnel Policy (Appendix G). APPENDIX A Drug and Alcohol Policy Sec. 42. TRANSPORTATION EMPLOYEE DRUG AND ALCOHOL MODEL POLICY UNDER THE OMNIBUS TRANSPORTATION EMPLOYEE TESTING ACT. The abuse of drugs and alcohol is a nationwide problem that affects persons of every age, race and gender. The City of Andover recognizes that work performance and safety problems are created when employees use or abuse illegal drugs and /or alcohol. The City wishes to provide a safe workplace for its employees and to maintain a drug and alcohol free workplace and have established the following policy on drugs and alcohol with drug and alcohol testing provisions mandated by the Omnibus Transportation Employee Testing Act of 1991. POLICY All employees are strictly prohibited from using, possessing, selling, transferring, or being under the influence of drugs or alcohol while working or performing job duties or while on the City of Andover premises or while operating vehicles, machinery or equipment. No employee shall perform safety- sensitive functions within four hours after using alcohol. "Drugs" are defined as any controlled substance. Any employee found to be in violation of this policy is subject to discipline up to and including termination of employment. COVERAGE The Omnibus Transportation Employee Testing Act requires that all employees whose job duties include operating a commercial motor vehicle and who are required to hold a commercial driver's license shall be subject to drug and alcohol testing. "Commercial Motor Vehicle" (CMV) means a motor vehicle or combination of motor vehicles used to transport passengers or property if the motor vehicle meets any one of the following criteria: a) Has a gross combination rating of 26,001 or more pounds inclusive of a towed unit with a gross vehicle weight rating of more than 10,000 pounds; or b) Has a gross vehicle weight rating of 26,001 or more pounds; or c) Designed to transport 16 or more passengers including the driver; or d) Is of any size and !is used in the transportation of materials found to be hazardous for the purposes of the Hazardous Materials Transportation Act and which require the motor vehicle to be placarded. All applicants, including persons currently employed by the Employer, that apply for a position where job duties include operating commercial motor vehicles will be required to take a drug and alcohol test if a job offer is made. Definitions 1. Accident: An occurrence involving a CMV operating on a public road which results in: a) A fatality; or b) Bodily injury to a person who, as a result of the injury, immediately receives medical treatment away from the scene of the accident; or c) One or more motor vehicles incurring disabling damage as a result of the accident, requiring the vehicle to be transported away from the scene by a tow truck or other vehicle. 2. Alcohol: The intoxicating agent in beverage alcohol, ethyl alcohol or other low molecular weight alcohol including methyl or isopropyl alcohol. 3. Breath Alcohol Technician (BAT): An individual who instructs and assists individuals in the alcohol testing process and operates an EBT. 4. Confirmation test: For drug testing means a second test to identify the presence of a specific drug or metabolite that is independent of the screening test and that uses a different technique and chemical principle from that of the screening test in order to ensure reliability and accuracy. (Gas chromatography /mass spectrometry (GC /MS) is the only authorized confirmation method for cocaine, marijuana, opiates, amphetamines, and phencyclidine.) In alcohol testing, a second test, following a screening test with a result of 0.02 or greater that provides quantitative data of alcohol concentration. 5. Controlled substance: Includes all substances listed on Schedules 1 -5 as they may be revised from time to time. 6. DHHS: The Department of Health and Human Services or any designee of the secretary, Department of Health and Human Services. 7. Drug: Any substance (other than alcohol) that is a controlled substance as defined in this section and 49 C.F.R. Part 40. 8. Evidential breath testing device (EBT): An EBT approved by the National Highway Traffic Safety Administration (NHSA) for the evidential testing of breath. 9. FWHA: The Federal Highway Administration. 10. Medical Review Officer (MRO): A licensed physician responsible for receiving laboratory results generated by an employer's drug testing program who has knowledge of substance abuse disorders and has appropriate medical training to interpret and evaluate an individual's confirmed positive test result together with his or her medical history and any other relevant biomedical information. 11. Random selection: A mechanism for selection of employees for testing where each employee has an equal chance of being tested each time selections are made. 12. Reasonable suspicion: Means that the Employer believes the appearance, behavior, speech or body odors of an employee are indicative of the use of a controlled substance or alcohol based on the observation of at least one (1) supervisor or official who has received training in the identification of behaviors indicative of drug and alcohol use. 13. Refuse to submit (to an alcohol or controlled substance test): An employee: a) Fails to provide adequate breath for testing without a valid medical explanation after he or she has received notice of the requirement for breath testing; b) Fails to provide adequate urine for controlled substances testing without a valid medical explanation after he or she has received notice of the requirement for urine testing; or c) Engages in conduct that clearly obstructs the testing process. 14. Safety- sensitive function: All time from the time a driver begins to work or is required to be in readiness to work until the time he /she is relieved from work and all responsibility for performing work and includes the following: a) All time at a carrier or shipper plant, terminal, facility, or other property, or on any public property, waiting to be dispatched, unless the driver has been relieved from duty by the motor carrier; b) All time inspecting equipment as required by the Federal Motor Carrier Safety Regulations, or otherwise inspecting, servicing, or conditioning a CMV at any time; c) All time spent at the driving time in or upon any CMV; d) All time, other than driving controls of a CMV; e) All time loading or unloading a vehicle, supervising, or assisting in the loading or unloading, attending a vehicle being loaded or unloaded, remaining in readiness to operate the vehicle, or in giving or receiving receipts for shipments loaded or unloaded; f) All time spent performing the driver requirements on the Federal Motor Carrier Safety Regulations relating to accidents; g) All time repairing, obtaining assistance, or remaining in attendance upon a disabled vehicle; 15. Substance Abuse Professional (SAP): A licensed physician or a licensed or certified psychologist, social worker, employee assistance professional, or addiction counselor (certified by the National Association of Alcoholism and Drug Abuse Counselors Certification Commission) with knowledge of and clinical experience in the diagnosis and treatment of alcohol and controlled substances - related disorders. CIRCUMSTANCES UNDER WHICH DRUG AND ALCOHOL TESTS SHALL BE REQUIRED OR REQUESTED DURING THE APPLICATION PROCESS. All job applicants, including persons currently employed by the City of Andover, applying for a job where duties include operating the City's CMVs are required to undergo testing for alcohol and drugs if a job offer is made. The job offer is contingent upon a negative drug and alcohol test report and the applicant's written agreement authorizing former employers to release to the City of Andover all information on the applicant's alcohol tests with a concentration result of 0.04 or greater, positive controlled substances test results, and refusals to be tested, within the preceding two years. REASONABLE SUSPICION. A drug test shall be required if the City of Andover has a reasonable suspicion that an employee has violated the provisions of this policy regarding alcohol or controlled substances. Reasonable suspicion alcohol tests should be administered as soon as practicable. If the test is not administered within 2 hours, the reason shall be documented. If the alcohol test is not administered within 8 hours all attempts to conduct the test shall cease and the reasons shall be documented. Notwithstanding the absence of a reasonable suspicion alcohol test, the employee shall not be permitted to perform or continue to perform safety- sensitive functions until twenty-four hours have elapsed following the determination of reasonable suspicion. POST- ACCIDENT. A post- accident alcohol and drug test is required if an employee operating a CMV is involved in an accident, as defined in this policy, that results in: 1. The death of a person or persons regardless of the amount of vehicle or property damage; or 2. The employee receives a citation for a moving traffic violation arising from the accident. The employee must provide an alcohol test sample as soon as practicable after the occurrence of the accident. If the employee does not receive the test within 2 hours of the accident, the reasons shall be documented. After 8 hours, all attempts to conduct the alcohol test shall cease and the reasons shall be documented. The employee must provide a urine sample for controlled substances testing as soon as practicable after the accident. After 32 hours, all attempts to conduct the test shall cease and the reasons shall be documented. An employee subject to post- accident testing must remain available or the employee shall be considered to have refused to submit to testing. The employee is prohibited from using alcohol for 8 hours following the accident or until the employee has undergone a post- accident alcohol test, whichever comes first. RETURN -TO -DUTY TESTING. An employee found to have violated this policy shall not return to work until after undergoing return -to -duty tests indicating an alcohol concentration of less than 0.02 and a verified negative result for controlled substances. FOLLOW -UP TESTING. Following a determination by a SAP that an employee is in need of assistance in resolving problems with alcohol abuse and /or controlled substances use, an employee shall be subject to unannounced follow -up alcohol and /or controlled substances testing as directed by the SAP. Follow -up testing shall not exceed 60 months from the date of the employee's return to duty. RANDOM TESTING. The City of Andover will randomly select employees subject to this policy for unannounced alcohol and controlled substances testing using a computer based random number generator that is matched with an employee's identifying number. Alcohol testing shall be performed just before, during or after an employee's performance of safety- sensitive duties. Employees selected for testing must proceed immediately to the testing site; provided, however, that if an employee is performing a safety- sensitive function at the time of notification, the employee shall cease performing the safety- sensitive function and proceed to the testing site as soon as possible. FWHA rules require the Employer to conduct random controlled substances testing on 50% of the average number of employees and random alcohol testing on 25% of the average number of employees. Employees may be selected for more than one test per year. Tests shall be spread reasonably throughout the year. DRUG AND ALCOHOL TESTING Controlled substances testing is conducted by analyzing an employee's urine specimen. Split urine samples will be collected according to FHWA regulations. The employee will provide a urine sample at a designated collection site. The collection site person shall pour the urine specimen into two bottles labeled "primary" and "split ", seal the specimens, complete a chain of custody document and prepare the bottles for shipment to the testing laboratory for analysis. If the employee is unable to provide the appropriate quantity of urine, the collection site person shall instruct the employee to drink not more than 24 ounces of fluids and, after a period of no more than two hours, again attempt to provide a complete sample. If the employee is still unable to provide a complete sample, the testing shall be discontinued and the City may elect to not have the referral made and revoke the employment offer. Drug test results are reported directly to the MRO by the testing laboratory. The MRO reports the results to the City's designated contact person. If the results are negative, the City is informed and no further action is necessary. If the test result is confirmed positive test is the result of the employee having taken legally prescribed medication. The MRO shall notify each employee that the employee has 72 hours in which to request a test of the split specimen at the employee's expense. The MRO will contact the employee directly, on a confidential basis, to determine whether the person wishes to discuss the positive test result. The MRO will review the confirmed positive test result to determine whether there is an acceptable medical reason for the positive result. The MRO shall verify and report a positive test result to the City when there is no legitimate medical reason for a positive test result as received from the testing laboratory. If after making reasonable efforts and documenting these efforts, the MRO is unable to reach the employee directly, the MRO must contact the designated City contact person, who shall direct the employee to contact the MRO. If the City contact person is unable to contact the employee, the employee will be placed on suspension. The MRO may verify a test positive without having communicated directly with the employee about the test results under the following circumstances: 1. The employee expressly declines the opportunity to discuss the test results. 2. The employee has not contacted the MRO within five days of being instructed to do so by the City. The FWHA alcohol test rules require breath testing administered by a BAT using an EBT. Two breath tests are required to determine if a person has a prohibited alcohol concentration. Any result less than 0.02 alcohol concentration is considered a "negative" test. If the alcohol concentration is 0.02 or greater, a second confirmation test must be conducted. If an employee attempts and fails to provide an adequate amount of breath, the City will direct the employee to obtain written evaluation from a licensed physician to determine if the employee's inability to provide a specimen is genuine or constitutes a refusal to test. Alcohol test results are reported directly to the designated City contact person. PROHIBITED DRUG AND ALCOHOL RELATED CONDUCT The following alcohol and controlled substance - related activities are prohibited by the FWHA's drug and alcohol rules for drivers of CMVs: 1. Reporting for duty or remaining on duty to perform safety- sensitive functions while having an alcohol concentration of 0.04 or greater; 2. Being on duty or operating a CMV while the employee possesses alcohol. This includes the possession of medicines containing alcohol (prescription or over - the - counter), unless the packaging seal is unbroken. 3. Using alcohol while performing safety- sensitive functions; 4. Performing safety- sensitive functions within four hours after using alcohol; S. When required to take a post- accident test, using alcohol within eight hours following the accident or prior to undergoing a post- accident alcohol test, whichever comes first; 6. Refusing to submit to an alcohol or controlled substance test required by post- accident, random, reasonable suspicion, or follow -up testing requirements; 7. Reporting for duty or remaining on duty, requiring the performance of safety- sensitive functions, when the driver uses any controlled substance, except when instructed by a physician who has advised the driver that the substance does not adversely affect the driver's ability to safely operate a CMV; 8. Reporting for duty, remaining on duty or performing a safety- sensitive function, if the driver tests positive for controlled substances. CONSEQUENCES TO EMPLOYEES ENGAGING IN PROHIBITED CONDUCT Employees who have engaged in prohibited conduct are subject to the following consequences pursuant to FHWA rules: 1. Employees shall not be permitted to perform safety- sensitive functions; 2. Employees shall be advised by the City of Andover of the resources available to them in evaluating and resolving problems associated with misuse of alcohol or use of controlled substances; 3. Employees shall be evaluated by a substance abuse professional who shall determine what assistance, if any, the employee needs in resolving problems associated with alcohol misuse and /or controlled substance use; 4. Before an employee returns to duty requiring performance of a safety- sensitive function, he /she shall undergo a return -to -duty test with a result indicating a breath alcohol level of less than 0.02 if the conduct involved alcohol, or a controlled substance test with a verified negative result if the conduct involved controlled substance use; 5. In addition, each employee identified as needing assistance in resolving problems associated with alcohol or controlled substances shall be evaluated by a substance abuse professional to determine that the employee has followed the rehabilitation program prescribed; 6. The employee shall also be subject to unannounced follow -up alcohol and controlled substance testing. OTHER ALCOHOL RELATED CONDUCT FWHA rules require that in the event of an alcohol test result over 0.02 but less than 0.04, an employee shall not be permitted to perform safety- sensitive functions for not less than 24 hours. REFUSAL TO UNDERGO TESTING AND CONSEQUENCES OF REFUSAL All applicants and employees have the right to refuse to undergo drug and alcohol testing. If an individual refuses to undergo drug and alcohol testing required by this policy, no such test shall be given. An applicant who refuses to take a drug and alcohol test required by this policy shall not be permitted to perform safety- sensitive functions and will be considered insubordinate and will be subject to disciplinary action including possible dismissal. EMPLOYEE /APPLICANT RIGHTS All applicants and employees subject to the drug testing provisions of this policy have the right to request, at employee or applicant expense, a retest of the split urine sample within 72 hours of receiving notice of a confirmed positive test result. If the employee requests an analysis of the split specimen within seventy-two (72) hours of having been informed of a verified positive test, the MRO shall direct, in writing, the laboratory to provide the split specimen to another DHHS- certified laboratory for analysis. If an employee has not contacted the MRO within seventy-two (72) hours, the employee may present to the MRO information documenting that serious illness, injury, inability to contact the MRO, lack of actual notice of the verified positive test, or other circumstances unavoidably prevented the employee from timely making contact. If the MRO concludes that there is a legitimate explanation for the employee's failure to contact within seventy- two (72) hours, the MRO shall direct the analysis of the split specimen. If the confirming retest is negative, no adverse action will be taken against the employee and an applicant will be considered for employment. The City will not discharge an employee who, for the first time, receives a verified positive drug or alcohol test result unless: 1. the employee refuses to meet with a substance abuse professional for the purpose of an evaluation for alcohol /controlled substance use /abuse and recommendations for an educational, counseling or treatment program; or 2. the employee fails to enter the recommended program, or fails to successfully complete the program; or 3. the employee fails a return -to -duty alcohol and controlled substance test at the successful completion of the recommended program or subsequent unannounced follow - up alcohol and controlled substance testing. DISCIPLINE Any person found to be in violation of this policy is subject to discipline up to and including discharge. Disciplinary actions taken pursuant to this policy are appealable pursuant to the procedures established in the City of Andover's personnel policy and rules or any applicable collective bargaining agreement, but not both. Nothing in this policy limits or restricts the right of the City to discipline or discharge an employee for conduct which violates the City's policies or rules provided the employee is not tested for controlled substances or alcohol. CONFIDENTIALITY OF TEST RESULTS All alcohol /controlled substances test results and required records are considered confidential information. Any information concerning an individual's test results and records shall not be released without the written permission of the individual except as provided for by regulation or law. ALCOHOL AND CONTROLLED SUBSTANCES CONTACT PERSON The City designated contact person will coordinate the implementation, direction, and administration of the City's alcohol and controlled substances policy. The contact person is the principal contact for the collection site, the testing lab, the MRO, the BAT and the person tested. Employee questions concerning this policy should be directed to the contact person. APPENDIX B Sexual Harassment Prevention Policy Sec. 39. Sexual Harassment Prevention Policy. Policy: Sexual harassment and sex discrimination are against the law. It is the policy of the City of Andover to abide by the federal and state laws which prohibit sexual harassment, intimidation or coercion. The supervisory and management personnel of the City are responsible for implementing this policy. (a) Discipline: Sexual harassment of any employee of the City by another employee of the City will not be tolerated. If investigation of a complaint of sexual harassment produces evidence that such harassment has occurred, appropriate disciplinary action will be taken up to and including discharge. (b) Definition of Harassment: Sexual harassment is defined as unwelcome sexual advances, requests for sexual favors and other verbal or physical conduct of a sexual nature. Following are examples of conduct which may be legally actionable sexual harassment. These examples are not all inclusive: (1) Use of demeaning terms which have sexual connotation. (2) Objectionable physical proximity or physical contact. (3) Unwelcome suggestions regarding, or invitations to, social engagements or events. (4) Any indication, express or implied, that an employee's job security, job assignment, conditions of employment or opportunities for advancement depend or may depend on the granting of sexual favors to any other employee, supervisor or manager. (5) Any action relating to any employee's job status which is in fact affected by consideration of the granting or refusal of social or sexual favors. (6) The deliberate or careless creation of an atmosphere of sexual harassment or intimidation. (7) The deliberate or careless expression of jokes or remarks of a sexual nature to or in the presence of employees who may find such jokes or remarks offensive. (8) The deliberate or careless dissemination of materials (such as cartoons, articles, pictures, etc.) which have a sexual content and which are not necessary for work to employees who may find such materials offensive. (c) Employee Responsibility: All employees shall be careful to treat their co- workers, subordinates, and supervisors with respect at all times. (d) Reporting: The following procedures may be used by any employee for reporting any form of harassment: (1) Any employee who feels that he or she is being subjected to sexual harassment in any form, shall, if the aggrieved employee feels comfortable in doing so, inform the person engaging in the sexual harassing conduct or communication that such conduct or communication is offensive, against City policy, and must stop. (2) Or, an employee may contract the employee's supervisor or department head if the employee is comfortable in doing so. The employee may also contact: i. City of Andover Human Resources Manager ii. City of Andover City Administrator (3) Any employee who becomes aware or is concerned about a perceived incident of sexual harassment is encouraged to report this activity to the Human Resources Manager, City Administrator, a supervisor or a manager. (4) Any supervisor, manager or Department Head receiving a report must contact the Human Resources Manager or City Administrator. (5) If you believe you have been subjected to sexual harassment, you may also contact: i. Minnesota Department of Human Rights 500 Bremer Tower 7th and Minnesota Streets St. Paul, MN 55101 (612) 296 -5663 ii. The Equal Employment Opportunities Commission 110 South Fourth Street, Room 178 Minneapolis, MN 55101 (612) 349 -3495 (e) No retaliation of any kind will occur because an employee has reported an incident of suspected sexual harassment. (f) Section 39 shall apply to all employees, including those represented by a bargaining unit. APPENDIX C Respectful Workplace /Violence Prevention Policy Sec. 40. Workplace Use of Physical Force by Employees. (a) All employees of the City of Andover are prohibited from any use of physical force or physical enforcement unless the employee determines that any of the following conditions exist. (1) Physical force is necessary to protect the health and welfare of the person involved. (2) Physical force is necessary to protect the health and welfare of others. (3) Physical force is necessary to protect the health and welfare of the employee in self - defense. (b) Section 40 shall apply to all employees, including those represented by a bargaining unit. Sec. 40.1 Workplace Violence Prevention. The City of Andover is committed to preventing workplace violence and to maintaining a safe work environment. The city has adopted the following guidelines to deal with intimidation, harassment, or other threats of (or actual) violence that may occur during business hours or on its premises. All employees, including supervisors and temporary employees, should be treated with courtesy and respect at all times. Employees are expected to refrain from fighting, "horseplay," or other conduct that may be dangerous to others. Firearms, weapons, and other dangerous hazardous devices or substances are prohibited from the facilities of the city without proper authorization. Conduct that threatens, intimidates, or coerces another employee, a customer, or a member of the public at any time, including off -duty periods, will not be tolerated. This prohibition includes all acts of harassment, including harassment that is based on an individual's sex, race, age, or any characteristic protected by federal, state, or local law. All threats of (or actual) violence, both direct and indirect, should be reported as soon as possible to your immediate supervisor or any other member of management. This includes threats by employees, as well as threats by customers, vendors, solicitors, or other members of the public. When reporting a threat of violence, you should be as specific and detailed as possible. All suspicious activities should also be reported as soon as possible to a supervisor. Do not place yourself in peril. If you see or hear a commotion or disturbance near your workstation, do not try to intercede or see what is happening. The city may take appropriate action when dealing with customers, former employees, or visitors to the facility who engage in violent behavior. Such action may include notifying the police or other law enforcement personnel and prosecuting violators of this policy to the maximum extent of the law. The city will promptly and thoroughly investigate all reports of threats of (or actual) violence and of suspicious individuals or activities. The identity of the individual making a report will be protected as much as is practical. In order to maintain workplace safety and the integrity of its investigation the city may suspend Employees, either with or without pay, pending investigation. Anyone determined to be responsible for threats of (or actual) violence or other conduct that is in violation of these guidelines will be subject to prompt disciplinary action up to and including termination of employment. The city encourages employees to bring their disputes or differences with other employees to the attention of their supervisors or the Human Resources Manager before the situation escalates into potential violence. The city is eager to assist the resolution of employees' disputes, and will not discipline employees for raising such concerns. APPENDIX D I.T. /Social Media /Computer Usage Policy Sec. 41. Computer Usage. Computers, computer files, the e-mail system, and software furnished to employees are the City of Andover property intended for city business use. Employees should not use a password, access a file, or retrieve any stored communication without authorization. The city strives to maintain a workplace free of harassment and sensitive to the diversity of its employees. Therefore, the city prohibits the use of computers and the e-mail system in ways that are disruptive, offensive to others, or harmful to morale. The city purchases and licenses the use of various computer software for business purposes and does not own the copyright to this software or its related documentation. Unless authorized by the software developer, the city does not have the right to reproduce such software for use on more than one computer. Employees may only use software on local area networks or on multiple machines according to the software license agreement. The city prohibits the illegal duplication of software and its related documentation. Employees should notify their supervisor or any member of management upon learning of violations of this policy. Employees who violate this policy will be subject to disciplinary action, up to and including termination of employment. THE INTERNET - Employees may not use the city computers to view or download information from the Internet, which they are not authorized to view or download. Copyrighted images and files downloaded from the Internet carry the full protection and penalties of the copyright law. The user is responsible for being aware of the copyright restrictions before downloading, modifying, or reproducing any images or files from the Internet. Workplace Monitoring Workplace monitoring may be conducted by the city, upon complaint of violation of City policy to Human Resources, a Department Head or the City Administrator, to ensure quality control, employee safety, security, and customer satisfaction. Computers furnished to employees are the property of the city. As such, computer usage and files may be monitored or accessed. Employees can request access to information gathered through workplace monitoring that may impact employment decisions. Access will be granted unless there is a legitimate business reason to protect confidentiality or an ongoing investigation. Because the city is sensitive to the legitimate privacy rights of employees, every effort will be made to guarantee that the workplace monitoring is done in an ethical and respectful manner. APPENDIX E Incident Attendance Policy Percentage Requirements for All Types of Incident Responses Section 1 All members of the Andover Fire Department shall be required to attend 25% (twenty five percent) of all incidents, when notified of an incident that has occurred within the district boundaries of their primary assigned station. Section 2 All firefighters are required to respond to their primary assigned station when a "general alarm" has been paged. Attendance is required for all firefighters for all "general alarms ". Section 3 All firefighters are required to respond to their primary assigned station when an "All Call" has been paged, and the incident is within the district boundaries for the firefighters primary station. Section 4 Percentage credit will be given only to firefighters who respond to their primary response station when the incident occurs within the district boundaries of their primary station. All firefighters are encouraged to attend "All Calls" when they are available. Section 5 All firefighters who are required to sign a day response contract when becoming a member shall respond according to the terms of the contract for three (3) years. All proposed contractual changes are subject to approval by the Fire Chief. The Fire Chief will discuss the proposed contract changes at a regularly scheduled officer's meeting prior to approving any proposed changes. Section 6 Required attendance percentages will be calculated on a quarterly basis for each firefighter. Section 7 Attendance requirements as listed in this Article will start on October 1, 2000 Section 8 The calculated quarterly attendance percentages will be posted in April, July, October, and January of each year. Section 9 The Fire Chief will approve all firefighter primary station assignments. Changes or variances to this section shall be approved by the Fire Chief. APPENDIX F Drill Attendance Policy Andover Fire Department Policy for Drill/Training Attendance The fire department has regularly scheduled training sessions every Wednesday from 9:OOam until 12:00 noon and again at 7:OOpm until 10:00pm. The schedule is posted in advance in order to identify the content of each drill. Note that the third Wednesday training drill of every month is a mandatory medical drill. Other mandatory training sessions are also scheduled on a regular basis and posted as part of the training schedule. All members are required to attend mandatory drills. Also note that the fifth Wednesday drill is used for station and vehicle maintenance as needed and will not count towards the required percentage of drills or training sessions as outlined in this policy. Cell phone use or texting on cell phones or other electronic devices is not allowed during the training sessions. Cell phones shall be shut off or placed in the vibrate mode. If an emergency call is received from a family member firefighters are asked to step out of the training session to receive the call and talk on the phone. Firefighters are also required to wear the appropriate fire department apparel for all training sessions. Firefighters who are not dressed appropriately will be sent home by a fire department officer to change clothes. Only the Chief or Deputy Chief may excuse a firefighter from wearing the designated attire. All firefighters shall bring turn out gear to all scheduled training events that require turn out gear for participation. There will be no exceptions to this rule. Firefighters may be instructed to leave the training immediately if they do not have all of their personnel protective equipment with them and it is required for that particular drill. Turn out gear may not be required for scheduled medical training if approved by the instructor. Each member is required to attend all of the mandatory drills or training sessions which are generally scheduled early in the year. For those members that do not attend the mandatory scheduled training sessions, they are required to make up the drill(s) missed no later than August 1, of that year. If the mandatory training is not completed by August 15L of the year in which the training was held, the firefighter will be placed on suspension until which time he /she has successfully completed all of the required training. All firefighters are required to attend 75% of the scheduled drills /training sessions per quarter. The attendance for drill / training will be reviewed on a quarterly basis with disciplinary actions taken against those who violate this policy. The Chief will also take into account the City Ordinance which states that a firefighter can not miss more than three consecutive drills or training sessions as the drill attendance is evaluated. The Fire Chief or Deputy Fire Chief are the only fire department staff allowed to excuse a firefighter from a training drill for due cause. Disciolinary Action for lack of attendance to scheduled trainine drills or sessions: First Offense —Verbal (written) warning Second Offense —Written warning Third Offense — 30 day suspension Fourth Offense — 60 day suspension Fifth Offense— Termination APPENDIX G Vehicle Operations, Use of Vehicles "Out of City" Sec. 38. "Out of the City" Use of Vehicles. (a) Use of Public Works Emergency Response Vehicle by Public Works Duty Person. (1) To be used only for checking of pump houses, towers and lift stations. (2) To be used to answer after hour calls for any Public Works or utility emergency. (3) To be used for the pick up of City employees due to bad weather such as storms, blizzards, etc. (4) Not to be used for any personal use, such as going to stores or transporting any non - City employee other than for City business. (5) Cellular Telephone - To be used for City business only, such as calling for help, supervisors, contractors and anyone needed to handle your call out. (6) Employee shall use Public Works emergency response vehicles if response time is more than 20 minutes away from the City of Andover. (b) Use of Fire Department Vehicles for Chiefs and Duty Officers. (1) Personnel who live out of the City who are on weekend duty shall not go more than 5 minutes further away from the City than their home. Personnel who live more than 5 minutes out of the City limits shall not be on weekend duty or duty officer unless they make arrangements to stay in the City while on duty. (2) If non -fire personnel are in the vehicle when a call comes in they shall be left off and picked up later. (3) Fire vehicles shall not be more than 5 minutes out of the City limits unless for official fire department business. (4) Any special situation must be approved by the Chief. (5) A mileage log must be kept. There shall be no personal use of City vehicles. (c) Other City Vehicle Use (1) In an emergency situation the City Administrator may approve use of a vehicle if it is in the best interest of the City that employees holding certain positions within the City are provided with a vehicle. (2) When such a vehicle is provided, it shall be used for City business only. No vehicles shall be used for personal use. City vehicles can also be used out of the seven -county metro area for work - related issues, such as training, seminars, etc. APPENDIX H. Firefighter Job Description SUMMARY: Firefighters have the responsibility of protecting life and property from the hazards of fire. This protection is offered by applying fire suppression methods to control and stop property damage, by saving lives through rescue from fire or other hazardous environments, and through safety inspections, and public fire safety education to prevent fires. Firefighters respond to emergency calls to provide efficient and immediate care to the critically ill and injured. Firefighters assist in other types of emergencies and disasters that may occur in the community. Firefighters shall be able to identify hazardous materials incidents by training to the Awareness and Hazardous Materials Operations Level I. REPORTABILITY: Reports to Lieutenant or Captain. ESSENTIAL DUTIES AND RESPONSIBILITIES: 1. Responds to fire alarms and other emergency calls, extinguishes or controls fires as a member of a team, under the supervision of an officer. TASKS: A. Selects, drags, lifts and carries hose and nozzle depending on type of fire, and correctly applies a steam of water or chemicals onto fire. B. Positions and climbs ladders to gain access to upper levels of buildings or to assist individuals from burning structures. C. Creates openings in buildings for ventilation or entrance, using ax, chisel, crowbar, power saw, or other power equipment. D. Protects property from water and smoke by use of positive pressure ventilation, waterproof salvage covers, smoke ejectors, and deodorants. E. Administers first aid and CPR to injured persons and those overcome by fire and smoke. F. Communicates with superior during fire, using portable two -way radio. G. Wears appropriate protective clothing and equipment to include self - contained breathing apparatus (SCBA) depending on potential hazard exposure. 2. Conducts fire- prevention inspections and pre -fire planning of commercial buildings as part of a team under the supervision of an officer. A. Inspects buildings for fire hazards and compliance with fire prevention ordinances. B. Issues inspection forms to building owners /occupants listing fire code violations to be corrected. C. Participates in pre -fire planning of target hazards within the jurisdiction. 3. Maintains fire apparatus and equipment as part of a team under the supervision of an officer TASKS: A. Performs assigned duties in maintaining apparatus, quarters, buildings, equipment, grounds and hydrants. B. Conducts annual hose testing in accordance with NFPA Standard 1962. 4. Attends regular and assigned training sessions to maintain and upgrade firefighting skills. TASKS: A. Actively participates in drills, demonstrations and courses in hydraulics, pump operation and maintenance, firefighting techniques, and annual SCBA training as outlined in the Andover Fire Department SCBA guidelines. 5. Performs as driver /operator of fire apparatus under supervision of a fire officer. TASKS: A. Drives and operates firefighting vehicles and equipment. B. Maintains vehicle and equipment in safe operational condition according to manufacturer's instructions. 6. Responds to emergency medical calls to provide efficient and immediate care to the critically ill and injured at the US Department of Transportation First Responder Level under the supervision of a fire officer. TASKS: A. When victims need extrication from entrapment, the firefighter assess the extent of injury and gives emergency care and protection to the entrapped patient and uses the prescribed techniques and appliances for removing the victim safely. B. Determines the nature and extent of illness and injury and establishes priority for required emergency care. 7. Responds to emergency incidents that may include hazardous materials and can properly identify that hazardous materials may be present. TASKS: A. All firefighters who have successfully completed their probationary period shall be capable of identifying conditions or signs indicating that a hazardous material may be present. B. Attends annual training that maintains Hazardous Materials Awareness and Operations level training. KNOWLEDGE, SKILLS AND ABILITIES: 1. Mathematical development (GED Level 2) - Must be able to multiply, divide, use fractions and read graphs. 2. Language Development (GED Level 3) - Must be capable of reading fire protection textbooks, write reports with proper grammar and speak correctly in public. 3. Knows English grammar and vocabulary of over 5,000 words. 4. Understand and communicate using non - technical written or spoken English. 5. High school diploma or the equivalent is desirable. 6. Post secondary or technical college courses in firefighting is desirable. PROBLEM SOLVING: Reasoning Development (GED Level 4) - Must be able to interpret instructions and use logic to solve concrete problems. TRAINING AND EXPERIENCE: 1. ?? (Use some from above ?) PHYSICAL REQUIREMENTS: 1. Vision: Normal vision needed with or without correction. Requires both near and far acuity. 2. Hearing: Normal hearing needed. To do this work, the firefighter must discriminate among similar sounds in environments with a great deal of background noise. 3. Lifting: The firefighter may be required to lift 100 pounds or more. 4. Walking and/or Mobility: Must be able to walk or crawl while carrying or lifting. Must be able to ascend and descend stairs or ladders. Must be able to balance and ability to steady oneself and keep from falling. 5. Must be capable of reaching (extend the hands or arms in any direction), handling (sizing, holding, grasping, turning, or otherwise working with the hands), fingering (picking, pinching or otherwise working with the fingers), and feeling (perceiving attributes of objects such as size, shape, temperature, or texture by means of receptors in skin, particularly those of the fingertips. 6. Must be capable of applying a leg lock with either leg upon a group ladder to provide a safe anchor when operating hose lines or performing rescue work. WORK ENVIRONMENT: 1. The firefighter works both inside where there may be protection from weather conditions and outside where there may be no effective protection from the weather. 2. Firefighter may work in extreme cold where the temperature is sufficiently low to cause marked bodily discomfort and variations in temperature which accompany extreme cold and are sufficiently marked and abrupt to cause a marked bodily reaction. 3. May be required to work in extremes of heat where temperatures are sufficiently high to cause marked bodily discomfort and variations in temperature which accompany extreme heat and are sufficiently marked and abrupt to cause marked bodily reaction. 4. Encounter wet conditions and high humidity where atmosphere conditions have a moisture content sufficiently high to cause marked bodily discomfort. 5. Frequently encounter noise and/or vibration exceeding 80 decibels, constant or intermittent, to cause marked distraction or possible hearing loss. 6. Firefighter will also encounter a variety of physical hazards such as proximity to moving mechanical parts, electrical shock, working on high places, exposure to burns and radiant energy, and exposure to explosives toxic chemicals and biological agents. The City of Andover will not discriminate against any employee or applicant for employment because of race, color, creed, religion, national origin, sex, disability, age, marital status, sexual orientation or status with regard to public assistance. APPENDIX J. Organizational Chart STATION NO.1 Matt Kohout District Chief 3 Dan Winkel Fire Chief Jane Peterson Admin. Asst Mark Winczewski Deputy Chief Robbie Bartholomew Fire Marshal STATION NO.2 Tom Johnson District Chief 4 STATION NO. 3 John Wallace District Chief 5 Mike Sanborn GeorgeMcMahionj I Mike Antigua DougArndt Tammy Dietzler Jeff Dexter Captain 11 Lieutenant 11 j Captain 12 Lieutenant 12 1 L Captain 13 Lieutenant13 Bratland, E Blesi, P. Arcellano, S. Breems, G. Dietzler, B. Bber& T. Curry, S. Ehlers, D. Bohmert, S. Dusenka, G. Eifelt, L. Cowan, D. Engstrom, T. Green, J. Crayford, K Heitland, M, Kroll, J. Hussain, M, Hewey, F. Kropp, K Keiser, J. Howe, T. Reitan, K Koschak. K Layne, N. Renk, N. Lindberg, G Miller, T Smith, R. McNallan, K Olson, J. Snyder, D. Schroeder, C Soldo, V Stranberg, M Stratman, P. Weber, C Wallace, C Wills, P. I_119:101PD79 FIREFIGHTER CODE OF ETHICS I understand that I have the responsibility to conduct myself in a manner that reflects proper ethical behavior and integrity. In so doing, I will help foster a continuing positive public perception of the fire service. Therefore, I pledge the following ... • Always conduct myself, on and off duty, in a manner that reflects positively on myself, my department and the fire service in general. • Accept responsibility for my actions and for the consequences of my actions. • Support the concept of fairness and the value of diverse thoughts and opinions. • Avoid situations that would adversely affect the credibility or public perception of the fire service profession. • Be truthful and honest at all times and report instances of cheating or other dishonest acts that compromise the integrity of the fire service. • Conduct my personal affairs in a manner that does not improperly influence the performance of my duties, or bring discredit to my organization. • Be respectful and conscious of each member's safety and welfare. • Recognize that I serve in a position of public trust that required stewardship in the honest and efficient use of publicly owned resources, including uniforms, facilities, vehicles and equipment and that these are protected from misuse and theft. • Exercise professionalism, competence, respect and loyalty in the performance of my duties and use information, confidential or otherwise, gained by virtue of my position, only to benefit those I am entrusted to serve. • Avoid financial investments, outside employment, outside business interests or activities that conflict with or are enhanced by my official position or have the potential to create the perception of impropriety. • Never propose or accept personal rewards, special privileges, benefits, advancement, honors or gifts that may create a conflict of interest, or the appearance thereof. • Never engage in activities involving alcohol or other substance use or abuse that can impair my mental state or the performance of my duties and compromise safety. • Never discriminate on the basis of race, religion, color, creed, age, marital status, national origin, ancestry, gender, sexual preference, medical condition or handicap. • Never harass, intimidate or threaten fellow members of the service or the public and stop or report the actions of other firefighters who engage in such behaviors. • Responsibly use social networking, electronic communications, or other media technology opportunities in a manner that does not discredit, dishonor or embarrass my organization, the fire service and the public. I also understand that failure to resolve or report inappropriate use of this media equates to condoning this behavior. FIREFIGHTER CODE OF ETHICS Background The Fire Service is a noble calling, one which is founded on mutual respect and trust between firefighters and the citizens they serve. To ensure the continuing integrity of the Fire Service, the highest standards of ethical conduct must be maintained at all times. Developed in response to the publication of the Fire Service Reputation Management White Paper, the purpose of this National Firefighter Code of Ethics is to establish criteria that encourages fire service personnel to promote a culture of ethical integrity and high standards of professionalism in our field. The broad scope of this recommended Code of Ethics is intended to mitigate and negate situations that may result in embarrassment and waning of public support for what has historically been a highly respected profession. Ethics comes from the Greek word ethos, meaning character. Character is not necessarily defined by how a person behaves when conditions are optimal and life is good. It is easy to take the high road when the path is paved and obstacles are few or non - existent. Character is also defined by decisions made under pressure, when no one is looking, when the road contains land mines, and the way is obscured. As members of the Fire Service, we share a responsibility to project an ethical character of professionalism, integrity, compassion, loyalty and honesty in all that we do, all of the time. We need to accept this ethics challenge and be truly willing to maintain a culture that is consistent with the expectations outlined in this document. By doing so, we can create a legacy that validates and sustains the distinguished Fire Service institution, and at the same time ensure that we leave the Fire Service in better.condition than when we arrived. APPENDIX L POLICY STATEMENT — International Fire Chiefs Association Code of Ethics for Fire Chiefs The purpose of the International Association of Fire Chiefs is to actively support the advancement of the fire service, dedicated to the protection and preservation of life and property against fire, provision of emergency medical services and other emergencies. Towards this endeavor, every member of the International Association of Fire Chiefs shall represent those ethical principles consistent with professional conduct as members of the IAFC: • Recognize that we serve in a position of public trust that imposes responsibility to use publicly owned resources effectively and judiciously. • Not use a public position to obtain advantages or favors for friends, family, personal business ventures, or ourselves. • Use information gained from our positions only for the benefit of those we are entrusted to serve. • Conduct our personal affairs in such a manner that we cannot be improperly influenced in the performance of our duties, • Avoid situations whereby our decisions or influence may have an impact on personal financial interests. • Seek no favor and accept no form of personal reward for influence or official action. • Engage in no outside employment or professional activities that may impair or appear to impair our primary responsibilities as fire officials. • Comply with local laws and campaign rules when supporting political candidates and engaging in political activities. • Handle all personnel matters on the basis of merit. • Carry out policies established by elected officials and policy makers to the best of our ability. • Refrain from financial investments or business that conflicts with, or is enhanced by our official position. • Refrain from endorsing commercial products through quotations, use of photographs, testimonials, for personal gain. • Develop job descriptions and guidelines at the local level to produce behaviors in accordance with the code of ethics. • Conduct training at the local level to inform and educate local personnel about ethical conduct and policies and procedures. • Have systems in place at the local level to resolve ethical issues. • Orient new employees to the organization's ethics program during new employee orientation. • Review the ethics management program in management training experiences. • Deliver accurate and timely information to the public and to elected policymakers to use when deciding critical issues. Appendix M. Probationary Firefighter Guidelines PROBATIONARY PERSONNEL RESPONSE GUIDELINE AMENDED DECEMBER 27, 2000 PURPOSE To provide direction to Probationary Fire Personnel during times of response and training. GUIDELINE 1. During the probationary period, the firefighter will receive on- the -job training and guidance in order to help them adjust effectively to the new position. 2. Probationary firefighters will not respond to any Fire Department calls during this time period in the first responding vehicle unless the following qualifications, training, and approvals have been attained. A. Successfully completed a minimum medical training of First Responder. B. Successfully completed 1403 or Firefighter I, as recognized by the Minnesota Technical College System and State Firefighter Certification Board. C. Actively participated in a minimum of one (1) live structural burn instructed by the Minnesota Technical College System. D. Demonstrates an acceptable level of proficiency in the operation of Fire Department vehicles and equipment at the firefighter's assigned station. E. Receive approval from firefighter's assigned Station Officer or the Fire Department Chief. F. Successfully completed Hazardous Material Awareness for MN First Responder as recognized by the Minnesota Technical College System. G. Successfully completed a course in Infectious Diseases. 3. Probationary Member- Station Officers have the authority to allow probationary members to respond in a first responding vehicle to a medical call pending completion of A, E, F, and G from Number 2 above. A. Probationary firefighters shall not be permitted to respond out of the City to mutual aid calls until all of the listed training is complete and permission is granted from the Andover Officer in charge. B. Probationary firefighters are not allowed to drive fire department vehicles to department incidents until he or she has successfully completed six hours of behind the wheel training with the vehicle(s) to be driven. The behind the wheel training shall be done with an Andover firefighter who is authorized to drive and operate the vehicle(s). C. In addition to the mandatory behind the wheel training, firefighters cannot drive an Engine, Ladder Truck, or Tanker Truck until the appropriate pump operations class or classes have been successfully completed. The Fire Chief shall approve the appropriate pump operation class or classes prior to firefighters attending. 4. In addition to the previously mentioned training, the following mandatory guidelines will be followed by all probationary firefighters. A. All probationary firefighters will be identified with a blue helmet. It is the responsibility of all fire department members to monitor the activity and location of probationary firefighters at all fire department incidents and training sessions. It is the intent of the Andover Fire Department not to have firefighters exposed to conditions or hazards that they are not trained to do or perform. B. Probationary firefighters will wear blue helmets until all of the training items listed in No. 2 A -G have been completed. C. Upon completion of all of the training listed, probationary firefighters will wear a yellow helmet with a large red dot on both sides. D. The red dots will be removed at the completion of the probationary period. 5. If at any time a Fire Officer views performance that is below standards of this department, the probationary period may be extended as it pertains to the affected firefighter(s) after written notification is forwarded to the assigned Station Officers and Chief for review. Additional training or probationary time may be recommended for the employee prior to allowing privileges for responding on first vehicles. 6. Violations of this guideline will cause disciplinary action to be taken. Dan Winkel Date Fire Chief APPENDIX N. City Employee —Their membership in the Andover Fire Department with approved amendments October 10, 2008. Sec. 37. Employees and Their Membership in the Andover Volunteer Fire Department. (a) If an employee is working an 8 hour shift, 3 hours of training is allowed. If an employee is working a 10 hour shift, training can only be during off work hours. (b) Attendance at fire drills shall be on a volunteer basis and shall not be considered a part of the normal work week. On scheduled training days for the Fire Department, employee - volunteers shall make up their hours that same day. The Fire Chief and Public Works Superintendent will agree on the hours set aside for Fire Department Training. Only those employees working an eight (8) hour shift can participate in training during days. (c) Employees shall be allowed sixteen (16) hours paid per year for Special Training. These 16 hours of training is to come from the Fire Department Training Budget. Supervisors must be notified two weeks in advance prior to training. (d) When fire or rescue calls occur during City working hours, two employee volunteers are automatically relieved of other duties and will immediately respond to the fire or rescue call. Other employee volunteers would respond only for a general alarm. Once on the fire call, City employees are responsible only to the Fire Chief or Fire Officer in charge and remain under his /her charge until relieved from duty. (e) Time spent by City employees on fire /rescue calls will be charged to the Fire Department budget. (f) The Fire Chief or Fire Officer will relieve all but one City employee as soon as they return to the station and the others when their assignment is done. (g) All City employees returning to Public Works will punch back in and write in their call out time. (h) No City employee will respond to fire or rescue calls while on their week of pager or weekend duty with the Public Works Department. (i) No Public Works /Firefighter employee will respond to fire calls while on a high priority work assignment without the approval of their supervisor. The Fire Department will not penalize Public Works /Firefighters if they are on a high priority work assignment and cannot report to a fire call. (j) Public Works employees who also serve as firefighters for Andover shall respond only to the below listed types of incidents during weekdays while on duty as a Public Works employee. (k) All structure fires in Andover as well as calls for mutual aid assistance to surrounding communities. (1) Major vehicle crashes when extrication is needed and there are more than three (3) patients. (m) Known possible heart attack with C.P.R. in progress. This does not include patients who are conscious and complaining of chest pains. (n) Mass casualty incidents where there are more than three patients who need medical assistance. (o) When the fire department is responding to more than two active calls at the same time and additional staffing is needed. Note that all Public works employees shall contact the Fire Chief on his Nextel Direct Connect line, 104 *17901 *12, if there is any question as to whether or not you should respond to a certain type of incident(s). Should the Chief not be available, the Fire Officer in charge should be contacted prior to responding to the call. October 12, 2012 The Honorable Mike Gamache, Mayor City of Andover 1685 Crosstown Blvd Andover, MN 55304 RE: Andover FPSA, Anoka County, MN Public Protection Classification: 4 Prior Public Protection Classification: 4/10 Dear Mayor Gamache: QSulte 0C , 4 B Eves Drive P.O . Box 961 Marlton, NJ 08053 -3112 t 856.985.5600 f 856.810.9065 We wish to thank you, Fire Chief Dan Winkel, Utilities Manager Brian Kraabel and others for your cooperation during our recent Public Protection Classification (PPC) survey. ISO has completed its analysis of the structural fire suppression delivery system provided in your community. The resulting classification is indicated above. Enclosed is a summary of the ISO analysis of your fire suppression services. If you would like to know more about your community's PPC classification, or if you would like to learn about the potential effect of proposed changes to your fire suppression delivery system, please call us at the phone number listed below. ISO's Public Protection Classification Program (PPC) plays an important role in the underwriting process at insurance companies. In fact, most U.S. insurers — including the largest ones — use PPC information as part of their decision- making when deciding what business to write, coverage's to offer or prices to charge for personal or commercial property insurance. Each insurance company`independently determines the premiums it charges its policyholders. The way an insurer uses ISO's information on public fire protection may depend on several things — the company's fire -loss experience, ratemaking methodology, underwriting guidelines, and its marketing strategy. PPC is important to communities and fire departments as well. Communities whose PPC improves may get lower insurance prices. PPC also provides fire departments with a valuable benchmark, and is used by many departments as a valuable tool when planning, budgeting and justifying fire protection improvements. ISO appreciates the high level of cooperation extended by local officials during the entire PPC survey process. The community protection baseline information gathered by ISO is an essential foundation upon which determination of the relative level of fire protection is made using the Fire Suppression Rating Schedule. The classification is a direct result of the information gathered, and is dependent on the resource levels devoted to fire protection in existence at the time of survey. Material changes in those resources that occur after the survey is completed may affect the classification. Although ISO maintains a pro- active process to keep baseline information as current as possible, in the event of changes please call us at (800) 444 -4554 ext 2 to expedite the update activity. disk I� %: Insurance Solutions = A I R WORLDWIDE >(gCT�VAI�? ISO is the leading supplier of data and analytics for the property /casualty insurance industry. Most insurers use PPC classifications for underwriting and calculating premiums for residential, commercial and industrial properties. The PPC program is not intended to analyze all aspects of a comprehensive structural fire suppression delivery system program. It is not for purposes of determining compliance with any state or local law, nor is it for making loss prevention or life safety recommendations. If you have any questions about your classification, please let us know. Sincerely, 2iwmas Gei6e[ Thomas Geibel, CFPS Email: tgeibel @iso.com Office: (312) 206 -4186 Fax: (856) 985-2511 Encl. cc: Chief Dan Winkel, Fire Chief, City of Andover Mr. Brian Kraabel, Utilities Manager, City of Andover Ms. Linda Hanson, Communications Director, Anoka County Communications 4 B Eves Drive, Suite 200 P.O. Box 961 Marlton, NJ 08053 -3112 t 856.985.5600 (856.810.9065 October 11, 2012 The Honorable Mike Gamache, Mayor City of Andover 1685 Crosstown Blvd NW Andover, MN 55304 RE: Andover FDS, Anoka County, MN Public Protection Classification: 7 Prior Public Protection Classification: 4/10 Dear Mayor Gamache: We wish to thank you, Chief Dan Winkel and others for your cooperation during our recent Public Protection Classification (PPCTM) survey. Insurance Services Office (ISO®) has completed its analysis of the structural fire suppression delivery system provided in your community. The resulting classification is indicated above. This is a retrogression from the previous classification. Enclosed is a Public Protection Summary Report, which provides a detailed analysis of your fire suppression services. If you would like to know how your community's classification could improve or if you would like to learn about the potential effect of proposed changes to your fire suppression delivery system, please call us at the phone number listed below or visit our website - www.isomitigation.com. We are not implementing the class change at this time. Before we make this change, we would like to know if you desire to develop a program to retain class 4/10. We request that you acknowledge this letter in writing within 30 days, and advise when this matter will be reviewed. If you choose to begin an improvement program, we would appreciate receiving a list of intended changes within 60 days. (The list of intended changes can be included in the 30 day letter if you wish.) In cases where improvements have not been completed within 6 months or by April 11, 2013 in this case, ISO will publish the retrogressed classification, but will continue to work with your community towards an improved future classification. The PPC program is not intended to analyze all aspects of a comprehensive structural fire suppression delivery system program. It is not for purposes of determining compliance with any state or local law, nor is it for making loss prevention or life safety recommendations. disk Insurance Solutions - I� AIR WORLDWIDE >(ACT WAR? If you have any questions about your classification, please let us know. Sincerely, ?Comas Gei6eC Thomas Geibel, CFPS Email: tgeibel @iso.com Office: (312) 206 -4186 Fax: (856) 985-2511 Encl. cc: Chief Dan Winkel, Fire Chief, City of Andover Ms. Linda Hanson, Communications Director, Anoka County Communications Dan Winkel From: Geibel, Thomas <TGeibel @verisk.com> Sent: Wednesday, December 19, 2012 1:33 PM To: Dan Winkel Subject: RE: Updated Information for Andover request to maintain the current rating Dear Chief Winkel, ISO has reviewed the plan for improving or regaining the previous Public Protection Classification (PPC) for the non hydranted area of Andover. The indicated revisions to your fire suppression capabilities appear to be sufficient to alter the class to a classification better than 7. Please provide documentation of these improvements when you have completed them. As we stated in our previous letter to you, the improvements should be put into service by April 15, 2013. Upon confirmation that the necessary changes have occurred, ISO will implement the improved PPC. Thank you once again for your cooperation in this important project. Please feel free to contact ISO at any time for more information about the PPC program. Tom Geibel, CFPS Community Mitigation Analyst 4B Eves Drive, Suite 200 P.O. Box 961 Marlton, NJ 08053 -3112 (312) 206 -4186 (cell) (856) 985 -2511 (fax) From: Dan Winkel rmailto :D.Winkel(a)andovermngov] Sent: Tuesday, December 18, 2012 2:42 PM To: Geibel, Thomas Subject: Updated Information for Andover request to maintain the current rating Tom thanks much for taking the time yesterday to talk to me about what Andover can do to help with the ISO rating in our non — hydranted areas of town. Andover would also like you to consider two additional items that we will evaluate and plan for as part of the final working plan that will help to reduce the fire rating in the non hydranted areas of our city. The two additional include: Improving the training for our Officers group. The plan would be to add additional mandatory training for our officers on a monthly basis. The officers group currently meets twice a month for two hours at each meeting to conduct business and some training but we will work to increase the training hours provided for each officer. We may also look at an additional training time if we cannot get all of the required training complete in the four hours per month that we are currently doing. The second item is to reevaluate our pre planning that is currently being conducted. You mentioned that we only have pre plans for about 19% of the buildings in Andover and we do believe that percentage to be too low. While I am not exactly sure where that came from, I did review this with our Fire Marshal who is now working on calculating the total number of per plans that we do have compared to the total number of buildings in town. We will however continue to move towards making sure that we have preplan for at least 50 % of the appropriate buildings in town and will also include the review of these buildings by our firefighters in our training scheduled so that the firefighters can see at least 50 % of the buildings annually. Please note that I will be meeting with our City Administrator and Assistant Finance Director later this week or early next week to review the items I have sent to you and also to discuss the financial implications of the prosed changes for the ISO rating schedule in the non hydranted areas of town. We do understand what changes need to be made and now can evaluate the cost benefit for making the changes or not is it does not seem to be economical for us to do so. Thanks again for all of your help and look forward to working thru the changes with you. Dan Winkel, City of Andover Fire Chief This email is intended for the recipient only. If you are not the intended recipient please disregard, and do not use the information for any purpose. Dan Winkel To: tgeibel @iso.com Subject: Andover Fire Improvement Program Tom first let me say thanks for your help and understanding with our attempts to start an improvement program regarding the recent ISO Public Protection Summery Report. The City of Andover, Minnesota Fire Department would offer the following thoughts about how we may be able to retain our current class 4/10 rating. The first item is something that is in place but was not evaluated as part of the 2012 ISO survey. The City of Andover has two current wells at city parks that are located in non- hydrant parts of the city that we use to fill water tenders as necessary. Both of the wells are used for irrigation in the summer and flooding skating rinks in the winter and have pumping capacities of between 450 and 500 gallons. The parks are known as Prairie Knoll Park located at the intersection of Prairie DR. and 146th Lane and Hawkridge Park located at 180th Ave. and Verdin Street. The City has recently purchased land again in a non - hydrated area of the city for a new city complex and park and found that there is a 12' well on the site that had been used for irrigation in the past. This well was tested this fall and had a capacity of well over 500 g.p.m. The city will have the site regraded and changed to a large sports complex within the next year or two. The large well is accessible now but needs to have a fire department connection installed prior to use by the fire department. This site is located at 3535 161st Ave. N.W. We believe that these water sources need to be evaluated and will help with our water supply /fill needs. Yesterday I had a chance to meet with the Fire Chiefs of the four surrounding cities that we currently use for auto aid during the day time hours. We all agreed that we will put into effect, as soon as possible an auto aid call for all structure fires in Andover 24 hours and 365 days. The neighboring cities include Anoka, Ramsey, Ham Lake, and Oak Grove. The auto aid call will consist of one water tender and one engine and full crew to respond for all know structure fires. We do believe thatthis will help with our staffing issues as outlined in our survey conducted recently. It should also be noted that Andover, Anoka /Champlin and Ramsey fire departments are in also in the process of changing from the partial auto aid we use now to automatic Box Alarms for all structure fires 24 /365. WE will have that plan in place in January if all goes well with our Communication Center as they work to establish the auto aid alarms in their system. The Andover fire department will also be evaluating an additional notification system for the firefighters. Our thought is to look at alpha numeric pagers for all firefighters. We are fortunate in that all of the current firefighters get a text message on their cell phones as the page is toned out but I do not think that qualifies as a second notification source hence the need for the alpha numeric pagers if you think that will help us. The fire department is also looking into how we can improve and or expand our firefighter driving program. We can perform the 12 hours annually for existing but are looking to see how we can get the required initial training for new drivers and or truck operators. We do have a fire department there in Anoka County (Spring Lake Park, Blaine, Mounds View FD) that has a driving simulator and as soon as we can get one of our Officers training in the proper use we will take advantage of that tool to help with drivers training. We would like to have the extended driving program in place in the spring of 2013. We will also continue to look at other possible ways and methods that can help us improve and or at least keep the current rating that the City of Andover has. I certainly appreciate your thoughts and comment that you may have regarding the proposed corrections and or changes that are proposed. I will put this proposal in a letter form and mail it to you for your records. Sincerely and thanks .Dan'Winkel , Andover Fire Chief 13875 Crosstown Blvd. NW] Andover, Minnesota 55304 7623 - 755 -9825 (office) 612 - 328 -7765 ( cell) 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.CI.ANDOVER.MN.US TO: FROM: SUBJECT: DATE: Mayor and Councilmembers Jim Dickinson, City Administrator 2014 -2018 Capital Improvement Plan March 26, 2013 INTRODUCTION Discussion In late March, Administration/Finance will distributed baseline worksheets to Department Heads for the 2014 -2018 CIP kick -off. Subsequent discussion will center on the 2014 -2018 CIP development calendar and the need of other committees (Vehicle Purchasing & Facility Management Committees) and commissions (Parks and Recreation & Community Center Advisory) to start their work. DISCUSSION To assist with the 2014 -2018 CIP discussion, I have attached for the Council's reference the adopted City of Andover Capital Improvement Policy and last year's 2013- 2017 CIP project listings. A 2013- 2017 Adopted CIP progress report will be done as a separate agenda item. Throughout the year it is anticipated that a significant amount of time will be spend on evaluating utility infrastructure, transportation improvements, building maintenance, equipment and park and recreation needs. Each of these items will be supported by a detailed fund balance analysis of funding sources (based on various assumptions and estimates) that will be presented to the Council for review at future workshops. At this time the Staff would like the secure the Council's priorities to assure that those priorities are taken into consideration while staff prepares the draft 2014 -2018 for a future Council workshop meeting. ACTION REQUESTED The Council is requested to review the various attachments, receive a brief presentation, and provide direction to staff on Council priorities for the 2014 -2018 CIP. submitted, City of Andover, MN Capital Plan 2013 thru 2017 PROJECTS & FUNDING SOURCES BY DEPARTMENT Department Project# Priority 2013 2014 2015 2016 2017 Total Central EOUiDment Replacement - Service Truck 16- 48800 -01 2 Facility Management 40,000 13- 41900 -01 40,000 Equipment Bond Annual Parking Lot Maintenance 13- 41900 -02 Capital Projects Levy 40,000 44000 Central Equipment Total Capital Projects Levy Roof Replacements 13- 41900 -04 40,000 40,000 13- 41900 -05 Community Center Replacement - Carpet/Flooring /Office Furniture 13- 44000 -01 1 15,000 15,000 Comm Ctr Operations 15,000 15,000 ACCNMCA Expansion 14- 44000 -01 2 250,000 2,750,000 3,000,000 G.O. Bond 250,000 2,750,000 3,000,000 Replacement- Rink Boards 15- 44300 -01 1 12,000 12,000 Comm Ctr Operations 11,000 12,000 Replacement - Zamboni Battery Pack 17 -44300 -01 1 12,000 12,000 Comm Ctr Operations 1$000 12,000 Community Center Total 265,000 2,750,000 12,000 12,000 3,039,000 En ineerin New Development Projects 1341600 -01 1 110,000 115,000 140,000 150,000 160,000 675,000 Sewer Trunk Fund 21,000 90,000 110,000 110,000 117,000 449,000 Water Trunk Fund 88,000 25,000 30,000 40,000 43,000 226,000 Pedestrian Trail Maintenance 1341600 -02 1 56,000 68,000 76,000 68,000 75,000 343,000 Road B Bridge Funds 56,000 68,000 76,000 68,000 75,000 343,000 Replacement - Total Station 14- 41600 -01 1 30,000 30,000 Equipment Bond 30,000 30,000 New Pedestrian Trail Segment 14- 41600 -02 1 250,000 250,000 Trail Funds 250,000 250,000 Engineering Total Facility Management Land Purchase 13- 41900 -01 Building Fund Annual Parking Lot Maintenance 13- 41900 -02 Capital Projects Levy Comm Ctr Operations Carpet /Tile Replacement 13- 41900 -03 Capital Projects Levy Roof Replacements 13- 41900 -04 Capital Equipment Reserve Memorial - Veterans Memorial 13- 41900 -05 166,000 463,000 216,000 218,000 235,000 1,298,000 1,500,000 1,500,000 26,000 2S 606 2 10,000 10,000 1 300,000 300,000 1 10,000 9 97,000 28,000 130,000 97,000 28,000 30,000 100,000 10,000 10,000 32,000 32,000 10,000 10,000 1,500,000 1,500,000 313,000 213,000 100,000 30,000 30,000 300,000 300,000 10,000 Department Project# Priority 2013 2014 2015 2016 2017 Total Capital Equipment Reserve 13- 42200 -01 1 10,000 600,000 10,000 Building A - Seal Floor 15- 41900 -01 1 Equipment Bond 20,000 20,000 Capital Projects Levy 600,000 20,000 20,000 Addition to Storage Building & Vehicle Maint. Shop 15- 41900 -02 1 3,000,000 3,000,000 G.O. Bond 45,000 Equipment Bond 3,000,000 3,000,000 Recycling Building & Fence 15 -41900 -03 1 50,000 50,000 100,000 Grant 14- 42200 -02 2 50,000 50,000 100,000 Attached Storage Building 15- 41900 -04 1 Equipment Bond 300,000 300,000 G.O. Bond 45,000 300,000 300,000 Relocate Fuel Station w/ Canopy 15- 41900 -05 2 300,000 300,000 G.O. Bond 120,000 Capital Projects Levy 300,000 300,000 Fire St #2 Addition with additional land purchase 15- 41900 -06 2 835,000 835,000 G.O. Bond 14- 42200 -04 2 835,000 835,000 Pedestrian Tunnel Under Crosstown Blvd. 15- 41900 -07 1 Equipment Bond 450,000 450,000 G.O. Bond 40,000 450,000 450,000 Facility Management Total 15 -42200 -01 2 1,896,000 147,000 4,943,000 130,000 42,000 7,158,000 340,000 Fire Replacement - Ladder Truck #11 13- 42200 -01 1 600,000 600,000 1,200,000 Equipment Bond 600,000 600,000 1,200,000 Replacement - Grass #31 14- 42200 -01 2 45,000 45,000 Equipment Bond 45,000 45,000 Replacement - Grass #21 14- 42200 -02 2 45,000 45,000 Equipment Bond 45,000 45,000 Replacement - Turnout Gear 14- 42200 -03 1 120,000 120,000 Capital Projects Levy 120,000 120,000 Replacement - Fire Marshall Vehicle 14- 42200 -04 2 40,000 40,000 Equipment Bond 40,000 40,000 Replacement - Tanker #11 15 -42200 -01 2 340,000 340,000 Equipment Bond 340,000 340,000 Replacement - Utility #4 15- 42200 -02 2 32,000 32,000 Equipment Bond 32,000 31,000 Replacement - Utility #5 15- 42200 -03 2 32,000 32,000 Equipment Bond 32,000 3$000 New- Water /Ice rescue boat 15- 42200 -04 1 20,000 20,000 Equipment Bond 20,000 20,000 Replacement - SCBA's 16- 42200 -01 1 125,000 125,000 Capital Projects Levy - 125,000 125,000 Fire Total 600,000 850,000 424,000 125,000 1,999,000 Park & Ree - Operations Replace /Repair Play Structures - VariousParks 13- 45000 -01 1 46,000 48,000 50,000 52,000 54,000 250,000 Capital Projects Levy 46,000 48,000 50,000 52,000 54,000 250,000 Replace/Repair Major Park Projects - Various Parks 13- 45000 -02 1 25,000 25,000 25,000 25,000 25,000 125,000 Capital Projects Levy 25,000 25,000 25,000 25,000 25,000 125,000 New - Air sweeper /blower 13- 45000 -03 2 10,200 10,200 Capital Projects Levy 10,200 10,200 Replacement - One Ton Truck w/ Plow #503 14- 45000 -01 2 65,000 65,000 10 Department Project# Priority 2013 2014 2015 2016 2017 Total Equipment Bond 13 -48200 -01 2 65,000 65,000 65,000 Sanitary Sewer Fund 65,000 Replacement - Toro Oroundsmaster #559 15- 45000 -01 1 65,000 23,000 13- 48200 -02 1 65,000 23,000 Equipment Bond 65,000 Sanitary Sewer Fund 23,000 23,000 Replacement - Bobcat #610 15- 45000 -02 2 32500 36,000 32,500 36,000 Equipment Bond 1 650,000 36,000 Sewer Trunk Fund 36,000 Replacement - One Ton Crew Cab Pickup #502 16- 45000 -01 1 650,000 Rural Reserve Trunk Sanitary Sewer 15- 48200 -02 50,000 50,000 Equipment Bond 3,500,000 Assessments 50,000 1,000,000 50,000 Park & Rec - Operations Total 81,200 138,000 134,000 127,000 79,000 559,200 1 500,000 105,000 605,000 Assessments 105,000 105,000 Sewer Trunk Fund Park & Rec - Projects Annual Miscellaneous Park Projects 13- 45001 -01 1 15,000 15,000 15,000 15,000 15,000 75,000 Park Dedication Funds Sanitary Sewer Fund 15,000 15,000 15,000 15,000 15,000 75,000 40 Acre Park Project- 3535 -161st Ave NW 13 -45001 -02 1 800,000 178,500 Sanitary Sewer Total 800,000 Capital Equipment Reserve 3,757,000 1,355,000 600,000 (Storm Sewer 600,000 Donations Storm Sewer Improvements 100,000 1 35,000 40,000 45,000 50,000 55,000 100,000 Parks Projects Levy 35,000 100,000 45,000 50,000 55,000 225,000 Replacement - Elgin Street Sweeper #169 100,000 WayFinding Signs /Exercise Station 14- 45001 -01 1 30,000 Equipment Bond 30,000 Park Dedication Funds 150,000 10,000 10,000 Trail Funds 20,000 20,000 Park System Improvements / Expansion 15 -45001 -01 2 130,000 130,000 Park Dedication Funds 130,000 130,000 Park & Rec - Projects Total 815,000 45,000 145,000 15,000 15,000 11035,000 Sanitary Sewer Replacement- 3/4 Ton Truck w/ Plow #90 13 -48200 -01 2 65,000 65,000 Sanitary Sewer Fund 65,000 65,000 Replacement - One Ton Truck w/ Plow #94 13- 48200 -02 1 65,000 65,000 Sanitary Sewer Fund 3$500 32,500 Storm Sewer Fund 32500 32,500 Yellow Pine Lift Station 15- 48200 -01 1 650,000 650,000 Sewer Trunk Fund 650,000 650,000 Rural Reserve Trunk Sanitary Sewer 15- 48200 -02 1 2,250,000 1,250,000 3,500,000 Assessments 250,000 1,000,000 1,250,000 Sewer Revenue Bonds 2,000,000 250,000 2,250,000 Sanitary Sewer Extensions 15- 48200 -03 1 500,000 105,000 605,000 Assessments 105,000 105,000 Sewer Trunk Fund 500,000 500,000 Replacement - JetNac Truck #99 15- 48200 -04 1 357,000 357,000 Sanitary Sewer Fund 178,500 178,500 Sewer Trunk Fund 178,500 178,500 Sanitary Sewer Total 130,000 3,757,000 1,355,000 5,242,000 (Storm Sewer Storm Sewer Improvements 13- 48300 -01 1 35,000 40,000 45,000 50,000 55,000 225,000 Storm Sewer Fund 35,000 40,000 45,000 50,000 55,000 225,000 Replacement - Elgin Street Sweeper #169 14- 48300 -01 1 150,000 150,000 Equipment Bond 150,000 150,000 11 Department Project# Priority 2013 2014 2015 2016 2017 Total 7,199,000 12,260,000 4,842,000 2,528,000 33,946,100 Storm Sewer Total 35,000 190,000 45,000 50,000 55,000 375,000 Streets / Highways Annual Street Seal Coat Project 13- 43100 -01 1 350,000 425,000 375,000 725,000 710,000 2,585,000 Construction Seal Coat Fund 5,000 10,000 20,000 35,000 Road &Bridge Funds 345,000 425,000 375,000 715,000 690,000 2,550,000 Annual Street Crack Seal Project 13- 43100 -02 1 110,000 100,000 185,000 165,000 200,000 760,000 Construction Seal Coat Fund 3,000 5,000 5,000 10,000 23,000 Road &Bridge Funds 110,000 97,000 180,000 160,000 190,000 737,000 Annual Street Reconstruction 13- 43100 -03 1 1,050,000 465,000 900,000 890,000 3,305,000 Assessments 200,000 115,000 225,000 225,000 765,000 Road & Bridge Funds 850,000 350,000 675,000 665,000 $540,000 Annual Pavement Markings 13- 43100 -04 1 26,000 27,000 29,000 31,000 33,000 146,000 Road &Bridge Funds 24000 27,000 29,000 31,000 33,000 146,000 Annual Curb Replacement 13- 43100 -05 1 43,000 44,000 45,000 46,000 47,000 225,000 Road& Bridge Funds 43,000 44,000 45,000 46,000 47,000 225,000 Municipal State Aid Routes / New & Reconstruct 13 -03100 -06 1 1,000,000 1,110,000 2,110,000 Assessments 100,000 100,000 Municipal State Aid Funds 900,000 1,110,000 2,010,000 Intersection Upgrades 13- 43100 -07 1 125,000 125,000 125,000 125,000 125,000 625,000 Municipal State Aid Funds 125,000 125,000 125,000 125,000 125,000 625,000 173rd Ln I Heather St 1 174th Ave Improvements 13- 43100 -08 1 305,000 305,000 Assessments 151,500 152,500 Road & Bridge Funds 152,500 152,500 Replacement - LED Lighting Fixture Replacement 13-43100 -09 1 45,000 45,000 Taxlncrement 45,000 45,000 New - Emergency Sign Trailer 13 -03100 -10 1 10,000 10,000 Capital Equipment Reserve 10,000 10,000 Replacement- Dump Truck w/ Snow Removal #198 14- 43100 -01 1 150,000 150,000 Equipment Bond 150,000 150,000 Replacement - Water Tanker #163 14- 43100 -02 2 100,000 100,000 Equipment Bond 100,000 100,000 Street Overlays 15- 43100 -01 1 850,000 850,000 Assessments 200,000 200,000 Road& Bridge Funds 650,000 650,000 Streets / Highways Total 3,064,000 2,546,000 1,609,000 1,992,000 2,005,000 11,216,000 Water Rehabilitation of Wells 13- 48100 -01 1 65,000 70,000 75,000 80,000 85,000 375,000 Water Fund 65,000 70,000 75,000 80,000 85,000 375,000 Water Meter Reading System AMI /AMR 15- 48100 -01 2 900,000 900,000 Water Fund 900,000 900,000 Water Main Improvements 16 -48100 -01 1 710,000 710,000 Assessments 710.000 71a ono Water Total 65,000 70,000 975,000 790,000 85,000 1,985,000 GRAND TOTAL 7,117,200 7,199,000 12,260,000 4,842,000 2,528,000 33,946,100 12 CITY OF ANDOVER 2013 Capital Improvement Plan Projects By Department - Use of Funds Community Center Replacement - Carpet/Flooring /Office Furniture $ 15,000 annual review - as needed ACC/YMCA Expansion 250,000 Currently in negotiations with YMCA 265,000 Engineering New Development Projects 110,000 on -going Pedestrian Trail Maintenance 56,000 bid late spring Annual Street Reconstruction 166,000 spring bid Facility Management 26,000 collecting bids Land Purchase 1,500,000 End of year Annual Parking Lot Maintenance 26,000 bid late spring Carpet / Tile Replacement 10,000 annual review - as needed Roof Replacements 300,000 out for bids in the spring Memorial - Veterans Memorial 10,000 spring /summer Recycling Building & Fence 50,000 relevant to funding 1,896,000 Fire Replacement - Ladder Truck #11 600,000 2 yr project Park & Recreation - Operations Replace /Repair Play Structures - Various Parks 46,000 summer Replace /Repair Major Park Projects - Various Parks 25,000 spring New - Air Sweeper /blower 10,200 purchased 81,200 Park & Recreation - Projects Annual Miscellaneous Projects 15,000 40 Acre Park Project 800,000 summer 815,000 Sanitary Sewer Replacement - 3/4 Ton Truck w/ Plow #90 65,000 in progress Replacement - One Ton Truck w/ Plow #94 65,000 in progress 130,000 Storm Sewer Storm Sewer Improvements 35,000 Streets / Highways Annual Street Seal Coat Project 350,000 bid awarded 3/19 Annual Street Crack Seal Project 110,000 bid late spring Annual Street Reconstruction 1,050,000 spring bid Annual Pavement Markings 26,000 collecting bids Annual Curb Replacement 43,000 spring bid Municipal State Aid Routes / New & Reconstruct 1,000,000 bid late spring Intersection Upgrades 125,000 bid late spring 173rd Ln / Heather St / 174th Ave Improvements 305,000 spring bid Replacement - LED Lighting Fixture Replacement 45,000 spring /summer New - Emergency Sign Trailer 10,000 in progress 3,064,000 Water Rehabilitation of Wells 65,000 Grand Total $ 7,117,200 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.CI.ANDOVER.MN.US TO: Mayor and Councilmembers FROM: Jim Dickinson, City Administrator SUBJECT: Discuss 2014 Budget Development Guidelines DATE: March 26, 2013 INTRODUCTION a] City Administration is starting to focus on the 2014 Annual Operating Budget Development process and is looking to the City Council to establish the Council's guidelines for the preparation of the 2014 Annual Operating Budget. . DISCUSSION The following are some suggested 2014 Budget Development guidelines for your consideration and could be impacted by the Councils discussion: 1) A commitment to a Gross Levy and City Tax Capacity Rate to meet the needs of the organization yet positions the City for long -term competitiveness through the use of sustainable revenue sources and operational efficiencies. 2) Continue with the current procurement and financial plan to appropriately expend the bond proceeds generated from the successful 2006 Open Space Referendum. 3) A fiscal goal that works toward establishing the General Fund balance for working capital at no less than 45% of planned 2014 General Fund expenditures and the preservation of emergency fund balances (snow emergency, public safety, facility management & information technology) through targeting revenue enhancements or expenditure limitations in the 2013 adopted General Fund budget. 4) A commitment to limit the 2014 debt levy to no more than 25% of the gross tax levy and a commitment to a detailed city debt analysis to take advantage of alternative financing consistent with the City's adopted Debt Policy. 5) A comprehensive review of the condition of capital equipment to ensure that the most cost - effective replacement schedule is followed. Equipment will be replaced on the basis of a cost benefit analysis rather than a year based replacement schedule. 6) A team approach that encourages strategic planning to meet immediate and long -term operational, staffing, infrastructure and facility needs. 7) A management philosophy that actively supports the funding and implementation of Council policies and goals, and a commitment to being responsive to changing community conditions, concerns, and demands, and to do so in a cost effective manner. ACTION REQUIRED The Council is requested to review the aforementioned proposed 2014 Budget Development guidelines, discuss whether or not they are appropriate for adoption at the April 2nd City Council meeting. submitted, i C I T Y 0 F ..`;. 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.CI.ANDOVER.MN.US TO: Mayor and Councilmembers FROM: Jim Dickinson, City Administrator 0 SUBJECT: 2013 Budget Implementation General Fund Progress Report = February 2013 DATE: March 26, 2013 INTRODUCTION The City of Andover 2013 General Fund Budget contains total revenues of $9,356,581 and total expenditures of $9,640,429 (includes $20,500 of 2012 budget carry forwards), this a decrease in fund balance is planned. Monthly reporting of the City Budget progress to the Governing body is a recommended financial practice and often viewed positively by rating agencies. DISCUSSION Attached is the General Fund Expenditure Budget Summary - Budget Year 2013 through February 2013. The attachment is provided to assist discussion in reviewing 2013 progress; other documents may be distributed at the meeting. The following represents what are City Administration's directives and departmental expectations for 2013: 1. Expenditure budgets while approved, expenses are to meet with the spirit that needs are fulfilled first, expansions of service and special requests are to be reviewed with City Administration before proceeding. 2. Departments are committed to search for the best possible prices when purchasing goods and services. 3. Departments are committed to continually searching out new efficiencies and to challenge the status quo of how the City provides services. 4. Departments are committed to searching out collaborative opportunities to facilitate efficient and cost - effective utilization of governmental assets and personnel. 5. Departments are committed to developing effective consistent and ongoing communications with City residents, businesses and other stakeholders. ACTION REQUESTED The Council is requested to receive a presentation and provide direction to staff. _ fully submitted, Jim is inson Attachment CITY OF ANDOVER General Fund Budget Summary Totals Budget Year 2013 2012 2013 REVENUES Budget Feb YTD % Bud Final Budget Feb YTD % Bud General Property Tax $ 7,398,782 $ - 0% $ 7,340,532 $ 7,398,782 $ - 0% Licenses and Permits 250,155 28,359 11% 449,561 288,355 51,401 18% Intergovernmental 566,103 191,276 34% 653,720 596,564 177,728 30% Charges for Services 601,150 99,690 17% 973,605 619,850 89,593 14% Fines 100,750 8,019 8% 97,572 100,750 9,788 10% Investment Income 65,000 (21,475) -33% 95,365 65,000 (22,469) -35% Miscellaneous 84,850 51,677 61% 149,857 90,350 53,003 59% Transfers In 196,930 996,930 100% 196,930 196,930 196,930 100% Total Revenues $ 9,263,720 S 554,476 6% S 9,957,142 $ 9,356,581 $ 555,974 6% 1 2012 2013 EXPENDITURES Budget Feb YTD % Bud Final Budget Feb YTD % Bud GENERAL GOVERNMENT Mayor and Council $ 88,162 $ 35,524 40% $ 83,622 $ 87,953 $ 34,919 40% Administration 140,621 18,575 13% 140,047 143,995 21,044 15% Newsletter 25,500 3,412 13% 22,335 25,500 1,833 7% Human Resources 15,429 4,672 30% 12,485 42,770 4,818 11% Attorney 178,300 14,250 8% 170,930 178,300 14,491 8% City Clerk 103,937 15,356 15% 101,378 108,925 15,907 15% Elections 53,922 757 I% 39,613 54,155 781 1% Finance 213,522 39,921 19% 207,338 221,256 39,299 18% Assessing 152,500 - 0% 143,338 150,000 - 0% Information Services 153,560 12,823 8% 136,025 161,252 15,288 9% Planning & Zoning 338,696 35,651 11% 318,524 360,970 41,594 12% Engineering 419,688 54,079 13% 428,960 440,168 54,210 12% Facility Management 564,639 52,911 9% 420,794 566,187 53,748 9% Total General Gov _ 2,448,476 287,931 12% 2,225,389 2,541,431 297,932 12% PUBLIC SAFETY Police Protection 2,694,135 - 0% 2,693,896 2,740,899 685,225 25% Fire Protection 1,071,933 115,773 I l% 1,017,095 1,127,444 126,631 11 YO - "� Protective Inspection 363,834 46,736 13% 354,752 393,530 48,934 12% Civil Defense 16,755 4,083 24% 14,087 17,188 3,926 23% Animal Control 9,950 73 1% 8,503 9,950 200 2% Total Public Safety 4,156,607 - 166,665 4% 4,088,333 4,289,011 - 864,916 20% PUBLIC WORKS Streets and Highways 571,125 74,370 13% 570,631 585,111 62,954 11% Snow and Ice Removal 488,172 100,029 20% 420,174 511,834 119,025 23% Street Signs 196,631 17,229 9% 170,200 198,693 16,001 8% Traffic Signals 36,000 1,448 4% 27,457 36,000 1,492 4% Street Lighting 36,400 2,817 8% 33,439 36,400 2,794 8% Street Lights - Billed 206,000 15,068 7% 195,196 210,000 15,129 7% Park & Recreation 932,599 96,103 10% 912,750 1,014,366 93,262 9% Recycling 126,210 8,572 7% 152,642 128,633 8,679 7% Total. Public Works 2,593,137 - 315,636 12% 2,482,489 2,721,037 319,336 12% OTHER 680,000 28,500 4% 663,371 88,950 37,450 42% Total Other 680,000 28,500 4% 663,371 88,950 37,450 42% Total Expenditures ... 798,732 8% S 9,459,582 $ 1,519,634 16% l 'S / L/ $ '- 9,878,220 - $ $ `.9,640,429 NET INCREASE (DECREASE) $ (614,500) '. $' (244,256) S 497,560 $ (283,848) $ (963,660) AI T Y O F 0 NDOVEA 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.CI.ANDOVER.MN.US TO: Mayor and Councilmembers FROM: Jim Dickinson, City Administrator SUBJECT: February 2013 Investment Report DATE: March 26, 2013 INTRODUCTION Summary reporting of the City Investment portfolio to the Governing body is a recommended financial practice and often viewed positively by rating agencies. Furthermore, the City of Andover Investment Policy recommends the Finance Director presents to the City Council at least quarterly the type of investments held by the City. DISCUSSION Attached is the Investment Maturities Summary for February 2013, the February 2013 Investment Detail Report, and the February 2013 Money Market Funds Report. These attachments are intended to assist with discussion in reviewing the February 2013 investments. ACTION REQUESTED The Council is requested to receive a presentation and provide feedback to staff. y submitted, Dickinson M O N R i�. d W N q y H � O 69 O 69 v O 00 h C, C� 00 00 M (71 O N N r- t Vt Q �O � N Q O O O\ N 'n �o N lI \o O oo � � r "t b N Ll C V U O N o0 N l- N l� N 'V O --�_ 00 .r Vni M .. 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