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Home My WebLink About10/23/07Andover Planning and Zoning Commission Meeting Agenda October 23, 2007 Andover City Hall Council Chambers 7.00 p.m. 1. Call to Order 2. Approval of Minutes — September 25, 2007. 3. PUBLIC HEARING Conditional Use Permit (07 -12) for a drive through at a proposed financial institution at 2121 Station Parkway NW. 4. Work Session: Second Review of Transportation Plan Update. 5. Other Business 0 6. Adjournment 0 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.CI.ANDOVER.MN.US • 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 . (763) 755 -5100 FAX (763) 755 -8923 • WWW.CI.ANDOVER.MN.US TO: Planning and Zoning Commissioners FROM: Courtney Bednarz, City Planner SUBJECT: Item 2. Approval of Minutes - September 25, 2007 DATE: October 23, 2007 Re uest The Planning and Zoning Commission is asked to approve the minutes from the September 25, 2007 meeting. 9 • -'r •i � yl PLANNING AND ZONING COMMISSION MEETING — SEPTEMBER 25 2007 The Regular Bi- Monthly Meeting of the Andover Planning and Zoning Commission was called to order by Chairperson Daninger on September 25, 2007, 7:00 p.m., at the Andover City Hall, 1685 Crosstown Boulevard NW, Andover, Minnesota. Commissioners present: Chairperson Daninger, Commissioners Tim Kirchoff, Michael Casey, Valerie Holthus, Devon Walton, Douglas Falk and Dennis Cleveland. Commissioners absent: There were none. Also present: City Planner, Courtney Bednarz Associate Planner, Andy Cross Associate Planner, Chris Vrchota Others APPROVAL OFMINUTES. September 11, 2007 Motion by Casey, seconded by KirchofL to approve the minutes as presented. Motion carried on a 7 -ayes, 0 -nays, 1- absent (Walton) vote. PUBLIC IIEARING. LOT SPLIT TO CREATE A NEW LOT FROM PROPERTY LOCATED AT 3210 BUNKER LAKE BOULEVARD NW. Mr. Cross stated the pastor of the Riverdale Assembly of God church has applied to split the church's lot into two parcels. The new lot will be used by Bunker Hills Academy, which currently operates inside the church. Commissioner Falk asked if the Parks Commission has weighed in on the park fees. Mr. Cross indicated they have not reviewed this plan yet. Chairperson Daninger asked if the Park Commission will have a chance to review this before it goes to the City Council for 40 approval because they may be more qualified regarding the park information and fees. Regular Andover Planning and Zoning Commission Meeting Minutes —September 25, 2007 Page 2 Mr. Cross stated they have not had any input from the Parks Commission regarding this • and there are no plans to add this to a Parks Commission meeting. Commissioner Holthus asked what the plans are for Parcel B. Mr. Cross indicated the applicant would be able to provide that information but thought it would be a school. Commissioner Holthus thought the park fee was to alleviate the added stress the new development would put on the area. She asked if there was currently a school within the church. Mr. Cross indicated there was. Commissioner Holthus wondered if the school was expecting more students with the new school. Commissioner Kirchoff wondered if a commercial lot would create more park use. Commissioner Holthus thought it would depend on if the business would use the park or trails but that is the initial reason why there are park dedication fees. Chairperson Daninger asked if there was any discussion regarding the access road and changing it. Mr. Cross indicated there have not been any improvements reviewed at this time. Motion by Falk, seconded by Casey, to open the public hearing at 7:12 p.m. Motion • carried on a 7 -ayes, 0 -nays, 1- absent (Walton) vote. Commissioner Walton arrived at 7:13 p.m. There was no public input. Mr. Larry Hail, Senior Pastor, Riverdale Assembly of God, 3210 Bunker Lake Boulevard, applicant, stated Mr. Gary Peterson, Bunker Hills Academy principal, was planning on purchasing the lot for the school. Mr. Hail stated the proposed driveway will be enlarged considerably to provide better line of site and more room for traffic coming and going. Commissioner Holthus wondered how many students currently attended the Academy. Mr. Gary Peterson, 11579 Arnold Palmer Drive, Blaine, stated they currently have 88 children attending. Their goal is elementary and secondary. He noted they did not anticipate more than four to five hundred children max at the school. He stated the open space will be open to the public and will be an area for children to play. Commissioner Holthus wondered if they planned on putting in playground equipment. Mr. Peterson stated they have had a couple of fundraisers to get equipment for the area and they are planning on putting in a soccer field when they do grow. • Regular Andover Planning and Zoning Commission Meeting Minutes —September 25, 2007 • Page 3 Mr. Hail stated the crossover agreement was addressed in the purchase agreement and will become part of the record at Anoka County when the papers are filed. Commissioner Holthus wondered how large the staff will be for the school. Mr. Peterson stated they are allotting for parking for staff between 8:00 a.m. to 5:00 p.m. and it would be somewhere between twenty to twenty -five personnel. Motion by Casey, seconded by Kirchoff, to close the public hearing at 7:19 p.m. Motion carried on a 7 -ayes, 0 -nays, 0- absent vote. Commissioner Cleveland asked for an example of a circumstance where the City would waive the park dedication fee. Mr. Bednarz stated the City has on occasion waived the fee but the park fee is for what Commissioner Holthus indicated before. Commissioner Kirchoff asked if they would be setting a precedent if they waived the park dedication fees. He did understand that there would be a soccer field and play equipment available to all residents. He stated he supported the resolution as written and would go ahead with waiving the park dedication fee. Commissioner Holthus thought they may want to compromise and only charge a fee for the new lot. Commissioner Casey stated he agreed with Commissioner Kirchoff and did . not see a reason to charge the park dedication fee. Commissioner Falk concurred and Commissioner Walton concurred as long as the park area remained public. Commissioner Holthus indicated the area was not public. Commissioner Walton understood that but thought if the school allowed others to use the area indefinitely he would be fine with waiving the fee. Chairperson Daninger stated he was going to vote against this because he did not feel qualified making a decision on this. He indicated he would rather have the Parks Commission review this and make the decision. Commissioner Kirchoff stated he agreed and hoped the Parks Commission would make a recommendation to the City Council before this is reviewed and decided by them. Motion by Kirchoff, seconded by Casey, to recommend to the City Council approval of the resolution as presented waiving the Park Dedication fee of $5,030. Motion carried on a 6 -ayes, 1 -nays (Daninger), 0- absent vote. Mr. Cross stated that this item would be before the Council at the October 2, 2007 City Council meeting. PUBLIC HEARING: CONDITIONAL USE PERMIT TO ALLOW OUTDOOR STORAGE AT 3118162"' LANE NW. 0 Regular Andover Planning and Zoning Commission Meeting Minutes —September 25, 2007 Page 4 Mr. Vrchota explained the applicant is seeking a conditional use permit to allow for • outdoor storage on their property. This would allow a roll-off dumpster business that has been run on the site since 2005 to remain in operation. Mr. Vrchota discussed the staff report with the Commission. Commissioner Kirchoff asked if the City designated the thickness of pavement. Mr. Vrchota stated when a commercial site plan goes through the process there are standard site designs they need to meet. Commissioner Casey asked what would pose as dust control. Mr. Vrchota stated there are some products that can be used that the City actually uses on their gravel roads as a dust control, which lasts a long time. Motion by Falk, seconded by Casey, to open the public hearing at 7:34 p.m. Motion carried on a 7 -ayes, 0 -nays, 0- absent vote. There was no public input. Mr. Rick Lindquist, 3118 162 Lane NW, property owner, Dave King, Property Manager, 612 11 Avenue NE, Blaine were at the meeting to answer questions. Commissioner Walton wondered if they discussed with the staff the interim standards so • they were aware of what staff was asking for. Mr. Lindquist indicated he was aware of what the City Staff wanted. Commissioner Walton wondered if any of these were hard to complete. Mr. Lindquist stated they were not. Chairperson Daninger asked when these were anticipated to be completed. Mr. Lindquist stated the first thing would be the building and would be done before the first snowfall, fence posts would also be done this year and next year would be the driveway pavement and dust control. Chairperson Daninger asked if they have researched dust control and how often they need to put it down. Mr. Lindquist stated they would research this. Chairperson Daninger asked if they were still using the forty -foot tower. Mr. Lindquist stated they were not. Chairperson Daninger thought he would recommend they take down the tower as part of making the site look better. Commissioner Walton wondered what the tower was used for. Mr. Lindquist indicated it was used by the previous occupant for CB radio communication. • Regular Andover Planning and Zoning Commission Meeting Minutes —September 25, 2007 Page 5 • Commissioner Falk asked if lighting was required on this site. Mr. Lindquist stated it was not mentioned and thought the lighting was adequate for their site. Motion by Casey, seconded by Walton, to close the public hearing at 7:40 p.m. Motion carried on a 7 -ayes, 0 -nays, 0- absent vote. Commissioner Walton asked if the tower meet any kind of criteria where they can utilize it for cell tower antennae. Chairperson Daninger stated there was one adjacent to this area used for that purpose. Chairperson Daninger thought the applicant was being very cooperative with the improvements recommended. Motion by Walton, seconded by Kirchoff, to recommend approval of the proposed Conditional Use Permit subject to the conditions in the attached resolution with the requirement of deconstruction of the tower on the site. Motion carried on a 7 -ayes, 0- nays, 0- absent vote. Mr. Vrchota stated that this item would be before the Council at the October 2, 2007 City Council meeting. • WORKSESSION: DISCUSS TRANSPORTATIONPLAN UPDATE Mr. Bednarz reviewed the transportation plan changes with the Commission. He noted this plan follows the same format as the current plan. Commissioner Holthus stated the City north of Andover is Oak Grove and she wondered why it is not indicated to the north. Mr. Bednarz stated he noticed that too and it should be Oak Grove. Commissioner Falk asked on page ES3 under the Trail Plan, the second line stated, "gaps in the trail are important to close ". He thought it should read, "better to connect to existing trails ". Mr. Bednarz thought this was the intent and the words can be adjusted to fit his comment and read more easily. Commissioner Walton stated he did not see a lot of commentary about sidewalk and pedestrian traffic and he did not think trail traffic was the same. As they look at the expansion of Hanson and Crosstown he thought they needed to discuss in this section ways to get school kids to and from school safely. He wondered if they can mitigate this someway. Mr. Bednarz thought this was an excellent comment and under addressed in the plan. He stated the effort is to bring pedestrians to intersections that are controlled by a traffic signal. • Regular Andover Planning and Zoning Commission Meeting Minutes —September 25, 2007 Page 6 Commissioner Walton thought signal lights are an interim solution and he wondered if • they could discuss tunnels or cross over bridges so they avoid problems in the future. Commissioner Kirchoff stated Hanson Boulevard is a main artery for Andover and Anoka County and they keep developing along there and he wondered whose responsibility it will be to provide safe transportation. He wondered if they need to have this the responsibility of developing property owners to put up fencing or other options. He did not think it should be put upon the County. Chairperson Daninger stated his concern is the crosswalk north of the high school and he thought this should be looked at for improvements. Commissioner Holthus thought there were two other crosswalks that are very dangerous. The first is on 168 and Round Lake Boulevard and the other is 168 and Verdin Street, which brings children to the elementary school, and she thought there should be a flashing light indicating vehicles needing to stop for pedestrians in crosswalks. Chairperson Daninger thought the problems they were having were the crossings that were not at controlled intersections. Commissioner Casey thought this was a good idea because it is cheaper to be proactive rather than reactive. Commissioner Walton stated there were some hotspots that should be on the list. The • first one is Nightingale and Crosstown, second is Round Lake and Veterans Memorial Drive. He thought the latter would be a future problem as the area grows. Commissioner Holthus stated 161` and Verdin is identified as a hot spot and she was surprised it did not get an 'T" and actually received an "A ". Commissioner Kirchoff thought the wait at intersections was minimal in Andover compared to other areas in Minnesota. Commissioner Cleveland wondered if there is a hierarchy regarding hot spots and how do they determine what gets improved first. Mr. Bednarz reviewed the criteria they use. Commissioner Holthus asked on page 9, the notes that are written there is a question and she wondered if this was something that should be discussed. Mr. Bednarz stated the notes are staffs comments that will be addressed. The notes call for more detail as to what the wayside horn improvements are going to be. Commissioner Holthus stated on page 10, the sentence refers to "couple" and should probably be "two" if that is what is intended. Commissioner Walton stated he did not see any reference to accident data and he wondered if they have any of it and do they use it and rely on it. Mr. Bednarz stated they do use it and helps them to identify hot spot areas. He stated the information changes Regular Andover Planning and Zoning Commission Meeting Minutes —September 25, 2007 Page 7 • frequently and they do communicate with Mn OT and the County for updated information. He stated they did not see the value of adding the data because it goes out of date so fast. Commissioner Kirchoff stated on page 26 under principal arterials it lists Trunk Highway 242 and it no longer exists and was turned back as County Road 14 and he was not sure if it was still a principal arterial anymore. Chairperson Daninger stated there is also a referral to that Trunk Highway elsewhere. Mr. Bednarz stated they can go through the plan and adjust the name of that route. Commissioner Walton stated Map 26 that showed the completion bubbles and several already say complete and they are not but projected to be complete. He wondered if it would be helpful to put a note on when it is expected to be complete for other city review. Mr. Bednarz thought they could do that. The Commission discussed the TAZ map. Chairperson Daninger asked if the change to the crossings was so the horn does not sound. Mr. Bednarz stated that was correct. Chairperson Daninger asked regarding public transportation he asked for an interpretation . of the plan. Mr. Bednarz stated in terms of bus routes, the City is presently not serviced by Metro Transit except in the southwest edge of the City. He stated there was an extensive study done on this and the 2006 citizen survey included several related questions. The benefit was not found to justify the cost. Commissioner Kirchoff reviewed the study that was done regarding transit service in Andover. He stated there are other regional transit centers nearby in neighboring cities. He stated this is addressed in the plan, which can be revisited in the future if the need for it comes up. OTHER BUSINES& Mr. Bednarz updated the Planning Commission on related items. ADJOURNMENT. Motion by Walton, seconded by Casey, to adjourn the meeting at 8:37 p.m. Motion carved on a 7 -ayes, 0 -nays, 0- absent vote. • Regular Andover Planning and Zoning Commission Meeting Minutes —September 25, 2007 Page 8 Respectfully Submitted, Sue Osbeck, Recording Secretary TimeSaver Off Site Secretarial, Inc. • C I T Y O F DOVE 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.CI.ANDOVER.MN.US TO: Planning and Zoning Commissioners CC: Courtney Bednarz FROM: Chris Vrchota, Associate Planner V DATE: October 23, 2007 SUBJECT: PUBLIC HEARING Conditional Use Permit (07 -12) for a drive through at a proposed financial institution at 2121 Station Parkway NW. INTRODUCTION The applicant is requesting a Conditional Use Permit to construct a drive- through for the new credit union planned on the site. DISCUSSION As per section 12 -13 -3 of the Andover City Code, a drive - through is a conditional use in the General Business (GB) zoning district. The Conditional Use Permit (CUP) review process allows for the review of the planned design for traffic circulation, stacking, and potential impacts from noise and lighting on neighboring properties. The site is located east of the new Northgate Liquors location. Traffic will stack on the south side of the building, cycle through the drive- through on the east side, then circle around to the north side. Impact on neighboring properties will be limited, as the site is bordered by retail development to the west and north and a storm water retention pond to the east. There are townhomes across Station Parkway to the south, but because of the location of the drive- through lanes there should be no significant headlight glare to this area. Applicable Ordinances Chapter 12 -5 -6 B of the Andover City Code provides the following criteria for the issuance of a Conditional Use Permit: 1. In granting a Conditional Use Permit, the City Council shall consider the advice and recommendation of the Planning and Zoning Commission and: a. The effect of the proposed use upon the health, safety, morals and general welfare of occupants of surrounding lands. b. Existing and anticipated traffic conditions, including parking facilities on adjacent streets and land. c. The effect on values of property and scenic views in the surrounding area, and the effect of the proposed use on the Comprehensive Plan. 0 • 2. If it shall determine by resolution that the proposed use will not be detrimental to the health, safety, morals, or general welfare of the community, nor will cause serious traffic congestion or hazards, nor will seriously depreciate surrounding property values, and that said use is in harmony with the general purpose and intent of this title and the comprehensive plan, the City Council may grant such permits. Comparison of Proposal to Applicable Ordinances The proposal conforms to all applicable ordinances. Staff Recommendation Staff recommends approval of the proposed Conditional Use Permit subject to the conditions in the attached resolution. Attachments Resolution Location Map Letter from the Applicant Site Plan Elevations ACTION REQUESTED The Planning Commission is asked to recommend approval or denial of the proposed Conditional Use Permit. Res4Vrc t ed, Chris hot Cc: Minnco Credit Union, Attn: Steve Oien, 235 West First Avenue, Cambridge, MN 55008 CITY OF ANDOVER COUNTY OF ANOKA STATE OF MINNESOTA RES. NO. A RESOLUTION APPROVING THE CONDITIONAL USE PERMIT REQUEST OF MINNCO CREDIT UNION FOR A DRIVE- THROUGH ON PROPERTY LOCATED AT 2121 STATION PARKWAY NW, LEGALLY DESCRIBED AS: Lot 2, Block 1, Andover Marketplace East 2nd Addition, Anoka County, Minnesota WHEREAS, Minnco Credit Union has requested a Conditional Use Permit for a drive- through; WHEREAS, the Planning and Zoning Commission has reviewed the request and has determined that said request meets the criteria of City Code; WHEREAS, the Planning and Zoning Commission finds the request would not have a detrimental effect upon the health, safety, and general welfare of the City of Andover, and; WHEREAS, the Planning and Zoning Commission recommends to the City Council approval of the Conditional Use Permit request; NOW, THEREFORE, BE IT RESOLVED, that the City Council of the City of Andover hereby agrees with the recommendation of the Planning and Zoning Commission and approves the Conditional Use Permit for a drive- through on said property with the following conditions: 1. The Conditional Use Permit shall be contingent upon approval of a Commercial Site Plan. 2. The site shall conform in all ways with the Andover City Code and Andover Station Design Guidelines. 3. The Conditional Use Permit shall be subject to a sunset clause as per section 12- 14 -6 -D of the Andover City Code. Adopted by the City Council of the City of Andover on this _day of ' 2007. CITY OF ANDOVER ATTEST: Michael R. Gamache, Mayor Victoria Volk, City Clerk 0 a ZOea/ m + J m°m *Zoe Io0 (SOR I J MB 69[64 6sL64 (J J 002 T T R W J ° e9K ILK � aK 1 s °ZK zK mpg 96 L E \` y 96K � MR \ J M1 � 49K T Z9K � cc C`9 r 90a iS N3n m BLa Ka ova BILL z I 011vms . am z _ FT 0 I � !! �g « I 8 IS NLLHVA l 1 O elBt � 9�L w d z v z eta eza ch �' d J °m r � Sea esa zsa esa 60a Z9a C9a :am T °`a eLa / 4L8L a , Q Lea zea CBS "a / SOB sm MW \ °2 IS 3 Nil LBW MR OR SUZ +j(' w4z J 7, m SLK � 94K LZK 9iK RK 6tK OCR 8[K / 2qx .qm� MLZ gg � R OR / a 6Ba � oaa jp � 9ta is AAO 1 Lsa ova Bea �"su z 8 m ra \i _H Tay L 1S m ay z ' � �• Q,l°ttr 1 7 ' a� c ca 02 c t Q ,ae U ❑ U ° p ° > r Z F O W N ° O Z� J w w W x uu a Y t9 j ai N❑❑ a0 m Y E n 0 ° a :a a ZOea/ m + J m°m *Zoe Io0 (SOR I J MB 69[64 6sL64 (J J 002 T T R W J ° e9K ILK � aK 1 s °ZK zK mpg 96 L E \` y 96K � MR \ J M1 � 49K T Z9K � cc C`9 r 90a iS N3n m BLa Ka ova BILL z I 011vms . am z _ FT 0 I � !! �g « I 8 IS NLLHVA l 1 O elBt � 9�L w d z v z eta eza ch �' d J °m r � Sea esa zsa esa 60a Z9a C9a :am T °`a eLa / 4L8L a , Q Lea zea CBS "a / SOB sm MW \ °2 IS 3 Nil LBW MR OR SUZ +j(' w4z J 7, m SLK � 94K LZK 9iK RK 6tK OCR 8[K / 2qx .qm� MLZ gg � R OR / a 6Ba � oaa jp � 9ta is AAO 1 Lsa ova Bea �"su z 8 m ra \i _H Tay L 1S m ay z ' � �• Q,l°ttr 1 7 ' • 0 /J♦__ 03 October 2007 RECEIVED ff , N Mr. Courtney Bednarz ARCHITECTS City of Andover / City Planner OCT 4 2007 1685 Crosstown Boulevard N.W. Andover, MN 55304 CITY OF ANDOVER Re: Minnco Credit Union Proposed Branch Building Andover, Minnesota Condition Use — Drive through Minnco Credit Union is in the process of purchasing the east portion of Andover Station Outlot C East, (Lot 2, Block 1 Andover Marketplace East Second Addition). Minnco has been operating for over 70 years, and has over 16,000 members and four locations. The intent is to build a credit union branch with approximately 5,000 square feet on the Main Level, and approximately 1,000 square feet on the Lower Level. We are requesting approval from the City of Andover Planning Department for a Conditional Use Permit for a drive- through facility connected to this financial facility. Site/Parking The site is approximately 1.23 acres, and shares parking with the liquor store to the west next door. Currently we are showing 24 parking spaces, which exceeds the required quantity. The site will be landscaped consistent with the Andover Station guidelines, and compatible with the adjacent liquor store site. Lighting Illumination from the existing parking lot and street fixtures partially illuminate the site. The remaining areas will be lit using light fixtures that project the light downward. The fixtures will be both building mounted, and pole mounted. The pole- mounted fixtures will be compatible with those already in place in the parking lot. The drive up canopy will be provide enough illumination to provide security for ATM users, without providing a distraction for the residents to the south. Building Design The building is to have three lanes of drive up banking and a drive up ATM. Sound at the drive up will be controlled so that is doesn't affect the nearby residents. For purposes of familiarity and brand image, the building design is based on Minnco's recently completed North Branch location. The primary materials are stone and brick, with green synthetic stucco and prefinished metal accents. The preferred brick color, as seen in the photos, is very similar to that used on the Target store immediately east of the credit union site. The green synthetic stucco accent and prefinished metal will match the color of the metal on Jubilee Foods, and the tower tops on the retail building. If you have any questions or comments regarding any part of this narrative, please feel free to call. We look forward to working with you on this project. Michael F. Kraft HTG Architects • Enclosure E lJ / 1 I I / / o / D I � I / I � I I A I 3' 8 I lP I \ b I a I a I rn I � I a Z I I I I I I I I I I I I I I I I I I I I I i I I I I I � I I 1 I I I � I r 1 r 1 1 1 C> D r rn J� I A v b I I ! B I / � f / s o � / L-- - - - - -- O _ I V/A I I I I - t � � I ! ullding and p0rking setback — J/ m swFT PROJECT M 07197 MINNCO CREDIT UNION DATE: 10 -15-07 PROPOSED NEW BRANCH ANDOVER, MINNESOTA i / / / I 1 0 c ti 0 ti M a ti a b � A C m \ R m 00) Lt _ y i / / o / D m �, m / / Q / 3' 8 / m m He He Town Roe Eden Prairie, Eden 55347 t � � I ! ullding and p0rking setback — J/ m swFT PROJECT M 07197 MINNCO CREDIT UNION DATE: 10 -15-07 PROPOSED NEW BRANCH ANDOVER, MINNESOTA i / / / I 1 0 c ti 0 ti M a ti a b � A C m \ R m 00) Lt _ y i / / o / D m �, m / / Q / 3' 8 / m m He He Town Roe Eden Prairie, Eden 55347 Tel: 952278.8880 Fax: 952278.8822 ",l .----------------------- . --...------...---- - ~ .;r r. G~ "~ -- - 'i-- ' ~.;:- f.. ~.t'_ia~C~ _ ~ . . It ~~..:..-~. I - 1- . .." .. - A 0 • C I T Y O F N • 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.CI.ANDOVER.MN.US TO: Planning and Zoning Commissioners FROM: Courtney Bednarz, City Planned SUBJECT: Work Session: Second Review of Transportation Plan Update DATE: October 23, 2007 INTRODUCTION The attached draft of the Transportation Plan has been revised based on Planning Commission and City Council comments. DISCUSSION Staff provided the attached memorandum to the Engineering Department to summarize the Planning Commission's comments. The memorandum has been updated to show how those comments were addressed. Representatives from the Engineering Department will be at the Council Work Session this evening. They will try to have a representative at this meeting to answer questions. IS The suggested section regarding pedestrian safety was still being drafted at the time this report was printed. This section will be presented at the meeting. Please note that the gaps in page numbering in the plan represent areas where the maps will be located. ACTION REQUESTED The Planning Commission is asked to review the revised Transportation Plan and to make any additional comments they may have. Attachments Staff Memorandum Draft Transportation Plan Text 0 C I T Y O F ND OVE: 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755 -5100 FAX (763) 755 -8923 • WWW.CI.ANDOVER.MN.US TO: FROM: SUBJECT: DATE: Andover Review Committee (ARC) Courtney Bednarz, City Planner Planning Commission Review of Transportation Plan — September 25, 2007 September 26, 2007 INTRODUCTION This memo outlines the changes suggested by the Commission. DISCUSSION 1. The Commission felt a section of the plan should be dedicated to pedestrian traffic and crossings. Specifically, they felt the following should be addressed: • Safe Crossings along major roadways and intersections • Safe routes to school - school walk zones • Improvements to the Crosswalk along Crosstown Blvd near Sunshine Park I believe the city /county already have policies that can be incorporated into the plan. 2. Specific pedestrian crossing locations to be added as `hot spots' were: • 168 Avenue and CSAH 9 • 168 Avenue and Verdin Street NW Both of these under the safe route to school idea . Items 1. and 2. will be addressed at the meeting. 3. A table of contents and tabs for the sections of the plan are needed. These will be added when editing of the plan has been completed. 4. Additions to hot spot intersection list: • CSAH 9 and CSAH 20 (at 161" Avenue) • CSAH 9 and CSAH 20 (at 157 Avenue) • CSAH 20 and CSAH Verdin St NW The signals and turn lane improvements at CSAH 9 and CSAH 20 (at 161 Avenue) and CSAH 9 and CSAH 20 (at 157 Avenue) have been completed. These intersections have received the level of improvements warranted for the level of traffic that they receive. CSAH 20 and CSAH Verdin St NW is on the hot spot intersection list. 0 • 0 • 5. The executive summary should include a brief overview of transit and reference the location of more detailed information later in the plan. A sentence has been added to the executive summary. 6. Various word changes are shown on the attached pages. completed. 7. Provide a note for other city's review if intersection improvements that are shown as completed have not been completed at the time the plan is distributed for their review. This will be tracked and noted if the improvements have not been completed when the plan is ready for distribution. • 0 EXECUTIVE SUMMARY • The Andover Transportation Plan contains discussion and recommendations regarding various elements that affect the mobility of its' citizens. The goal of moving traffic efficiently and safely and, at the same time, providing more "comfort" in our communities brings together the many various elements used when analyzing transportation systems. The plan provides proposals that are deemed advisable to help guide the future development of the City of Andover. As with any plan, the transportation plan is a document that will require updating as situations develop in the future. This Executive Summary is provided to allow the reader a s of the major findings and conclusions of the plan. In 2003. Tthe plan has be was developed in conjunction with guidance and input of a project Technical Advisory Committee, staff of the City of Andover, and input received at public forums held during the course of the study. This update of the elan includes the same basic information with revisions described since the original elan. Many of the original plan's recommendations have been implemented since 2003. Study Elements The Andover Transportation Plan provides a review /analysis of various transportation elements that exist within the City of Andover. As sueh, Andover- #anspeAafien that has ever been . The study elements that are contained in • this attached plan are as follows: • Functional Classification of Roadways • Roadway Jurisdiction Review • State -Aid Mileage Analysis • Projection of Traffic Volumes • Provision of a Trails Plan • Transit Service Considerations • Access Management Guidelines • Discussion of Regional Transportation • Analysis of Certain Intersections • Analysis of the Future of the Hanson Boulevard Corridor • Analysis of the Future of the Crosstown Boulevard Corridor • Review of Rail/Public Street Crossings • Traffic Calming • Transportation Funding Sources Summation Of Major Recommendations The sWdy The Transportation Plan offers discussion and recommendations regarding many of the above listed transportation elements. In some cases, the plan proposes various recommendations that can be initiated immediately, such as adegtien e€—a updating the functional classification system of roadways. In other instances, the plan illustrates what Hanson Boulevard NW and Crosstown Boulevard NW should be with regard to provision of traffic lanes to accommodate future volumes. The report contains transportation goals and objectives and guidelines regarding such items as access management. The following provides a brief discussion of the major plan recommendations. 0 City of Andover ES 1 Transportation Plan • Functional Classification of Roadways The roadway system contains a hierarchy of roadways including arterials ( "A" and "B" minor) collectors, and local streets. The arterial system, which provides the backbone of the roadway system and those facilities that accommodate the highest volumes of traffic, include the following roadways: • Bunker Lake Boulevard NW • Round Lake Boulevard NW • Hanson Boulevard NW • Andover Boulevard NW • 7 h Avenue NW /Roanoke Street NW • Crosstown Boulevard NW • 161` Avenue NW • 157 Avenue NW Additionally, numerous existing and proposed roadways are designated as collector streets for purposes of accommodating existing and future trip projections. Roadway Jurisdiction/State Aid Routes . The repert elan presents a detailed analysis of Municipal State Aid (MSA) routes and provides recommendations for changes. Projected Traffic Volumes Projection of vehicular traffic volumes, to the year 2-020 2030 was prepared during this study. The projections indicate that most roads, with the exception of the arterials, will be able to accommodate future volumes with a two -lane roadway with exclusive turn lanes at most public street intersections. Arterial roadways, utilizing four -lane cross sections and intersection turn lanes will function within acceptable limits when considering the year 2020 2030 volumes. Special traffic volume assignments for the Rural Reserve Are ' and 2 were also prep during have also been updated as part of the std plan update to help indicate roadway requirements for those areas as based upon different land use densities. Corridor Recommendation — Hanson Boulevard NW The study plan recommends that Hanson Boulevard, in the future, will be required to be improved to a four -lane divided roadway from the south boundary of the City to 161 Avenue NW in order to accommodate the future volumes projected to utilize the roadway. From 161 Avenue to the north City Boundary, a two -lane roadway will be required. A 150 -foot right -of- way is recommended and access management techniques will be used. Access to the facility will be limited to selected existing and future streets in order to protect the safety and capacity of the roadway. City of Andover ES2 Transportrrion Man Corridor Recommendation — Crosstown Boulevard NW • The study recommends that the Crosstown Boulevard NW can retain its two traffic lanes, but some access management is proposed. The segment of roadway from Andover Boulevard NW to the south City limits should be converted to a two -lane roadway with a center two -way left - turn lane in order to safely serve the access in that area. The segment of Crosstown Boulevard NW in the vicinity of the Andover High School should contain a barrier median in order to improve safety along that roadway segment. Intersection "Hot Spots " The City of Andover has recommended a list of 13 14 intersections that should be reviewed to determine if traffic operations problems were evident, and if so how can the problems be solved. Of the 4-514 intersections, it appears that two a€ the intersections of Round Lake Boulevard NW with South Coon Creek Drive NW may require future signalization. and the hAmeefien of Hansen Beuleyafd v.4—h s ' W. All other intersections were deemed to be operating acceptably. Transit Planning Future transit planning for the City should include location of park n' ride lots to help encourage use of transit service when it is implemented in the future. The City of Andover has • recommended a fist of three locations in the urban area that would have that potential (see Section IV, Part F/Transit Plannina). Trails Plan The City should continue its present program of providing trails as new /existing roadways are provided. Gaps in trails are important to be connected elese and the tmils plan shewn in the repeft should be adepte which the elan has identified. Rail At -Grade Crossings I the As of j_h ,e ar - 20031 Currenth all public street crossings of the Burlington Northern Santa Fe rail twkage tracks s6H be are protected by gates and flashers. In the future, it would be a vast improvement if grade separated crossings could be provided at Bunker Lake Boulevard NW. A-vema-° N Rr These ° This is a long -range projects that should be pursued by the City and Anoka County. The railroad quiet zone has been implemented at Bunker Lake Boulevard NW. Wayside horns have been constructed at Andover Boulevard NW and horns are also planned for Crosstown Boulevard NW. A railroad quiet zone is also planned in 2008 for the crossine at CSAH 20 (161' Avenue NW). 0 City ofAndover ES3 Transportation Plan Access Management The management of access along the arterial and collector roadways is an effective way of protecting the capacity of a roadway and of improving the safety along a roadway. Access management guidelines for collector and arterial streets are provided in the s Fepe plan Traffic Calming The ability to calm traffic on residential streets can be accomplished through physical improvements or traffic control improvements. Some methods are mildly successful and more research needs to be accomplished to better determine the effects of traffic calming options. The transportation plan provides a discussion of various options. An engineering study of any problem perceived to be mitigated by traffic calming should always be conducted. Trafc Impact Studies A traffic impact study is a study of eaistine traffic and anticipated traffic conditions with • and without the traffic impacts of the development. This study should include proposed mitieation of impacts and resultine traffic conditions. There will be times that traffic studies will be required which may be dependent on the type and size of the development. General Recommendations • The Transportation Plan should be reviewed and updated approximately every five (5) years to further reflect changes in the community. • Intersection "hot spots" should be reviewed every 2 -3 years to address any safety or capacity problems that may develop. • The City should require the preparation of a traffic impact analysis for proposed new development. The type and size of development requiring the traffic impact analysis should be left to the discretion of the city engineer. Further detail regarding all of the analyses conducted is contained in the Transportation Plan which follows. 0 City of Andover ES4 rran ,Ooirjuon Plan I. INTRODUCTION • The City of Andover presents this Transportation Plan as a guideline to be used for the implementation of various elements of the City's transportation system. The studies and analyses p resented in the plan address each of the following: • Roadway System • Transit • Access Management • Rail Crossing Safety • Air Service • Trails System • Roadway Funding Potentials Within these tEmspei4ation modes, the transportation plan, analyses have been completed that involve the projection of traffic volumes, analysis of various potentially problematic intersections, analysis of Hanson Boulevard and of Crosstown Boulevard NW with regard to their ultimate cross - sections, as well as other identified traffic /transportation issues. staff per-safts have rvN4ewed these analyses in detail. The eensultants have also r-eeeived Vidanee -,1 rev G th T h 1 A .1.,:.. fy G... miittee (TAG f . Fr- th a _ p r -es se d p o The repeA plan which follows, provides the recommendations regarding the various transportation elements within the City of Andover. As with any plan, it is intended to be dynamic in that it will require review and revision as conditions in the City evolve and change. 0tv ofAndover Transportation Plan Y_ 0tv ofAndover Transportation Plan Wall : - - demand. D d l t C that Coun ...i: eep__, where City w . t-_ and 6. eestwes a a ra ... . .If _eat '1^ - - J r - 1' - appropriate, in the pFevision eFtl,° ..1..« ele 7 D et i nefeased el.. s di f e,,,.L otA the City. the : ar ,t „. of the e:t:.,e eF v eh e ...t a th t lies Provide g a sys taken A*deven. sideratien II. TRANSPORTATION GOALS, OBJECTIVES AND POLICIES Goal: Provide a safe and efficient transportation system that is cost effective and serves the existing and future access and mobility needs of the City Obiective• Ensure adequate internal and external transportation access and links for efficient movement of People and goods 0 City ofAndover Transportation Plan Objective: Provide a transportation system that enhances quality economic development within the Ci Objective: Provide a transportation system that meets the varied needs ofAndover residents Obiective: Consider the mobility needs of all persons in the planning and development of the transportation system Policies: • Provide for early and continuing citizen involvement in transportation planning and implementation of proiects • Provide a roadway system within a functional hierarchy that accommodates existing and future travel demands by providing the necessary design features to satisfy the roadway's intended use • Provide sufficient roadway capacity through the construction of transportation system improvements that accommodate existing and future demand • Require construction of transportation system improvements in coniunction with new developments when the need is created by the new development • Require payment for future transportation improvements as a part of development approval proportionate to the demand created by new developments • Ensure that all components of the transportation system are maintained and developed to the highest standards to insure against detrimental impact upon community growth • • Utilize the Capital Improvement Plan to schedule proiects that increase public safety by minimizing hazards and improving intersections and access points in need of safety improvements Goal: Provide a coordinated transportation system that is compatible with adjacent municipality, Anoka County, Metropolitan Council and State of Minnesota transportation plans Objective: Coordinate transportation planning and transportation system improvements with other government agencies to increase efficiencies Objective: Increase opportunities for funding of local transportation system improvements from federal, state and county funding sources Policies: • Coordinate grant applications and other funding requests, when appropriate, with neighboring municipalities, as well as state, regional and county agencies • Coordinate participation of Anoka County and adiacent cities, where appropriate, in the provision of Transportation Plan elements Goal: Provide multi -modal transportation options whenever and wherever feasible and advantageous 0 City of Andover Transportation Plan • Objective: Periodically evaluate potential ridership and feasibility of ioininz the Metropolitan Transit Taxing District to provide additional transit options for Andover residents Policies: • Identify locations for park and ride facilities and preserve the ability to implement these facilities in the future • Promote ridesharing and increased vehicle occupancies throughout the City Goal: Minimize impacts of the transportation system on the natural environment Objective: Ensure environmentally sensitive implementation of the transportation system throunk the planning_ design and construction of improvements Obiective: Consider the impacts of improvements to the existing transportation system on land use environmental, social, historic, and cultural resources Policies: • Adhere to best management practices and all components of the Implementation Plan during the planning construction and maintenance of the transportation system • Separate non - motorized traffic from arterial and collector roadways • Encourage joint parking facilities to conserve land _Goal: Enhance accessibility by providing an interconnected multi -use trail system Obiective • Provide an accessible trail system that links residential neighborhoods, commercial developments, and park areas _Objective: Utilize multiple fundinz sources to complete the regional and local trail s sv tems Obiective: Coordinate trail con struction with street improvement proiects, new development, expansion and redevelopment projects Policies: Maintain a map of existing and futur local and regional trails and coordinate trail planning construction and maintenance in the Capital Improvement Plan Fund regional trail system improvements adjacent to residential properties with trail fees collected from new residential develo state aid funds and federal funds where eligible for such fundin 0 City ofAndover Transportation Plan • Require regional trail construction adiacent to commercial and industrial properties, • where shown on the trails plan, in coniunction with development, expansion and redevelopment projects • Require local trail construction adjacent to residential, commercial and industrial properties, where shown on the trails plan, in coniunction with development . expansion and redevelopment projects • Develop trails in accordance with the American Association of State Highway Transportation Officials (AASHTO) standards • Coordinate trail and sidewalk improvements, where appropriate, with Anoka County and neighboring cities III. EXISTING CONDITIONS The development of a Transportation Plan begins with the collection and review of various data, which can be denoted as existing conditions. These existing conditions, or characteristics, provide the base upon which the system plan is then built. This chapter provides information on certain existing conditions NN 4t . regard to the tFaaspeF ie sy6 = that has have been reviewed during the preparation of the Transportation Plan developmer . A. Roadway Jurisdiction The Andover roadway system consists of County roads, County State -Aid Highways (CSAH), Municipal State Aid (MSA) facilities and local City streets. There aren't any State of Minnesota highways in the City of Andover. A map indicating the roadway jurisdiction • is contained on Figure 1. B. Roadway Functional Classification The functional classification of roadways in the City of Andover consists of the following types: • `A' Minor Arterials • `B' Minor Arterials • Collectors • Local The functional classification system will be reviewed and discussed as part of the Transportation Plan. The existing functional classification system is illustrated on Figure 2. C. Existing Traffic Volumes The most recent daily traffic volume information for the primary roadways in Andover was obtained from various sources including State and County traffic flow models and maps and the City of Andover. The most recent 2( OM daily traffic volume information is provided on Figure 3. D. Trails There are a number of existing trails, both on and off road, in Andover. In addition to these existing trails, the City has a trails plan that is designed to expand upon the availability of • City ofAndover 5 Transportation Plan trails for use by the residents of the City. The City d existin Trails Plan, whieh wil be evalu4ed a . at4 of the Tr aaspei4a ti e P� is shown on Figure 4. E. Transit Service Andover lies outside the former Metropolitan Transit Taxing District, and so does not have any fixed route transit services. Several Two routes touch the southwestern corner of the City, traveling along Bunker Lake and Round Lake Boulevards. These are routes 8N, 850 and 851 and 852. Paratransit services are provided by the Anoka County Traveler. Door to door dial -a -ride services are available Monday through Friday in the AM peak (6:30 - 8:30), noon hour (11:30AM — 1:30PM) and PM peak (3:45PM — 5:45PM) periods. Reservations can be made between the hours of 8:OOAM and 5:OOPM, seven days a week, up to four days in advance of the trip. The Traveler a-ver-aged 159 dial a fide passenger- tfips per- mefl4h in Anadever- ever- a seven meffth per-ied in late 2001 and ear4y 20 provided a total of 2,330 passenger trips in the City of Andover in 2006. 947 passengers were picked up in Andover and 1,383 passengers were dropped off in the City. 0 City of Andover Transportation Plan There are no park- and -rides or transit centers in Andover, although there are a number of • Andover residents using park- and -ride facilities along Highway 10 to access service to Minneapolis and along I -35W to access service to St. Paul. Current regional Park- and -Ride lots near Andover include: • n t r 1 3v d D v rat,.,. a, etFeet and Fee -est Avenue (no bus ce. ee) • Anoka — Garfield Street and 7th Avenue • Blaine — Northtown Shopping Center Transit Hub — 85th Avenue and Jefferson • Blaine — Oak Park Plaza — 109th Avenue and University Avenue • Blaine — Park of Four Seasons — 113 00 Block of University Ave. NE • Blaine — Blainebrook Bowl — Paul Parkway and Highway 65 • Blaine — 95th Avenue and I -35W r��ess`i • Eeen Rapids 3 W Pest 9625 1919 Coon Rapids BW t • Coon Rapids — MTC Park & Ride - Foley Blvd — Between Coon Rapids Blvd and East River Road near Hwy 610 • Eeen Rapids Coen Rapids Eetuttr3Store Crooked r an d C,. R Bl • Coon Rapids — Northstar Commuter Coach Riverdale Lot — Northdale Blvd. • East Bethel — Hwy 65 at County Road 24 (no bus service) En Ri ver- u t 69 Q. Se heel et.e T� W ( b se .. ie I1C yTOp��['p7TJC17VR00Z ORGV. .. � .... ......, .......� • Elk River — Northstar Commuter Coach Park- and -Ride — Hwy X910 on 171 st Ave NW • Fridley — St. Phillip's Lutheran Church — Hwy 65 and W. Moore Lake Drive • Fridley — Walgreens — University Ave. and Mississippi St. • Ramsey — 143 and Ramsev4W& Municipal Building — Vicinity of Armstrong Blvd. And Highway 10 In the event that transit services are expanded into Andover, the City has been discussing and examining future locations. Major north -south commuting routes, such as Hanson Boulevard NW and Round Lake Boulevard NW, and east -west routes, such as Bunker Lake Boulevard NW should be examined for potential Park - and -Ride locations. #I�B9T Ramsey. it eiEpeeted 4ha4 this lot would be eenstfue4ed in 2003. , has pr-epe-sed an F. Rail System The Burlington Northern and Santa Fe Railroad operate on a rail track that is situated in a north/south direction in the eastern part of the City. According to data provided by the MnDOT Office of Freight, Railroads, and Waterways, there are an average of 4-314 trains per day on this rail line operating at a maximum train speed of 50 miles per hour. 0 City of Andover Transportation Plan • There are six (6) railroad grade crossings with public streets in Andover. There are also four (4) private crossings in the City. The public street crossings are with the following roadways: • Bunker Lake Boulevard NW • Andover Boulevard NW • Crosstown Boulevard NW • 161 Avenue NW • Ward Lake Drive NW • 181 Avenue NW All crossings are presently controlled by flashers, gates, and bells. Wayside horns will be installed at Andover Boulevard NW in 2008. A median was constructed in 2007 to meet the Railroad Ouiet Zone requirements at Bunker Lake Boulevard NW. Wayside horns are being considered at Crosstown Boulevard NW in 2008 along with a Railroad Quiet Zone at 161" Avenue NW. The data provided by MnDOT indicates that there has have not been any rail crossing accidents in the last five years in Andover. MnDOT establishes the type of crossing protection on the public streets and has a process that involves variables such as train and vehicular volumes, speeds, sight distance and number of tracks in order to determine the crossing types. The controls appear to be correct for those crossings in Andover. MnDOT works with cities in the event that a request for crossing review or improvement is presented by the City. • G. Crash Data FT« ..t..ti This dat s ted F th fe F d h data Tl, d ata was ...... e .. ,.«.. e . a .. e ., «� e r- e .. e«t �.. s e eva l ua ted "tl. high .. 'de 1 et: s bei mapp ed Tl.e L. gh i e depA l tions. are o r-trffed on L';..,,.... C a the ., m be fs eF deer- a s ed a e ide r A s n «eill,.st ted e« L';........ !. Data regarding reported crashes in Andover can be obtained from the Minnesota Department of Transportation and /or through the Anoka County Sheriffs Department as crash data changes very rapidly. If crash information is necessary to evaluate a particular location, the City will obtain the necessary information from MnDOT and/or the Anoka County Sheriffs Department. H. Air Service There are no airports within the City of Andover, nor are there any airports in near enough proximity to cause an effect with regard to airport runway clearances and land use designation. I. Intersection "Hot Spots" One element of the study i neluded includes an ongoing study of fifteen (15) eleven (11) intersection "hot spots ". These locations were chosen originally by the Technical Advisory Committee (TAC) following a review of the volumes and crash data as well as the receipt of input from City staff and from the public. The intersection "hot spots" selected did not include some intersections that handle higher traffic volumes. These Some of those • intersections had have been analyzed, or will shell be analyzed by Anoka City ofAndove Transportation Plan County Highway Department as they are on the County system This analysis is • anticipated to be within the next couple of years These intersections were selected based on the history of each location and not on anticipated issues in the future. • • City of Andover 10 Transportation Plan • The intersections that were selected for traffic operation analysis are as follows: • Bunker T ake Boulevard and S r-e Ct«_et /G t.. D a l, yay A • Bunker Lake Boulevard NW and Crooked Lake Boulevard NW • Bunker Lake Boulevard NW and Marigold Street NW Stet;°.. P an d TI. - et«eet Hanson Beulevmd And 110 1 Ane N.W. • Crosstown Boulevard NW /Crosstown Drive NW and 139 Avenue N.W. • Crosstown Boulevard NW and South Coon Creek Drive NW • South Coon Creek Drive NW and Round Lake Boulevard NW • Crosstown Boulevard NW and Nightingale Street NW • Crosstown Boulevard NW and Prairie Road NW • 159' Avenue NW and CSAH 7 • CSAH 7 and 165` Avenue NW (East) • 161 Avenue NW and Verdin Street NW • Andover Boulevard NW and Prairie Road NW • Hanson Boulevard NW (CSAH 78) and 161 Avenue NW (CSAH 20) • Nightingale Street NW and 161 Avenue NW (CSAH 20) The existing conditions operations analysis is presented in the following chapter. The locations of the 4-511 "hot spot" intersections are shown on Figure J 5. I Study Corridors The Transportation Plan stud} also involves a more detailed assessment of two- retttes 'thi th e Cit y. As s the ease . the n 4e ee +; '%et spots" s ele ct fie the TAG ..A - Hanson Boulevard NW (CSAH 78) and Crosstown Boulevard NW menu 1 8) a s a r e the -e t_ t ___ _ - - d evaluation The purpose of the evaluation was to identify what the roadway sections should look like in order to accommodate the future traffic volumes. These analyses are discussed in a subsequent chapter. Hanson Boulevard NW North of Coon Creek to 181 Avenue NW The Hanson Boulevard NW corridor is presently functionally classified as an `A' Minor Arterial roadway in Andover. d d d t l ane roa tb >+ t t the n2-rth border- o f tho_CAy Daily Veluffies are in exeess of 15,900 seu4h of Buakei-- bake Bealevafd 16.000 north of Coon CFee4i LJ City of And over 13 Transportation Plan roadway to the north border of the City. Daily volumes are currently in excess of 21,000 near Bunker Lake Boulevard NW and taper off to a volume sliebtly in excess of 5,400 at the north City boundary. Hanson Boulevard NW contains an interchange • with State Highway 10 south of the City, which makes this an attractive home wer-k tFip route for Andover and Coon Rapids residents. • City of Andover 14 Transportation Plan Crosstown Boulevard NW from 133 Avenue NW to the Easterly Border of Andover Crosstown Boulevard is a designated LW "A" Minor Arterial roadway that basically contains two travel lanes throughout the City. Crosstown Boulevard NW is a route that meanders 4&augk from the southeast segm southcentral to the northeast part of the City, sometimes oriented north -south, sometimes east -west, and sometimes as a radial route. The volumes along the route are not eywessive generally i the range of 6,000 vehicles per d from 10,000 to 16,000 vehicles per day south of Andover High School and ranee from 5,000 to 7,500 vehicles per day north and east of Andover High School Volumes on this route are also expected to increase in the future as the City further develops and as the High School keeps adding students. IC Traffic/Transportation Issues was - SOU0 r -S wig E)f inp came €Fem City Staff-, the TAE, and some 4••« th ..,,blie as ..t f A brief s ynops i s of th i ssues :.l°.. ifie l at the f;mt PH r r °n house is provided b e l e . The following are various transportation issues that should be addressed: r. RIMS NOWN Inge A bike /walk path trail along a portion of South Coon Creek Drive NW- end-aleng G stemm BeulevaF west of Crosstown Boulevard NW and a trail on the west side of Cross Boulevard NW betw South Coon Creek Drive and Andover Boulevard NW is needed to eemeet t° t he path a4en provide a safe route to the high school for residents. South G oon Creek Pr-ive v411 be paeted by the new ter° n^ of r th hi se-heel. 14 1 .i L. spee ding . fa ble.,..... ;t T,R .l 1. f'.....tag _,...ds ins F it th ese r-ea esom t Ena high ways. Thi n tu=n s tays a way ffe sto lights and dangerous ur&eplated in4er-seefiens-. I 1 City of Andover 16 Transportation Plan imumm rims mg Pro -7--en rmorp. ins ols%F-wWwr • Traffic is backed up 4 -5 times per day by trains crossing Bunker Lake Boulevard NW. All streets in Andover that have rail crossings are hampered by the trains. ._ .. ■ .: . , Nightingale Street NW intersects Crosstown Boulevard NW at an odd angle and there is more foot traffic with the school. Traffic needs to travel slower. • There is a need for a bike trail along Andover Boulevard NW -east-e€ between Hanson Boulevard NW and Prairie Road NW IV. STUDY ELEMENTS ANALYSIS/RECOMMENDATIONS This chapter presents results and recommendations for the transportation elements that have been analyzed during the preparation of this Transportation Plan. A. Roadway Jurisdiction/MSA Routes The State of Minnesota, through the gas tax and license fees, collects funds to be used to construct and maintain the State's transportation system. Most of the funds collected are distributed for use on the State's Trunk Highway (TH) system, the County State Aid Highway (CSAH) system and the Municipal State Aid Street (MSAS) system. Of the funds available they are distributed 62% TH, 29% CSAH and 9% MSAS. When a city's • City ofAndover 17 Transportation Plan population goes above 5,000 they become eligible to receive a portion of the MSAS funding. When this happens, the city develops a State Aid Street system. The MSAS system can include existing roadways as well as future roadways. In order to develop the City's State Aid system, the total mileage of all roadways within the City is computed. The mileage that the City can designate for their State Aid system is 20% of the total roadway mileage. As development occurs and new roadways are constructed, the total mileage increases, and therefore, the total State Aid mileage will also increase. Knowing that the mileage will increase in the future, it is wise to plan where that mileage will be applied. The City of Andover has a MSAS system in place and has been using State Aid funds for roadway maintenance and construction. As part of this Transportation Plan, anew an undated City collector system has been developed identified Generally the collector roadways are the routes that are designated as State Aid Streets. The following section of this plan will look at the City's existing MSAS system and make recommendations regarding system revisions. This will include removing some existing routes, designating new routes and planning for future designations as the City's state aid mileage increases. The following recommendations are based on developing a State Aid system that provides continuity of all routes through the City. The emphasis is placed on developing north/south and east/west routes at uniform spacing throughout the City. These routes can include trunk • highways and County Roads, which may not be part of the City's system, but provide continuity for the traveling public. The proposed and existing State Aid Road designations are discussed below and are illustrated in Figure 8 6. Turnbacks from Anoka County There are two county roads located within the City that have been discussed as potential turnback routes. Anoka County would release these roadways into the jurisdiction of the City. When this happens, the City will be allowed to add these routes to their State Aid system. These routes will be added to the City's existing state aid mileage, increasing the overall city system. Each year the City will calculate the total mileage of roadways, take 20% of those miles and then add on the turnback miles. This allows a City to take a roadway from a county and receive additional state aid funding to maintain it. The two roadways are: • County Road 59 (Verdin Street NW) (approximately 2.45 miles) o From 181s ` 161" Avenue NW (CSAH 20) to 161st T.AI 181" Avenue NW (County Road 58) • County Road 158 (165th Avenue NW) (approximately 0.65 miles) o From 7 th Avenue NW ( CSAH 7) to Valley Drive NW (County Road 58) These additions would add approximately 3.10 miles to the City's current MSAS system. 0 City ofAndover 18 Transportation Plan Existing MSA Routes to be Removed With the changes to the Collector Street system, there are some roadways that were designated as State Aid routes but that do not improve the overall north/south or east/west continuity of the entire roadway system. Also, with the addition of other future collector streets, additional mileage is needed to apply to those routes that do provide the desired continuity. MSA Rj:outes that are designated on county roads may also be candidates for removal. There may be reasons for designating county roads on the City's system but generally this is not done because the county constructs and maintains those roadways. The routes a a listed ele Routes to be removed will be analyzed on a year to year basis. is City of Andover 19 Transportation Plan _ _ _ mmmmW • i k i • _• i _ r_ Future Municipal State Aid Street Designations The function of the State Aid street system within the City is to provide for the movement of vehicles along a collector type system to the arterial roadway system. It also can provide for the movement of vehicles along non - arterial corridors within the City. It is desirable to designate roadways in a grid like pattern to allow for the north/south and east/west movement through the City. In ox4e t hi s gr a the e additions to th et°ta A id system are reeoF •neadea: New routes will be analyzed on a year to year basis. e Fr-em P D t r 1niy -s ity Ave CIF 37 .1' St t 1�1TTT ( t °l..'1 1 n .hi • �crczrrr -vsrc ° ccr�� -- �rsPPxvt .. ..... .........� e T 161st A _ _ _ NlTT t S n G k r crccxc ax x r e f 1 u City of Andover 20 Transportation Plan N d + pe t new ee + + + s as +' dd' s to the Q+., +e A:d .stem These are: 175th Ave. NW te be designated as a State Aid mute, XeeR StFeet would alse have to be -a State Aid r .. +e Existing MSA Routes to be Revised Th 1 +' F some o f th e ex i s ting design State Aid reutes has been s hould a • follows At this point, no routes are proposed to be revised. If routes are to be revised in the future to + h e a •:,. fr og stat aid system there are additional factors that need to be considered. Prior to removing a route from the system, the City must determine if State Aid construction funds have been used on that route over the past 20 years. If so, the City will have to pay back a prorated amount of the construction funds to remove it from the system. Depending ei} Determining where and when those funds were spent will be necessary to justify removal of the MSA designation. Note: Although the City may plan to designate a future roadway to the State Aid system as outlined within this plan, this designation does not have to occur immediately. The City may not have enough mileage to provide for the designation. As the City grows and additional road mileage increases, the City will gain additional mileage for future dedication. Upon receiving enough mileage, the City can designate a fixture roadway • to the Municipal State Aid Street system. City ofAndover 22 Transportation Plan B. Roadway Functional Classification System roa > 1,1 be pee f . �b w ith .. o,.,._ a _w a t t w it h in an tI �th City. The inten Y of a functional classification system is the creation of a roadway hierarchy that collects and distributes traffic from local roadways and collectors to arterials in a safe and efficient manner. Such classification aids in determining appropriate roadway widths, speed limits, intersection control, design features, accessibility and maintenance priorities. Functional classification also helps to ensure that non - transportation factors such as land use and development, are taken into account in planning and design of the roadway system. A balanced system is desired, yet not always attainable due to existing conditions and characteristics. The criteria of the functional classification system are intended to be guidelines and are to be applied when plans are developed for the construction or reconstruction of a given classified route. However, the guidelines may not be strictl adhered to if the factors involved in a particular situation wa rrant an alternative approach. >, _ y have a:f'c fee a...,..:.,.,1 lassif:..t:.,asz Some roadways, for a short ....�.._._...,.._.... w, .... �--- -_____ _______ _ - - - -- --_-'------ -- segment, may carry higher volumes than a roadway with a higher classification. Spacing guidelines may not follow recommendations for a variety of reasons such as topography, land use type and density, and environmental concerns. The two major considerations in the classification of roadway networks are access and mobility. Mobility is of primary importance on arterials, thus limitation of access is a necessity. The primary function of a local roadway, however, is the provision of access, which in turn limits mobility. The extent and degree of access control is a very important factor in the function of a roadway facility. The functional classification types utilized are dependent upon one another in order to provide a complete system of streets and highways. Th 1 t' hi Y o f f t' 1 1.. f ntio,4 i: .. r-e a a f d t.. tfa ffi..mobility .. an d 1 is shown en Pgure 9. A complete functional design system provides a series of distinct travel movements. Most trips exhibit six recognizable stages. These stages are as follows: • Main movement • Transition • Distribution • Collection • Access • Termination As an example, Figure 4-9 7 depicts this hierarchy of movement by illustrating a hypothetical trip using a freeway, which comprises the main movement When the vehicle leaves the freeway, the transition is the use of the freeway ramp at a reduced speed. The • vehicle then enters the moderate speed arterial, the distribution function, to travel toward a neighborhood. From the arterial the vehicle enters a collection road. City of Andover 23 Transportation Plan Then a local access road that provides direct approach to the residence or termination point. Each of the six stages of the trip is handled by a facility designed specifically for that function. Speeds and volumes normally decrease as one travels through the six stages of movement. It must be recognized that all intermediate facilities are not always needed for various trip types. The character of movement or service that is provided has a function, and these functions do not act independently. Thus, the number of movements in the travel categories, more mevements become consistent with function and the classification of that function. Principal Arterials Principal Arterial roadways serve major activity centers, higher traffic volumes, longer trips and carry a higher proportion of total urbanized travel on a minimum of mileage. Along these facilities, access needs to be limited in order to preserve the ability of the roadway to accommodate the volumes and to maximize safety. Spacing vanes from 2 -3 miles for a fully developed area to 3 -6 miles for a developing area. The management criteria require that a 40 mph average speed be achieved during peak traffic periods. Also, little or no direct land access should be allowed within an urban area. Grade separated intersections are required for freeways and highly desired for other principal arterial roadways. Currently, there are no principal arterials within the City of Andover. Regionally, TH 10, TH 169, T-14 24 2 County Road 14 (between TH 10 and TH 651 and TH 65 are principal arterials. Minor Arterials Minor Arterial roadways connect the urban service area to cities and towns inside and outside the region and generally service medium to short trips. Minor Arterials may also provide an alternate route for congested Principal Arterial roadways. Minor Arterials connect principal arterials, minor arterials and connectors. The spacing ranges from '/4 to 3 /4 of a mile in metro centers to 1 -2 miles in a developing area. The desired minimum average speed during peak traffic periods is 20 mph in fully developed areas and 30 mph in developing areas. The emphasis for Minor Arterial roadways is on mobility rather than on land access. In urban areas, direct land access is generally restricted to concentrations of commercial/industrial land uses. Minor Arterials can be broken down further into `A' Minor and `B' Minor Arterials. `A' Minor Arterials have less emphasis on land access than `B' Minor Arterials. This allows `A' Minor Arterials to become eligible to compete for Federal funding. Currently, there are €eur two `B' Minor Arterial roadways within the City of Andover: r .,.,.,..,. Boulevar -d NW, I TT Avenue NW (CSAH 20) between County Road 7 and Round Lake Boulevard NW Ge—u and 161" Avenue NW (CSAH 20)ff -& d 29 between Round Lake Boulevard NW(CSAH 9) and Hanson Boulevard NW . These `B' Minor Arterial roadways provide connections to the surrounding cities of Ham Lake, Oak Grove, Coon Rapids and Ramsey. There are currently three five `A' Minor Arterial roadways within the City of Andover: Hanson Boulevard NW, Round Lake Boulevard NW and Bunker Lake Boulevard NW portions of • City ofAndover 26 Transportation Plan Crosstown Boulevard NW and portions of 161 Avenue NW These `A' Minor Arterial Roadways provide critical connections to the Principal Arterial and Interregional Corridor systems, which include TH 10, TH 65, TH 169 and TL County Road 14 (between TH 10 and TH 65) 0 C� City ofAndover 27 Transportation Plan Collector Streets Collector Streets provide more land access than arterials and connections to arterials, although not in all cases. As is the case with any roadway system, there will always be exceptions to the planning guidelines that are used to classify a roadway system. Collectors serve a dual function of accommodating traffic and provision of more access to adjacent properties. Mobility and land access are equally important and direct land access should predominately be to development concentrations. For collector streets that have 2,500 ADT or less the street would be considered a minor collector street and direct land access would be allowed. For collector streets that would have ADT's higher than 2,500, the street would be considered a major collector and direct land access would be restricted. Collectors generally connect to minor arterials and serve short trips. Spacing for collectors range from 11 /4 to ' /4 miles in a fully developed area to %2 to 1 mile in a developing area. m th th Cit y -on A n d over-, f A n d over- R 1 fd i s tl el . G e ll ee t er- roa J b w ill lik be .e as a "R„ Mi ,._; e_ A.hal r i tl.e ire. In order to provide a network consistent with the spacing guidelines for a developing area; several local streets throughout the City will need to be reclassified as collectors and some new collector roadways will need to be constructed. This reclassification could require the reconstruction of the Local Streets to meet the recommended roadway widths and design features of a Collector Street. Such reconstruction, when warranted due to street conditions, may or may not provide a wider street section. Local Streets 0 The lowest classification of roadways is the local roadway where access is provided with much less concern for control but land service is paramount. Spacing for local streets is as needed to access land uses. Local roadways generally have lower speed limits in urban areas and normally serve short trips. Local streets will connect with some minor arterials but generally connect to collectors and other local streets. The development of local streets will be guided by the location of the existing and proposed minor arterials and collectors as well as by development and the expansion of local utilities. Recommendations The Anoka County and the City of Andover made changes th h eee.._..ea bele since the original transportation plan was approved in 2003 The proposed functional classification system is shown on Figure 14 8. luixg the th e f-. t' 1 1 'f.eet;e.. s J that stef .nt we .. r .ended by the A..& T .. faas peta6e.. Dl T li 1 A a Ge.... n i#ee !T A r+l vvrT �rrarrrccc.. � �.....�. • City ofAndover 28 Transportation Plan 0 • City ofAndover 29 Transportation Plan • C. Projected Traffic Volumes Eire Two sets of traffic volumes have been prepared which illustrate L96sting 2005 and projected year 2029 2030 volumes for the City of Andover which are shown on Figure 9 . The • • / / • / \ WIN • • _ Noon / • / \ / ■ Land Use Scenarios The 24W 2005 Existing volumes are taken directly from counts by the Minnesota Department of Transportation (MnDOT). MnDOT gathers the raw traffic volumes from the City and uses minor adjustments (determined by when the count was taken, such as month and day) to present an Annual Average Daily Traffic volume. The 2029 2030 Base projections add 20 25 years of general traffic growth_ plus speeifie +1. A un d ever- S t i i r,...+t, d ev el,... m e„+ +„ the existing volume Historically, traffic on most roadways increases over time, with or without specific development on that roadway. To account for this general increase in volume, various factors, such as the State - Aid 20 -year growth factor, historic growth over the past 10 years, roadway location and importance, were examined for the roads in Andover. Based on that information, volumes were projected to increase from one to four percent per year. • City of Andover 30 Transportation Plan • • _ • • / / • / \ WIN • • _ Noon / • / \ / ■ Land Use Scenarios The 24W 2005 Existing volumes are taken directly from counts by the Minnesota Department of Transportation (MnDOT). MnDOT gathers the raw traffic volumes from the City and uses minor adjustments (determined by when the count was taken, such as month and day) to present an Annual Average Daily Traffic volume. The 2029 2030 Base projections add 20 25 years of general traffic growth_ plus speeifie +1. A un d ever- S t i i r,...+t, d ev el,... m e„+ +„ the existing volume Historically, traffic on most roadways increases over time, with or without specific development on that roadway. To account for this general increase in volume, various factors, such as the State - Aid 20 -year growth factor, historic growth over the past 10 years, roadway location and importance, were examined for the roads in Andover. Based on that information, volumes were projected to increase from one to four percent per year. • City of Andover 30 Transportation Plan g ener- ati en ra tes Gem the Institute of Ranspe.tat:en E lTTL'\ daily t. f f e . assigned te eaeh developmefft and then distfibtAed to the roadway systefa. The 2020 Base � n pro th m bi f ..t: e of g e e ..1 t ffi.. r-ey 1. .,.1 Ando ., Sttien 1.Te..t1. d e velo pm ent t f e added to the e :st:n..volumes. The existing and year 2829 2030 base proiected volumes are shown on Figure 44 9. The projected traffic volume information is used to test the ability of the proposed roadway and land use plan to accommodate the future volumes. For purposes of this planning analysis, the daily capacity volumes that are published in the Anoka Couffty TfaaspeAn Ulan prepared in 1998 are used in the metro areas are as follows:. The dail y eapaeit volumes used are as fellews! Two Lane Rea ay 12 ,5500 F f Lane Roadway 21 uF Lane Divided 32,00G) Two -Lane Roadway with Left and Right Turn — 21,250 Four -Lane Roadway with Left and Right Turn - 35,600 The planning capacities utilized will vary due to actual operations along any roadway. Many factors influence a roadways capacity such as number and locations of signals, number of access drives, roadway alignment, percentage of trucks on the facility, and other factors. There are four lane divided roadways that accommodate 40,000 vehicles per day and two -lane roadways that have been able to accommodate 15,000 to 20,000 vehicles per City of Andover 31 Transportation Plan sour OWN The projected traffic volume information is used to test the ability of the proposed roadway and land use plan to accommodate the future volumes. For purposes of this planning analysis, the daily capacity volumes that are published in the Anoka Couffty TfaaspeAn Ulan prepared in 1998 are used in the metro areas are as follows:. The dail y eapaeit volumes used are as fellews! Two Lane Rea ay 12 ,5500 F f Lane Roadway 21 uF Lane Divided 32,00G) Two -Lane Roadway with Left and Right Turn — 21,250 Four -Lane Roadway with Left and Right Turn - 35,600 The planning capacities utilized will vary due to actual operations along any roadway. Many factors influence a roadways capacity such as number and locations of signals, number of access drives, roadway alignment, percentage of trucks on the facility, and other factors. There are four lane divided roadways that accommodate 40,000 vehicles per day and two -lane roadways that have been able to accommodate 15,000 to 20,000 vehicles per City of Andover 31 Transportation Plan day. The capacities used in this analysis are appropriate for these planning level reviews. 40 Lr 0 City of Andover 32 Transportation Plan Most of the T he othe roadways in the City should be able to function acceptably as two - lane facilities as long as good access management is practiced along these arterials and collectors streets The projected volumes were conducted using existing zoning density and metfe area X 3.0 units Der net acre for the Rural Reserve Areas 1 and 2. The reasons for these projections were to determine if the roadways in the immediate vicinity of each e€ these Rural Reserve Areas would need to be upgraded when comparing existing zoning to the metro area density considered in the volume projections. The density is not a land use recommendation; it is merely used to test certain area roadways as to their ability to accommodate the generated volumes. In all cases, the roadway systems adjacent to the rural reserve areas would not need to be upgraded as long as right and left turn lane improvements are provided in order to serve the vehicular demand generated by the increased density considered in the volume projections. For inst ee, when eeasid° -i ^ Roadways adjacent to the Rural Reserve Area 47, (Round Lake Boulevard NW and 161 Avenue NWLwill need to be four -lane roadways under either traffic assignment scenario. All other roadways in the immediate area will function acceptably as two -lane roadways including the proposed east -west and north -south collectors in this area. Turn lane improvements will be needed to access the Rural Reserve once entrance /egress locations have been identified. Review of the volume projections indicates that the expansion of existing transportation routes to provide four lane roadways would be appropriate for the following facilities in Andover. • Hanson Boulevard NW from 139 Avenue NW to 16 I S, Avenue NW (Divided) • Round Lake Boulevard NW from 150 Lane NW to North City Boundary (Divided) — Through the entire City • 7 th Avenue NW from South City Boundary to 157 Avenue NW (Divided) • 7 th Avenue NW from 157 Avenue NW to North City Boundary (Undivided) • 161 Avenue NW from Round Lake Boulevard NW to Crosstown Boulevard NW (Undivided) • Bunker Lake Boulevard NW from Hanson Boulevard NW to East City Boundary (Divided) City ofAndover 36 Transportation Plan D. Intersection "Hot Spots" There were 15 are 14 intersections seleet by the T eeh n ieei n dA Ge,,,...W '° that are considered potential "hot spot" intersections. These intersections were are listed in Chapter III — Existing Conditions section of this report. The City of Andover recognizes that the traffic conditions at these and other intersections change over time and such intersection review and analysis needs to occur approximately every two years. Analysis of the intersections involves the calculation of the Level Of Service for the intersection approaches. None of the intersections analyzed are controlled by traffic signals. Two intersections, Andover Boulevard NW with Prairie Road NW and Crosstown Boulevard NW with Prairie Road NW are under all -way stop control. The other intersections are controlled by stop signs on the minor street(s) approaches. Level Of Service is a measure of how well an intersection is operating. In order to determine if t' t' Le v els the Of S e a t te ae i gna te,l ..pad �� i nter-ti .s s _ b tk ti b l anes a 1 e eA t.. a le u lete 4he r e s ulta n t Le t se a le 0 g ee: improvements need to be made at these intersections, the levels of service (LOS) will need to be calculated. The LOS will be determined at some point in the future based on City Council interest. • Level Of Service A corresponds to a free flow condition with motorists virtually unaffected by the intersection control mechanism. For a signalized or an unsignalized intersection, the average delay per vehicle would be approximately 10 seconds or less. • Level Of Service B represents stable flow with a high degree of freedom, but with some influence from the intersection control device and the traffic volumes. For a signalized intersection, the average delay ranges from 10 to 20 seconds. An unsignalized intersection would have delays ranging from 10 to 15 seconds for this level. • Level Of Service C depicts a restricted flow which remains stable, but with significant influence from the intersection control device and the traffic volumes. The general level of comfort and convenience changes noticeably at this level. The delay ranges from 20 to 35 seconds for a signalized intersection and from 15 to 25 seconds for an unsignalized intersection at this level. • Level Of Service D corresponds to high- density flow in which speed and freedom are significantly restricted. Though traffic flow remains stable, reductions in comfort and convenience are experienced. The control delay for this level is 35 to 55 seconds for a signalized intersection and 25 to 35 seconds for an unsignalized intersection. For most agencies in the Twin Cities area, Level Of Service D represents the minimal acceptable Level Of Service for regular daily operations. • Level Of Service E represents unstable flow of traffic at or near the capacity of the intersection with poor levels of comfort and convenience. The delay ranges from 55 to City of Andover 37 Transportation Plan 80 seconds for a signalized intersection and from 35 to 50 seconds for an unsignalized intersection at this level. • Level Of Service F represents forced flow in which the volume of traffic approaching the intersection exceeds the volume that can be served. Characteristics often experienced include: long queues, stop -and -go waves, poor travel times, low comfort and convenience, and increased accident exposure. Delays over 80 seconds for a signalized intersection and over 50 seconds for an unsignalized intersection correspond to this Level Of Service. The F ig tTable 1 provides the results of the Level Of Service analysis for the subject intersections utilizing existing conditions. • TABLE 1 INTERSECTION "HOT SPOT" Location Northbound Southbound Eastbound Westbound LOS Delay LOS Delay LOS Delay LOS Dela - G i84 A 8 8 A BuFAcer Lake Boulevard & County Pw4cway Al C 24.4 G 133 A 83 A 8.7- Syeamsre -suelw Bunker Lake Boulevard & Crooked Lake Boulevard C 15.8 - A A 9.4 Bunker Lake Boulevard & Marigold Street C 18.6 B 12.9 A 8.9 A 9.9 A 9.5 A 94 A 74 A 7-4 134 A 84 H 444 E 373 B 494 139 Lane Avenue & Crosstown Boulevard/Crosstown Drive A 7.6 A 7.8 B 12.2 B 12.7 S Coon Creek Drive & Crosstown Boulevard A 7.7 A 8.1 B 13.3 B 13.1 S Coon Creek Drive & Round Lake Blvd. A - B 12.4 - F 65.7 Crosstown Boulevard & Nightingale Street - B 11.1 A 7.9 1 A 159 Avenue & CSAH 7 A 7.8 A 10.0 C 20.6 D 30.3 161` Avenue (CSAH 20) & Verdin Street (CR 59) - B 13.0 A 8.2 A 165 Avenue (East Intersection ) & CSAH 7 B 14.3 - - A - A 8.3 165' Avenue (West Intersection & CSAH 7 NA NA INA INA NA NA NA NA Andover Boulevard & Prairie Road A 1 9.9 A 8.6 A 9.7 B 10.0 Crosstown Boulevard & Prairie Road I A 1 8.1 A 7.6 A 9.0 A 7.6 Note: No information is available for the following intersections: • 165`" Avenue (West Intersection) & CSAH 7 • 161" Avenue NW (CSAH 20) & Nightingale Street NW 1. laterseetion analyiwd with Andever 8tation Nefth developed we estimated volum s on the west leg e intersestian General Notes: - Delay times are recorded in average seconds of wait per vehicle. - If a delay time is not listed next to a Level Of Service, it is due to a negligible result. - If a Level Of Service and a delay time are both not listed, it is due to the absence of an approach from that direction (a T- intersection). City of Andover 38 Transportation Plan Recommendations: 40 The €iftee thirteen intersections .....,lyze operate very e ll, listed in Chanter III (Existing Conditions section of this report) at this point seem to operate fairly well, with the exception of twe one location in t of i ~t° .n °,.ti,.., Le vels of Sefviee The intersection of Round Lake Boulevard NW at South Coon Creek Drive °Fa the i °,..i °� ef Hanso DVCTTC.,IIR[Tt 13 9 -Lane , -„ -seems to experience delays that could be considered to be unacceptable on the cross - street approaches that are controlled by stop signs. The intersection of Round Lake Boulevard NW with South Coon Creek Drive NW may, in the future, require signalization as the volumes on South Coon Creek Drive NW increase. It is recommended that the City request a traffic analysis be n 1 d i t,. t °d i h ' i i 2003 an 2nnn co,riraczx i� uix performed b y th Anoka County Highway Department on a regular basis (minimum every other year) Tl- . ♦ t' f H anson B . n...1 ...:t 1 - W La ° AT TIT .:11 ° ° ., i ed `�TGr.7G�CIVITO'TD 1 ... .... . 1 .,.� vo i th 1; t. , r er r d ° t.. the t the Aade T Station eA el Ai-n�,1 iR r equ i r e n. V ° ° a nl: .,tio a nd la additi ,;th th , development thnt is It does not appear that any of the other study intersections will require signalization at this time for purposes of improvement to the intersection Levels Of Service. The review of • crash incidence does not warrant any improvements since the crash totals at these locations are not excessive. E. Study Corridors Two corridors were selected for evaluation with the expressed purpose of preparing a conceptual improvement plan for each corridor. The conceptual improvement plan that was prepared is to be able to accommodate the projected traffic volumes and, equally as important, contain an access plan that will serve future development. The two study corridors, Hanson Boulevard NW and Crosstown Boulevard NW are discussed below with the concept improvement plan provided in graphic form. 1. Hanson Boulevard NW It is expected that Hanson Boulevard NW will continue to be a very important north -south roadway in the City of Andover. The projected volumes, with be h including the Rural Reserve Are 1 and 2 a°° ° , could range from almost 37,000 29,500 on the south City boundary to 13,009 7,800 on the north City boundary. The conclusion drawn from the projected volumes is that a four -lane divided roadway will be required to adequately serve those volumes. This cross - section will be needed from the south City boundary to 161 Avenue NW. North of that intersection, the roadway requirement will decrease to two -lanes. City of Andover 39 Transportation Plan The analysis of Hanson Boulevard NW also produced a concept improvement plan of what the roadway could be given the 2825 -year volume projections. Much detail in the previous plan was given to access to /from Hanson Boulevard NW, both existing and future access provisions. The seneept plan involved _ WS and and r-e isiens both by the TIAG and by City staff, The eeaee < a: ea A 4t Anoka County and sehool distr-irat staffte gain their- input and sugge4ions. The p lan was even diseussed vA� some adjaeetA busi )r-der- to gain their input. The Hanson Boulevard NW concept from 139 Lane NW to 181 Avenue NW improvement plan is shown on Figures 4-4 10 through 4-8 14 . The graphic representation of that concept plan illustrates lane requirements along the route and at intersections. • • City of Andover 40 Transportation Plan Some existing intersections are proposed to be restricted to right turn in/right turn out in the future, some existing access locations are closed given other reasonable access is provided, and future access locations for presently undeveloped property is proposed. The ultimate goal is to manage the access so that the capacity and safety of Hanson Boulevard is enhanced while providing reasonable access to the roadway. A typical section of Hanson Boulevard NW, both the four -lane divided and the two - lane with left turn lanes, is illustrated on Figure M IS . These cross - sections meet state -aid design standards and include some illustrative landscaping and an off -road trail on one side of the roadway. The cross - sections are placed within the 150 -foot roadway right -of -way. These cross - sections are for purposes of illustrating what the facility could look like in order to accommodate the expected volumes. The section could undergo revision when roadway pre - design is conducted. 2. Crosstown Boulevard NW Crosstown Boulevard NW "winds" its way through Andover providing a link in the City primarily connecting Highway 10 to Highway 65. The roadway provides for one travel lane in each direction along its length. F utwe The year 2030 volume projections are in the range of BABA 9,250 to 13,00 16,400 vehicles per day at full buildout of the rural reserve areas 1 and 2 area. These volumes are at the upper end of the capacity of a two -lane facility, but with good access • management the volumes can be accommodated in the future. The analysis and development of a concept plan for Crosstown Boulevard NW underwent the same detailed development process, as did the Hanson Boulevard NW plan. The concept plan proposes a two -lane roadway with a center left turn lane from Bluebird Street NW to Nightingale Street NW. The area adjacent to the high school is proposed to contain two lanes with a barrier median and turn lanes at appropriate locations. This segment would continue to Andover greet Boulevard NW . From Andover meet Boulevard NW to the south City limits, a two -way center left turn lane is also proposed with the two through lanes. The section of Crosstown Boulevard NW from Bluebird Street NW then easterly to the City limits is proposed to be a two -lane roadway with turn lanes at selected locations. The concept plan for Crosstown Boulevard NW is shown on Figures 28 16 through-2S 21 �. WORM OWN i City of Andover 46 Transportation Plan Cross - sections for Crosstown Boulevard NW are shown on Figures 'mod _ 22 and 23 for a rural and urban section of the roadway. These proposed sections meet state -aid requirements and would serve the future volumes. F. Transit Planning Overview Transportation Plan Objective number four states that the plan will "Consider multi -modal transportation alternatives where appropriate." Different types of transit service —fixed route, deviating fixed route, circulator, dial -a -ride, vanpooling, and others —are appropriate in different markets. Transit Redesign, a 1996 planning report by the Metropolitan Council, identified five different market areas based on population and employment densities, concentrations of transit dependent individuals, and major travel destinations. Transit Redesign also correlated different types of transit service with each of these five market areas, and established performance standards for evaluating these services. Transit Redesign focused on the geographic areas within the Transit Taxing District (TTD). Recent shifts in transit funding sources —from its historic property tax base to a dedicated percentage of revenues from the statewide Motor Vehicle Excise Tax (MVET) —created an opportunity to explore transit service outside of the TTD boundary. These opportunities are discussed later in this plan. It should be noted that the City consistently works with developers to include transit options into their developments where feasible. • The recent "Study of Transit Service Expansion beyond the Historic Transit Taxing District" incorporates the transit services areas identified in the Metropolitan Council's Transportation Policy Plan for the region. According to the Transportation Policy Plan, approximately the southern 1/3 of Andover falls within the Outer Suburban category. The remainder of the City is considered a Rural Service Area. Table 2 provides a description of these areas and the types of service appropriate to each. City ofAndover 54 Transportation Plan THE FOLLOWING SECTION WILL BE MOVED AS A SECTION UNDER LAND USE SCENARIOS Community Demeer-aphies Transportation Analysis Zones The following tables provides existing and projected Population and Employment Densities by Traffic Analysis Zones (TAZ) in Andover. Table 3 represents the City's zones and Table 4 is broken down into Anoka County's TAZ's. This information was prepared usinz the growth projections of the Comprehensive Plan. I ,.. :I ism .I v I .I © � © © ®© ©® ■ © ®© _ • ■ • ® ■ ■ ©© ■ © © © © © ® ® ©_ ■ ■ ■ ■ The most significant population growth eve: the n e::: 20 y e :-c by the year 2030 is projected in the southem and eastem Pe Rural Reserve Area of the City (TAZs-246-, 27,28, 30), while most commercial growth will be concentrated in the south - central portions of the City (TAZs 29,-30-,and 31). Figures 2-8 24 illustrates the TAZ boundaries. r r w o f th pepu W-;- 4, Tn ;7.. -16- .,..a zn k Le *_ +bo_1000 u The interrelationship between land use and transit cannot be overemphasized. Transit supportive land use patterns, which include directed planning of integrated roadway systems, careful developing concentrations of rider origins and destinations while preserving open space and community character, and developing a mix of activities and City ofAndover 59 Transportation Plan uses, is essential to the long -term viability of providing transit as a mobility option for the residents of Andover. 1__J City of Andover 60 Transportation Plan System Deficiencies . Previous studies have identified the following deficiencies, among others. • Lack of fixed route services • Lack of Park- and -Ride facilities • Lack of Reverse Commute services Other issues, such as difficulty of access to bus stops or ADA accessibility of bus stops are not issues for Andover because of the lack of existing fixed route service. Transit Service Improvements The Metropolitan Council meenfl completed a planning document called the "Study of Transit Service Expansion beyond the Historic Transit Taxing District." Eleven geographic areas comprised of 35 cities and townships were studied outside of the TTD, one of which was an area combining the cities of Andover and Ramsey. The Andover/Ramsey study area ranked number one in estimated daily trips with 980 trips projected to the Minneapolis Central Business District (CBD). However, revising the geography of the study area to include the cities of Andover, Ham Lake, East Bethel, Oak Grove, and part of St. Francis, cities feeding into the Highway 10 and Highway 65 travelshed, would change this number. This revised travel shed should be studied further for its transit potential. The type of service proposed is fixed route, morning and afternoon peak, express bus service into downtown Minneapolis without intermediate stops. While this service would be oriented around Park - and -Ride facilities as its major ridership generator, it could originate as fixed route feeder -type service with walk -up boarding at defined stops in higher density residential areas within the City. This would allow the extension of fixed route services further north into Andover, for example, along Hanson or Round Lake Boulevards. Whether, and to what distance, these feeder services are extended into Andover will depend upon the results of more detailed service planning that will establish service frequency and running times and to and from downtown Minneapolis. The viability of these feeder services can be improved by considering the needs of transit in the overall community development patterns along the corridors and by providing bus pullouts/stops and trail system connections as part of future roadway improvement projects. Due to T the cost to the City of Andover for opting into the regional transit system sveuld be th e ast o f sharing in the pfe«ety tar le f _ transit _eapi4nt « eets - Base d on $ p et„ twi valuation a n d t rates app li ea ble it nnrn this B e s t c tl, Cit wo uld be $206 , 345 . 83 «e,. yea._, n 01 2,14 o f p a t., t value For- a «aiyi.7„�t or- A a d ever- w t to t h ome va a $159 a,• weu affletffi b e tw een T1 7 418 i d itie «el twfes Rel thi b to the 1098 Cit of A «.le „e.. Ge«,...,,te« per « 1.6, r-epefted that they wanted tffinsit «tie«. v le e «1„ 24 w ere 411ing to p $15 $30 ., «,1 epAy 4 . „ta p $3 enc in annual tax iner-ease to sappei4 .” the City has elected not to participate. City ofAndover 62 Transportation Plan • Transit Facility Improvements To accommodate the new riders served by the potential express bus services; new Park - and -Ride lots should be constructed in Andover. Given Andover's location within the travel shed, and if no new Park- and -Ride facilities are constructed along Highway 10 south of the City, it is likely that at least half of these new riders would need to be accommodated in Park - and -Ride lots within Andover. These riders could be served by two or three Park - and -Ride locations with 200 -300 vehicles per location. Historically, park and pool activities also increase when dedicated parking facilities are provided. Therefore, it is likely that the number of vehicles using the Park - and -Ride sites will be higher than the number of park -and -riders alone. Further, the City could develop these facilities as park and pool locations now, and add transit service to them in the future as planning and funding components for transit services are put into place. Coordination between the City and transit service providers will help to determine suitable transit facilities and services. As an initial step in reducing single occupant vehicles and developing transit demand, the City could also promote vanpool programs, such as those available through Metro Commuter Services. Park - and -Ride facilities should be located along major commuter routes, such as Round Lake Boulevard and Hanson Boulevard, in the southern third of the City. If the Bethel Corridor is developed, or if transit improvements such as bus -only shoulder lanes are introduced on Highway 65, it may also be advisable to construct a Park - and -Ride along Bunker Lake Boulevard or Andover Boulevard near the eastern edge of the City. Bus routing from the Park- and -Ride should offer as many travel time advantages as possible, and should be express service, without intermediate stops, for as much of its length as possible. Approximately 3 -5 acres of land is desirable at each 200 -300 car Park- and -Ride location. This amount of land area eliminates the need for structured parking, which has significantly higher costs. For comparison purposes, a surface parking facility with a transit center building would cost between $1 million and $2 million to develop, whereas a structure parking facility would cost between $3 million and $5 million. Setting aside sufficient land for future Park- and -Rides is clearly desirable from a development cost standpoint. There following locations have been discussed as potential Park- and -Ride sites: • At th propose Andover- Ge.....,,...:ty renter a oja ee t to City Hall e 1 00 200 e shaFeEl par4ing Park and Ride f4eility eould be developed fef ear peeling. Bunker- Lake BeulevaFds at the Andover- 81a6en Ne#h site is a relatively large ainei—int of- ` uncle t 1 t..: 1 +.. ',1..« th e- .1d be us ed C pa 4 ~ r a '.1 , J p assen g ef � s elt .. > ddyefs' f e:l:t:e.. > et.. ald ..eed to be lee..ted e..t At the Andover Station North Ball Field Facility parking lot. • The church on the corner of Round Lake and Bunker Lake Boulevards NW. City of Andover 63 Transportation Plan • Wild Iris Park along Bunker Lake Boulevard NW west of Round Lake Boulevard NW. . G. Trails Planning The City of Andover has identified the following goals for a comprehensive city -wide trail system: • Non - motorized traffic is separated from motor vehicles on collector and arterial roadways. • Links are provided between residential, commercial and park areas. • Parks are accessible. • Trails are developed in coordination with all surrounding municipalities as well as Anoka County. • The trails shall be developed according to American Association of State Highway Transportation Officials ( AASHTO) standards and/or the MuDOT Bikeway Facility Design Manual Where feasible, it is preferable to develop off -road trails, which provide facilities for both bicyclists and pedestrians. Trails along rivers and through parks and natural areas are always highly desirable routes if and when they can be attained, as they provide a more scenic experience for the user. An off -road trail is one that is physically separated from motorized vehicular traffic by an open space or barrier either within the roadway right of way or within an independent right of way. According to AASHTO guidelines, the minimum width of a trail that provides for two -way bicycle traffic and allows for pedestrian use is eight (8) feet with two -foot shoulders on each side. Where traffic volumes are higher, a more desirable width for a bike path is ten (10) feet. Adequate room is not always available within the existing road right of way for an off -road trail. Where it is necessary to develop continuous trail segments, it is recommended that the City work with residential developers and owners of commercial developments to obtain easements in areas where the roadway right of way is not adequate for an 8 orl0 -foot off - road trail, or in areas where the topography does not allow the trail to be constructed within the existing right of way. It should be noted that commercial and industrial developments within the City of Andover are required to construct or pay for any regional trails located adjacent to their property as identified on the regional trail plan (Figure 25) in ffepA of thei e f t„ In cases where funding or right of way is limited, an on -road bicycle trail can present a more economical solution. The provision of an on -road bicycle trail can be accomplished through the restriping of existing roadways or with extra consideration during the design of a new roadway. Similar to a functional classification of roadways, bikeway facilities also have a hierarchy of structure. The following classification helps to define the different facilities available for on -road bicycle trails: Bicycle lanes — One -way bicycle facilities, which travel in the same direction as adjacent vehicle traffic. Two -way bicycle lanes located together on the same side of City of Andover 64 Transportation Plan the roadway tend to promote bike travel against the flow of vehicle traffic. This type of bicycle lane should only be used for short connections when necessary. 2. Shared Bus/Bicycle Lanes — The grouping together of bicycles and buses may be considered if the average speed and traffic volumes are low. Currently there are no bus routes or lanes in Andover. 3. Shared Lanes — Shared lanes consist of roadways with no special provisions for bicyclists. Shared lanes generally require vehicles to cross the center lane in order to pass bicyclists. These types of lanes are usually not signed and can be used in residential areas that have low traffic volumes and speeds of less than 30 -mph. 4. Widened curb, wide outside lanes or shoulders — Located adjacent to the outermost through traffic lane, experienced bicyclists who are not intimidated by high traffic volumes and speeds generally use this type of facility. Shoulders may be utilized by average experience cyclists depending upon the speed and amount of traffic on the adjacent roadway. 5. Local roadways — Typical urban local or collectors can be used as routes for bicyclists and pedestrians. Traffic calming can be implemented to reduce the speed of motor vehicles. However, given the City's stated goals, non - motorized traffic should be separated from motorized traffic along collectors. The City trail system includes county regional trails, City multi -use trails and school -walk routes. A distinction can also be made between pedestrian/commuter trails and recreational trails. Pedestrian/commuter trails generally connect residential areas to commercial, retail or school facilities. Pedestrian/commuter trails tend to follow collector and arterial roadways, used by motor vehicle commuters, since the users of these trails generally seek out the most direct path to their destination. An example of a pedestrian/commuter trail is the existing trail along the arterial roadway, Bunker Lake Boulevard NW, which connects several local streets to schools, parks and businesses. Conversely, recreational trails tend to be off -road trails, which connect residential areas to parks, natural areas or greenway corridors. Recreational trails can provide a connection between parks and neighborhoods, and can meander within parks. Recreational trails generally do not travel a direct route and are often located along rivers and streams or contained within parks and greenway corridors. The proposed trail system along Coon Creek is a good example of a recreational trail, as it is entirely off -road and follows scenic Coon Creek through the City. Dividing the trails into these two categories can help to determine from where the appropriate funding should be derived. A main goal of the trail plan is to link together the major pedestrian generators in the City such as schools, parks and commercial development. Additionally, trails can be a vital link to transit facilities. A number of municipal trails are proposed for development. Additional trails, which should be considered, include municipal trails along existing and proposed collectors providing east/west and north/south connections throughout the City. The current City of Andover 65 Transportation Plan lack of east/west trails in the northern half of the City is related to the availability of 40 roadways. Based on the recommended Functional Classification of the roadways in that section of the City, however, a network of east/west - traveling roadways will be developed. The construction of trails as part of these roadway projects should be considered. Trails should also be developed along a number of sub - collector roadways to provide linkages between the overall trail system and City parks. Again, Figure 4 25 illustrates the proposed regional trails network throughout the City. Trail crossing locations along collectors and arterials should be carefully considered to maximize trail user safety. There are a number of trails within the City that switch from one side of the roadway to the other. Examples include trails along Bunker Lake and Hanson Boulevards NW. Appropriate solutions, be they signed crosswalks, signals, or grade separated crossings, should be developed for each crossing location. School walking routes have been developed in cooperation with the Anoka- Hennepin school district to handle safety concerns. These concerns have increased due to the discontinuation of bus service to students living within 2 miles of a school. Many of these walking routes follow existing trails or sidewalks. Several of the school walking routes follow the sidewalks or trails along existing arterial and collector roadways. The City should provide a continuous connection along the arterial and collector roadways that support walking routes. , eads m 140th Lane, heA�vef the walldag Feute eenfifFaes to 139th Lane. The proposed tFail th i p ro p ose d 1; + e tr ... T. + edia +e a e need - tv-bc- cvnsadcrcczr t he The method of funding th City's Regional Trail System includes the City's Trail Fund and Municipal State Aid Funds. Trails not identified on the proposed Regional Trail Plan are considered internal trails to specific developments. These trails are to be funded by the develo and included as part of the platting and infrastructure improvements. H. Rail Crossing Safety The issue with rail crossings with public streets in Andover is one of delay caused to vehicular traffic when trains are at the crossings. Flashers and gates currently control all btA one of the existing crossings. Th last ..... antrzellea er-es .. , at W r D -i i - a 1 a+ feee fl 0 tee :.. the y e .. 20 The evident hist e.....lees n o The delays, whether excessive or not, can be caused by length of trains, train speeds, and number of trains per day. The presence of a switching operation will also add to incurred delay. Since rail traffic and length of trains has increased during the past few years, the problem of vehicular delay to motorists is one experienced in many cities. The only short- term action that would be advisable is to continue dialogue with the owners /operators of the rail system to ensure that all is being done to minimize the time that crossings are Is City of Andover 66 Transportation Plan blocked. A long -term solution is the provision of grade- separated crossings for the present rail /roadway at -grade crossings. Such crossings are, obviously, solutions that take a long time to implement. However, the approvals process needs to begin in order to have hope of realizing such improvements. Another option is to request that the railroad move the switching operation to a less populated area. �J • City of Andover 67 Transportation Plan For purposes of the transportation plan, future grade separated crossings are being recommended for the following four public street crossings: • Bunker Lake Boulevard NW • Andover B NW 6t A e NAT E eh of the eressings Bunker Lake Boulevard NW has 20 year a year 2030 volume projections of 10,000 21000 or more. Of eaimse, b th >n t,est p e. s on th ,t a n th 1,' t, + a- r�' � t t_ � t , w o o f there feu_ east west rcu'e. Bunker Lake Boulevard NW is under the jurisdiction of Anoka County so the City should work with the County for this beneficial improvement. I. Air Andover is not directly affected by any of the area's airports. Therefore, no recommendations are deemed to be necessary with regard to the Transportation Plan. I Access Management The management of access along roadway systems, particularly arterial and collector roadways is a very important component of maximizing the capacity of a roadway and decreasing the accident potential along those facilities. Arterial roadways have a function of accommodating larger volumes of traffic and often at higher speeds. Therefore, access to such facilities must be limited in order to protect the integrity of the arterial function. Collector roadways provide a link from local streets to arterial roadways and are designed to provide more access to local land uses since the volumes and speeds are often lesser than arterial roadways. The Minnesota Department of Transportation (MnDOT) reports that studies have shown that as the density of accesses increase, whether public or private, the traffic carrying capacity of the roadway decreases and the vehicular crash rate increases'. Businesses suffer financially on roadways with poorly designed access. Well- designed access to commercial properties supports long -term economic vitality. As with many transportation related decisions, land use activity and planning is an integral part of creation of a safe and efficient roadway system. Land use decisions have a major impact on the access conditions along the roadway system. Every land use plan amendment, subdivision, rezoning, conditional use permit, or site plan involves access and creates potential impact to the efficiency of the transportation system. Properties have access rights and good design will minimize the deleterious effect upon the roadway system. Access management is a combination of good land use planning and effective design of access to property. The granting of access in the City of Andover is shared by the City and by Anoka County, with each having the permitting process responsibility over roadways under their eefftFel City ofAndover 68 Transportation Plan Lrisdiction The City, working with the county produces access spacing quality that does provide benefits to the traveling public. In order to strengthen the goal of good access management, a set of access spacing guidelines has been prepared which is intended for use in the access permitting process. The guidelines are presented for functionally classified arterial and collector roadways without reference to the jurisdiction over these roadways. The basic references for the spacing guidelines is that document previously referenced in this report segment' and Anoka County guidelines. The access guidelines are presented in Table 3 5, which follows. The stated values are meant to be "minimum" values. It is also recognized that some existing connections, both public and private, may not meet these guidelines. It is also recognized that, due to various circumstances, access may need to be granted that cannot adhere to these guidelines. The following table does not provide guidelines regarding access along Principal Arterials — this is due to the fact that there are not any roadways functionally classified as Principal Arterials in the City of Andover. a 0 "Toward An Access Classification System and Spacing Guidelines ", Technical Study No. 4, MnDOT, February 1999. TABLE 4 5 ACCESS SPACING GUIDELINES CITV OF ANDOVER Functional Class Median Treatment Existing & Proposed Land Use Typical Posted Speed (MPH) Full Median Opening Spacing (Miles) Minimum Signal Spacing (Miles) Spacing Between Connections (Feet) M Minor Divided Rural 55 1/2 1/2 1320 Urban > 40 1/2 1/2 660 Urban Core <40 1/4 1/4 660 Arterial Undivided Rural 55 NA 1/2 1320 Urban > 40 NA 1/2 660 Urban Core <40 NA 1/4 660 Divided Urban >46 1/4 1/4 330 Urban Core < 40 1/8 1/8 330 Collector Undivided Rural NA 1/2 330 Urban E55 40 NA 1/4 330 Urban Core I <40 NA 1/8 330 NA — Not Applicable (1) Distances are based upon spacing between connections (major roads, local public streets, and private driveways). (1) Distances are minimum and greater spacing is beneficial. City ofAndover Transportation Plan 69 K. Traffic Calming 40 During the past few years, traffic calming in residential areas has been a hot topic. In the very near future, it is expected that calming may be a technique that could spread to collectors and arterials and in some areas of the country, traffic calming of collectors is being pursued. Traffic calming is a popular way of addressing various traffic aspects on residential streets. It allows interested citizens to voice their opinions on what they don't like, and to suggest improvements. Traffic calming can be a viable approach to decreasing volume and speed problems on residential streets. Residential traffic calming and traditional neighborhood designs are tools that can be used to help address the complex demands for more livable communities. The goal of moving traffic efficiently and safely and, at the same time, providing more "comfort" in our communities is bringing together the many various elements used when analyzing roadways. This concept of bringing together various transportation planning and design features is called harmonization. Available Traffic Calming Techniques There are many residential street traffic - calming techniques being used throughout the United States. Some are successful and some are not. This segment of the Transportation Plan will discuss available techniques and their levels of success. A wide range of traffic calming techniques has been used over the years. They range from physical changes to the roadway system to traffic control techniques that use signing and/or . pavement markings. A list of the various "traffic calming" techniques is listed below. A brief description of each technique follows. Graphic illustrations of some of these techniques are contained with the description. Physical changes to the street include: • Street narrowing • Curvilinear street • Choker • Chicane • Speed bump/hump • Traffic circle • Protected parking bays • Street closure • Diagonal diverter • Semi - diverter • Trumpet island • Change in road surface material or color • Streetscape material or landscape plantings • Rumble strips L ] City ofAndover 70 Transportation Plan . Traffic control techniques include: • Police enforcement (Placement of speed trailer) • Marked crosswalks • Turn restrictions • Speed watch program • One -way streets • Variable -speed display board • Vehicle restrictions Street Changes Street Narrowing — A street can be narrowed one of two ways — The street width can be reduced by removing some of the pavement surface, or a psychological narrowing can be accomplished by using a white pavement edge line that indicates narrower travel lanes. Street narrowing may minimize or eliminate street parking, compromise bicycle safety, and affect emergency vehicle response times. On the plus side, street beautification can accompany street narrowing projects. Pavement markings can play a dual role by also identifying bike lanes. Choker — A choker narrows the width of the traveled lanes. A choker can be constructed at an intersection or at mid -block locations. Curvilinear Street — The construction or reconstruction of an existing street can be done in a curvilinear fashion that in theory, slows traffic. This can be done with a curved centerline alignment and a uniform roadway width, or through the use of chokers and alternative side barriers. Chicane — Like the choker, the chicane narrows the street, mid- block, by construction curb bulbs that are staggered, thus creating a serpentine effect along the traveled lanes. Speed Humps — These are raised areas in the roadway that extend across the roadway perpendicular to traffic flow. Speed humps are generally 3 to 4 inches high and approximately 12 feet long. Some cities use them on local streets. Speed humps should only be used on streets where the speed limits are 30 mph or less. The speed humps are not traffic control devices but are geometric design features. Accepted engineering judgment and principles should be used in their design and • installation. City ofAndover Transportation Plan Choker chicane 71 Traffic Circle — A traffic circle is a raised island placed in the intersection of local streets. The island, approximately 20 feet in diameter, deflects the path of through traffic around the island, slowing traffic speeds. These traffic circles must be carefully designed so that the desired objective of slowing traffic is achieved without compromising safety. The traffic circle is different than a traffic roundabout. Roundabouts, popular in Europe, and becoming increasingly more popular in the United States are normally used on higher volume roadways and involve different design elements. Median Island — A median island, or barrier, is a method of eliminating through traffic and left turns to /from one street of an intersection. Routes for traffic that would be diverted must be carefully analyzed so that the problem being solved isn't merely shifted to another location. Emergency vehicle access must be carefully analyzed when considering this geometric technique. Protected Parking Bays — Narrowing a street to provide protected parking bays can slow traffic. The extent to which traffic is slowed depends on the width of the lanes that remain for moving traffic. Street Closure — One effective way to reduce traffic volumes on a local street is closing that street at an intersection, normally with a cul -de -sac. A detailed analysis of where diverted traffic will go needs to be completed to avoid introducing new and possibly unwanted traffic on an adjacent street. The effect of such a closure must also be analyzed from an emergency vehicle access standpoint. While a street study and/or closure can be accomplished as a single action, it is normally part of a larger scale, areawide analysis and control project. Median Island Sent- Diverter Diagonal Diverter — The diagonal diverter, placed at the intersection of two local streets, prohibits through and left -tum traffic. This diverter is normally a raised barrier than can be landscaped. The diverter can be successful in reducing "cut- through" traffic in neighborhoods. As with previous devices, an areawide treatment is normally the best practice. Care has to be exercised so that emergency vehicle traffic response times are not significantly affected. Semi - Diverter — This partial diverter narrows a two -way street at an intersection so that only one direction of travel is allowed. The semi - diverter can be designed to eliminate either entering or exiting traffic. • E City of Andover 72 Transportation Plan Trumpet Island (right turn diverter) — This raised island, placed on any leg of an intersection, allows for right turns in/out for a particular roadway. A trumpet island is normally used in situations where left turns and through traffic are safety concerns. Generally traffic volumes are reduced. Change in Road Material, Surface, or Color — This psychological method of attempting to slow traffic is normally used as a part of an area wide beautification effort. Reconstruction is normally required. Streetscape Material or Landsc Plantings — This is another beautification option that could affect traffic speed. The design concept/type provides the illusion that the street is narrower, generally causing drivers to slow down. Rumble Strips — Rumble strips are historically used to alert drivers of an upcoming traffic signal or stop control situation, or to indicate the roadway's edge. These are normally used on higher speed roadways. They have little effect on local streets. Trumpet lilted Traffic Control Techniques Police Enforcement — Increasing the use of radar to curb speeding can be an effective control tool — if it is administered consistently. However, radar can be costly, and assigning officers to this lower - priority task is often difficult. Though productive for the short-term, sporadic enforcement, or removing enforcement after a period of time, will see speeds creeping back up over time. The placement of the City's speed trailer can also be an effective control tool This may also be short -term with speeds creeping back up over time. One -Way Streets — Converting a pair or series of streets to one -way operations has safety benefits and causes a shift in traffic volumes. One -way pairs, alternating one -ways, or divergent/convergent one -ways create benefits, but can be a problem for certain local users as they can cause increased driving distances to arrive at their residences. Detailed analyses should be conducted before this concept is implemented. Stop Signs — Stop signs should only be installed where warranted and as the result of an engineering analysis. Stop signs are not recommended for use as a speed control device. Removing stop signs, when warranted as part of an engineering study, can be as sensitive as installing one. Marked Crosswalks — Painted crosswalks direct pedestrians to a crossing location that is judged safe for them and, equally important, visible to vehicular traffic. Crosswalks only • need to be painted where pedestrian traffic is high, such as near parks and schools. City of Andover 73 Transportation Plan Variable Speed Display Board — The speed display unit, or trailer, uses radar to record and display a motorist's speed, along with the posted limit. Motorists do respond to this technique, but it should be repeated to gain maximum effectiveness. Turn Restrictions — Turn Restrictions (no left turn, no right turn) along major streets at residential street intersections can be an effective technique to reducing neighborhood "cut - through" traffic. Such turn restrictions are usually posted for the peak traffic hours. Since this is not a physical deterrent, there are usually some, albeit minimal, violations. Vehicle Restrictions — Restricting vehicles, namely trucks, from certain streets is often the result of citizen complaints. Trucks are important to the economic viability of the area. The City has designated streets upon which trucks are allowed daily travel. Explaining the impetus behind the truck route layout generally satisfies a citizen's concerns when complaints are lodged. Speed Alert/Watch Programs — This program allows residents to become a part of the solution. Under this program, citizens are trained to operate radar units by law enforcement personnel. One person runs the radar unit while another records speed and vehicle information. Speeders are then sent letters by the police department pointing out their recorded speed and asking them to slow down. In many cases, the speeders are area residents. Effectiveness of Traffic Calming Techniques Traffic calming techniques are being used on residential streets throughout Minnesota and the United States with varying success. In some cases, projects that had been installed have been subsequently removed, often at the request of the same people who requested the calming technique in the first place. Much research is still needed to determine the expected effects of these various control and geometric elements. Most research on the effects of these residential street - calming efforts has been project specific. Data and research on this topic are still in its infancy. Some of the benefits anticipated fora specific project are based on engineering judgment, but they need to be verified. This will occur as more research is undertaken. However, some case studies have identified benefits to certain projects, often reported as an "enhancement to the street environment." These statements can be interpreted to mean residents are experiencing a feeling of improved safety, street "livability," and an overall improvement in their perceived quality of life. There have been efforts, in research and project reporting studies, to indicate the types of improvements that can be expected when certain traffic calming techniques are used. These expectations are based on first -hand experience and subjective analysis. In 1996 —1997, the Minnesota Department of Transportation and the Minnesota Local Road Research Board sponsored a research study' that examined the extent of traffic calming activity in Minnesota and the degree of actual and perceived success of such projects. • City of Andover 74 Transportation P1an 0 Effectiveness was rated as: • Highly Effective • Effective • Slightly Effective • Uncertain of Effectiveness • Not Effective The study rated the effect of the project type on four different elements: • Vehicle Speeds • Traffic Volumes • Street Safety • Enhancing Perceived Street Environment Tables 4 ugh ? 6 through 9 on the following pages present the results of these ratings. A document prepared in 1994 by the North Central Section of the Institute of Transportation Engineers (NCITE) contained an evaluation of the effects of various traffic engineering and traffic calming techniques. The units of measure were weighed against a variety of elements and rated for their effect — low, mid or high. The engineering/calming techniques were called a "tool box." Table 410 on the following page presents the ratings from the report. ' Traffic Calming Activity in Minnesota LRRB, SRF Consulting Group, December 1997. 2 Neighborhood Traffic Control, North Central Section of the Institute of Transportation Engineers, January 1994 City of Andover 75 Transportation Plan TABLE 5 6 Effectiveness of Traffic Calming Measures on Vehicle Speeds Traffic Calming Measures Highly Effective Effective Slightly Effective Uncertain of Effectiveness Not Effective Street Width Adjustments: Street Narrowing X Choker X Median Island X On- Street Angled Parking X Protected Parking Bas X Traditional Traffic Control Techniques: Vehicle Restrictions X Turn Restrictions X One -Way Streets X Variable-Speed Display Board X Trumpet Island X Marked Crosswalks X Stop Signs X Vertical or Horizontal Realign ents: Speed hump or bump X Traffic Circle X Chicane X Route Modifications: Street Closure (cul -de -sac) X Diagonal Diverter X Semi - Diverter X Perceptual Enhancements: Change in Road Surface, Materials, or Color X Streetscape Materials or Landscape Plantings X 40 0 City of Andover 76 Transportation Plan TABLE 6 7 Effectiveness of Traffic Calming Measures on Traffic Volumes I] Traffic Calming Measures Highly Effective Effective Slightly Effective Uncertain of Effectiveness Not Effective Street Width Adjustments: Street Narrowing X Choker X Median Island X On- Street Angled Parking X Protected Parking Bays I X Traditional Traffic Control Techniques: Vehicle Restrictions X Turn Restrictions X One-Way Streets X Variable-Speed Display Board X Trumpet Island X Marked Crosswalks X Stop Signs X Vertical or Horizontal Realignments: Speed hump or bump X Traffic Circle X Chicane X Route Modifications: Street Closure cul -de -sac) X Diagonal Diverter X Semi - Diverter X Perceptual Enhancements: Change in Road Surface, Materials, or Color X Streetscape Materials or. Landscape Plantings X City ofAndover Transportation Plan 77 TABLE -7 8 Effectiveness of Traffic Calming Measures to Imarove Street Safetv Traffic Calming Measures Highly Effective Effective Slightly Effective Uncertain of Effectiveness Not Effective Street Width Adjustments: Street Narrowing X Choker X Median Island X On -Street Angled Parking X Protected Parking Bas X Traditional Traffic Control Techniques: Vehicle Restrictions X Turn Restrictions X One -Way Streets X Variable-Speed Display Board X Trumpet Island X Marked Crosswalks X Stop Signs X Vertical or Horizontal Realign ments: Speed hump or bump X Traffic Circle X Chicane X Route Modifications: Street Closure (cul -de -sac) X Diagonal Diverter X Semi - Diverter X Perceptual Enhancements: Change in Road Surface, Materials, or Color X Streetscape Materials or Landscape Plantings X 0 City ofAndover 78 Transportation Plan TABLE 89 Effectiveness of Traffic Calming Measures for Enhancine Perceived Street Environment L Traffic Calming Measures Highly Effective I Effective Slightly I Effective Uncertain of Effectiveness Not Effective .Street Width Adjustments: Street Narrowing X Choker X Median Island X On- Street Angled Parking X Protected Parking Bays X Traditional Traffic Control Techni ues: Vehicle Restrictions X Turn Restrictions X One-Way Streets X Variable-Speed Display Board X Trumpet Island X Marked Crosswalks X Stop Signs X Vertical or Horizontal Realign ents: Speed hump or bump X Traffic Circle X Chicane X Route Modifications: Street Closure (cul -de -sac) X Diagonal Diverter X Semi - Diverter X Perceptual Enhancements: Change in Road Surface, Materials, or Color X Streetscape Materials or Landscape Plantings X A document prepared in 1994 by the North Central Section of the Institute of Transportation Engineers (NCITE) contained an evaluation of the effects of various traffic engineering and traffic calming techniques. The units of measure were weighed against a variety of elements and rated for their effect — low, mid or high. The engineering/calming techniques were called a "tool box." Table 810 on the following page presents the ratings from the report. 9 2 Neighborhood Traffic Control, North Central Section of the Institute of Transportation Engineers, January 1994 City of Andover 79 Transportation Plan TABLE 910 North Central Reetion of the institute of Transnortation Engineers Ratings Evaluation Engineering) Calming Technique 0 o >c: o o o one aEr o � CA .0 o o o a.c4 a°i ° •° i ¢lx en N E; w¢ E! °„' ,C a. i N , o O d u •° .5 > E E U o U U¢ l o U Truck Restrictions O O 1 O 1 • 1 O O 1 O • 1 O Increased Enforcement O • a O O O O n/a • a Speed Watch O • p O O O O n/a • O Variable Speed Displa O • a O O O O n/a • O Watch for Children O O O O O O O n/a • O Pavement Markings O O O O O O O n/a • O Street Narrowing O o p O O O O n/a O a Turn Restrictions • p 0 • O 1 O 1 O O 1 O Private Streets p G O • p • O n/a O • Basket Weave Stop Signs O o • O O O O O • O Yield Signs O p O O O O O p • O Do Not Enter o O p 0 • O O a O O Speed Limit Changes O O O 1 O O 1 O O • • O Parking Restrictions O O O 1 O O O O O O O All Way Stop O p p O O O O a • O One Way Streets O p O • O O O O O Stop Sign Removal O O p • O O O n/a • O Chokers p O a O O O O n/a • • Partial Diverters 0 p 0 • • O O O • Street Closure • a • • • • n/a O • Full Diverters 0 O p 0 • • • n/a O • Traffic Circles i,n O o p O O • a n/a O • Median Barrier• O • 0 • • O n/a O a Speed Bumps/ • O O O 1 0 O n/a O p Curvilinear Reconstruction 0 p p O O O O n/a O • O Low, Unlikely, No O Mid, Moderate, Possible • High, Likely, Yes 0 Shift SOURCE: Neighborhood Traffic Control. NCIT E, January IYY4 i 0 City of Andover 8 0 Transportation Plan • V. REGIONAL TRANSPORTATION INITIATIVES Northstar Corridor And Bethel Corridor, Commuter Rail Overpasses and underpasses for rail lines The Northstar Corridor is an 8250 -mile transportation corridor, which runs along Hwy 10 and Hwy 47 from Minneapolis to the St. /'loud ar Big Lake The Northstar Corridor was identified by Mn/DOT as a Stage ' C,. n .:a.,_ is Tief 1 staging and is included in the Metropolitan Council's Master Regional Transit Plan as a transit investment around the region. Northstar Commuter Rail Stations in the Northeast suburbs include: Elk River (east of TH 169 and north of TH 10), Anoka (north of TH 10 between TH 47 and TH 288) and Coon Rapids (at the Foley Park- and -Ride and along Northdale Boulevard south of Riverdale Commons). These stations will all include Park- and -Ride facilities. The proposed date for the start of construction operations is Derr ber- 20o5 shrine of 2007 Service opens in 2009. s Commuter City ofAndover 81 Transportation Plan s The Bethel corridor is a tentative commuter rail corridor, which runs north/south from the City of Bethel to Coon Rapids where it ties into the Northstar corridor. A study performed by Mn/DOT on the feasibility of commuter rail corridors in the Twin Cities found the Bethel Corridor to be feasible as a tier two corridor, which means that it could support potential commuter rail service. It is anticipated that tier two corridors will be implemented after 2020. It is recommended that Andover consider the potential for this rail line as the aeFtheast paiof -the City continues to develops. This may include selecting locations for elderl} where there is urban housing, community centers, etc. near the existing rail line. If the existing rail line becomes the location for the future commuter rail corridor, the infrastructure should compliment the use of that facility. At this point, the most appropriate location for rail station appears to be near where BNSF railway and Bunker Lake Boulevard NW int ersect in the southwest quadrant, which is currently owned by Anoka Coun Both commuter rail corridors will be developed as part of a commuter rail system and will be integrated with other forms of transportation such as LRT, bus transit, bicycles and pedestrians. Due to the construction of these commuter rail lines, the City of Andover may experience an increase in bus transit, which may require the construction of new Park -and- Rides within the City. Also, an increased demand for pedestrian and bicycle transit may City ofAndover 82 Transportation Plan . occur, requiring the construction of more trails and walkways through the City as well as other pedestrian provisions. It is expected that the Minnesota Legislature will address the funding needs of the Northstar Corridor in the 2003 Legislative session. State funding is needed to match existing federal funding. If funding is provided by the State, implementation of the Northstar corridor is expected to begin in 2003. Once the rail line is operational, Anoka County anticipates providing a feeder bus service to the Northstar corridor for the cities of Andover and Ramsey. Regional Trails Existing regional trails through the City of Andover include the Bunker Hills Regional Trail, which travels through Bunker Hills Regional Park in the SE corner of Andover and the Central Anoka County Regional Trail, which travels east/west through the southern section of the City of Andover. Additions to both of these regional trails are currently proposed by Anoka County. A new trail, the Rum River Regional Trail, is also proposed by Anoka County to travel north/south along County Road 7 through the City. A municipal trail is proposed to travel east/west along Coon Creek. With the construction of regional trails comes Andover's opportunity to connect existing municipal trails to the larger system. Mississippi River Crossing • Mn/DOT is currently studying the existing Mississippi River Crossings and has determined that both the Hwy 101 and the Hwy 169 crossings are congested. Various locations are being investigated for an additional river crossing. Mn/DOT's goal is to have the additional river crossing constructed sometime after 2015. A location being considered for this crossing includes a crossing from the City of Ramsey to the City of Dayton. Due to the construction of this new river crossing, the City of Andover could expect to see more commuters heading west to cross the river and then south into Minneapolis and St. Paul. Mn/DOT is currently looking to preserve the right -of -way for this project. As part of this project, it is anticipated that Mn/DOT will need to address how this crossing connects to the transportation system to the north. The crossing could potentially connect to TH 169 or TH 47 to the north. This may provide a TH 169 "bypass" around Elk River or a realignment of TH 47 away from Anoka. Anoka County will also be reviewing the function of CSAH 22 and how it relates to the new river crossing as well as its function as an east/west connection for the northern Minneapolis /St. Paul Metro Area. TH 47, COUNTY RD. 14 TH 65, TH 10 & TH 169 WILL NEED TO BE REVIEWED AND REVISED BY EITHER MNDOT OR ANOKA COUNTY 0 City of Andover 83 Transportation Plan TH 47 (Preservation Route) • A preservation route is a section of Trunk Highway (TH) that has been categorized as Mn/DOT's highest investment priority. This category involves the repair and replacement of pavement and bridges, and repair of miscellaneous infrastructure. Funding is provided to preserve the existing infrastructure and not for other improvements even though they may be warranted. Mn/DOT has categorized TH 47 as a preservation route. TH 47 was recently reconstructed through the City or Ramsey. Mn/DOT recognizes the deficiencies on TH 47 within the City of Anoka, however, there are no plans for any major improvements in the near future. Mn/DOT and Anoka County will review the needed improvements and future alignment of TH 47 as discussions continue concerning the potential turnback of the roadway to Anoka County. TH 242 ( Manazement Route) A Management Route is Mn/DOT'S second highest investment priority category. This type of route involves preservation strategies, transportation system management, access management, jurisdictional reassignment and corridor preservation. As the first step in developing an Access Management Plan, Anoka County prepared an Access Management Study for TH 242 /CSAH 14 between TH 10 and I -35W. It was determined that TH 242 is the best east/west corridor through southern Anoka County, however, most trips on TH 242 were short as travelers used the corridor to access north/south roadways. It was also discovered that the number of access points along this corridor of TH 242 is more than double the Mn/DOT guideline for an urban principal arterial facility. Safety issues were identified as well as problems with congestion. Results of the study indicated that widening the corridor and making intersection improvements would minimize future traffic delays and congestion. To accomplish this goal, it was recommended that this segment of TH 242 be reconstructed as a four -lane divided urban facility with left and right turn lanes. This would restrict access points and thereby reduce the number of conflicts. Since Mn/DOT considers TH 242 a management corridor, improvements such as turn lanes, frontage roads, signal timing and access changes may receive state and regional funding. There is currently discussion to tumback TH 242 to Anoka County, however no final plans have been made. The City of Andover may be affected by improvements made to TH 242 particularly at Hanson Blvd. NW and Coon Creek Blvd. Mn/DOT and the City of Coon Rapids reconstructed TH 242 in 2001 west of Coon Creek Blvd. NW and will continue the improvements to the east in 2003. This will provide additional capacity through the intersection. Mn/DOT and Anoka County are discussing the possibility of developing a preliminary concept layout for future improvements to TH 242 including an interchange at TH 65. TH 65 ( Manaitement Route) TH 65 is a Mn/DOT Management Route and may receive state and regional funding for improvements such as turn lanes, signal timing and access closures or modifications. Mn/DOT will be providing auxiliary lanes to TH 65 from CSAH 10 to 97th Ave. NE in • City of Andover S Transportation Plan Blaine in 2002. Mn/DOT, Anoka County and Blaine continue to discuss the future of TH 65 and are discussing the possibility of developing a preliminary concept layout for future improvements to TH 242 including an interchange at TH 242. These discussions include defining potential funding sources for future improvements. Currently TH 65 is proposed to be a 6 -lane divided highway from north of TH 10 to either TH 242 or Ham Lake. Mn/DOT completed a Traffic Operations Study in 2000 for TH 65 from 53rd Avenue to 245th Avenue within Anoka County. Computer modeling was completed for intersections along this segment of TH 65. It was found that 22 intersections along the study corridor would be operating at unacceptable levels in 2020 if only the programmed improvements were performed on TH 65. The recommendations in the traffic operations study include access eliminations to increase intersection spacing, dedicated turn lanes to increase the cross street capacity, and additional through lanes in some areas to increase the intersection capacity. These improvements are dependent on the implementation of an access management plan. Access to TH 65 for a majority of Andover residents is via Bunker Lake Blvd. Anoka County plans to reconstruct Bunker Lake Blvd. NW from Hanson Blvd. NW to TH 65 in 2010. The actual year of construction may be earlier, however, Anoka County has placed it in 2010 to show that it is currently not in their five -year plan. This improvement along with improvements to TH 65 and other north/south routes may provide a more efficient route for Andover residents to commute to the Minneapolis /St. Paul Metro Area. TH 10 (Interregional Corridor) An Interregional Corridor (IRC) is described as a route that connects regional trade centers within Minnesota. These corridors are only two percent of all roadway miles in the state, however they account for one -third of all vehicle miles traveled. These corridors receive priority for management investment funds as well as improvement and expansion funding. TH 10 is categorized as a management investment, but is also part of the Interregional Corridor System and is eligible for IRC funds. In May 2002, Mn/DOT completed a Management Study/Plan for TH 10 from TH 24 in Clear Lake to I -35W in Mounds View and Arden Hills. Geometric and capacity deficiencies were studied along the length of the corridor. Segments through Anoka and Ramsey were among the segments with the greatest number of deficiencies. Congestion during peak hours was determined to stretch from Coon Rapids to Elk River. A major concern is the number of existing and potential signalized intersections along the corridor. Identified alternatives including increasing the number of through lanes along TH 10 or increasing the efficiency of the existing through lanes by converting from an expressway to a freeway design. A freeway design would require the elimination of local road intersections and access points and the conversion of at -grade signalized intersections to grade separated interchanges. 0 City of Andover 85 Transportation Plan The study included the following alternatives for the Anoka County area: 49 Elk River Convert the existing 4 -lane arterial to a 6 -lane arterial or a 4 or 6- lane freeway or construct a 4 -lane freeway bypass north of the City. Ramsey Convert the existing 4 -lane expressway to either a 6 -lane expressway or a 4 or 6 -lane freeway. Anoka Convert the existing 4 -lane expressway to a 4 or 6 -lane freeway. Coon Rapids Widen the present 4 -lane freeway to a 6 or 8 -lane freeway. This list of alternatives was evaluated and a list of potential projects was developed. Portions that are relevant to the Andover /Anoka County area include a project in Ramsey converting TH 10 from TH 169 to Sunfish Lake Boulevard to a 6 -lane freeway, and a project in Anoka converting TH 10 from Sunfish Lake Boulevard to Round Lake Boulevard to a 6 -lane freeway. It was also recommended that TH 10 from Round Lake Boulevard south to 1-3 5W be converted to an 8 -lane freeway as part of two different projects. Improvements to this corridor need to consider the Northstar Commuter Rail and related bus transit activities and facilities. Some intersection /interchange improvements have been started and are in various stages of completion. The interchange at Round Lake Boulevard has been completed. The single point diamond design for the interchange at Hansen Boulevard is almost complete, however there is currently no funding available for construction. It is anticipated that the Hanson Blvd. interchange project will receive funding within the next five years. TH 169 (Interregional Corridor) TH 169 has been classified by Mn/DOT as an interregional corridor. This corridor is eligible to receive priority for management investment funds as well as improvement and expansion funding. Mn/DOT has also identified this corridor as an at -risk, high- priority interregional corridor. There are four bottlenecks on this segment of TH 169 causing capacity problems for truck freight and passenger cars. A feasibility study completed in 1998 for TH 169 from I -94 to TH 610. As part of the study the following improvements were recommended: • An additional through lane in each direction between I -94 and 77th Avenue with the addition of a northbound -to- westbound exit loop at 77th Avenue in Maple Grove and Brooklyn Park. • Diamond configuration ramps to CR 81 and 85th Avenue in Brooklyn Park. • Grade separation of 93rd Avenue and TH 169 restricting access in Osseo and Brooklyn Park. Mn/DOT intends to preserve Right -of -Way for the widening of TH 169 between I -94 and 109th Avenue after developing a preliminary design map. According to the Transit 2020 Master Plan, bus -only shoulders are proposed for this corridor and should be incorporated into the any new designs for TH 169. Mn/DOT will continue to analyze the project capacity deficiencies. City of Andover 86 Transportation Plan Mn/DOT is currently reconstructing TH 169 through Anoka from the Mississippi River Bridge to TH 10. This will increase the capacity along TH 169 and particularly through the Main Street intersection. E IRC TH 10 Corridor Management Plan: TH 24 in Clear Lake to I -35W HR Green Company, May 2002 MAP MAY NEED TO BE .REVISED BY MNDOT Roadway Turnbacks There are #free -two potential regional roadway turnbacks being discussed by Mn/DOT and Anoka County: • TH 47 from Mn/DOT to Anoka County • East/West CSAH 22 from Anoka County to Mn/DOT A change in "ownership" of a roadway can affect funding and project priority. A roadway that may not have been a high priority to Mn/DOT may be more important to Anoka County and could receive more attention under the jurisdiction of the County. Also, the funding that can be provided for maintenance and construction will change along with the jurisdictional change. Mn/DOT and Anoka County are currently preparing a Memorandum of Understanding (MOU) for the jurisdictional changes between agencies. City of Andover 87 Transportation Plan The Anoka County 2015 Transportation plan shows proposed changes to the County • Highway System. The roadways that are to be turned back to the City of Andover are: • Verdin Street NW from 181st Ave. NW to 161st Ave. NW • 165th Ave. NW from CSAH 7 to Valley Drive NW VL ROADWAY SYSTEMS PLAN A. Transportation Funding There are several funding alternatives available to Andover for improvements to the transportation system. Below is a list of funding sources that can be utilized for various types of improvements: • Federal Aid funding • Federal Demonstration Funding for High Priority Projects (HPP) • Transportation Revolving Loan Fund (TRLF) • County State Aid Highway funding • Municipal State Aid Street funding • State and Federal Bridge funding • Minnesota Railroad- Highway Grade Crossing Safety Improvement Program • State DNR Grants • Legislative Commission on Minnesota Resources • Turnback funding • County funding • City funding Each of these funding sources has a unique set of requirements and criteria that must be met in order to receive funding; in some cases this includes successfully competing for limited funding. There are also rules that apply to the use of the funding and what the funding can actually be used for. Below is a more detailed description of the funding sources, how to receive the funds and how the funds can be used. Federal Aid fundine States receive federal funding for highways through the Surface Transportation Program of the Federal Highway Trust Fund. Federal Highway Trust Fund revenue is generated from the federal gas tax, taxes on truck sales, use and tires, and from the General Trust Fund. Currently each state receives a minimum amount of federal aid equal to 90% of the amount is contributes in taxes. The Federal Aid or TEA -21 funds are administered through the Minnesota Department of Transportation (Mn/DOT) with guidance provided through the Transportation Advisory Board of the Metropolitan Council of the Twin Cities. Municipalities can compete for a portion of the federal funding that is available to the state. A solicitation occurs approximately every two years for the Surface Transportation Program (STP), Congestion Mitigation/Air Quality Improvement Program (CMAQ), and the Transportation Enhancement Program (TE). The next solicitation is expected to occur in July 2003 with City of Andover 88 Transportation Plan • funding becoming available for projects in 2007 and 2008. The federal funding usually covers 80% of the construction costs of a project. The other 20% must come from other funding sources. These sources could include other funds listed within this plan. The federal categories and an explanation is provided below: Surface Transportation Program (STP) STP funding is available for roadway construction and reconstruction, capacity projects, safety projects, bikeway or walkway components of projects, transit projects, Park- and -Ride facilities and traffic management projects. Under the STP, projects can be submitted in one of three categories: 1) Non - freeway, principal arterial highways 2) Projects on the "A: Minor Arterial Highway System" as defined by the Transportation Advisory Board (TAB); and 3) Bike and walk projects In the City of Andover, there are no principal arterial roadways. The roadways on the "A: minor Arterial Highway System" are Hanson Blvd. Through the entire City and Round Lake Blvd. from the City's southern border to Bunker Lake Blvd. A bikeway project must be a major bicycle transportation facility designed pursuant to an overall plan for the transportation use of bicycles, or other vehicles propelled by human power. A walkway project must be a pedestrian transportation facility designed pursuant to an overall plan and designated for the use of pedestrians. Conizestion Mitization and Air Quality Improvement Program (CMAQ) CMAQ provides flexible funding to state and local governments for transportation projects and programs to help meet the requirements on the Clean Air Act of 1990. In general, eligible projects provide some type of reduction in toxic emissions. These include alternative fuel vehicles purchases, traffic flow improvements, transit projects, rideshare activities and telecommuting. CMAQ funding can be used in various fashions to defer the costs of implementing these strategies. Transportation Enhancement Program (TE) Transportation Enhancements are transportation- related activities designed to strengthen the cultural, aesthetic and environmental aspects of the nation's intermodal transportation system. The types of projects that are eligible for funding under this category include bicycle and pedestrian facilities, scenic beautification, historic preservation, environmental mitigation and transportation museums. Transportation enhancement funding is the largest potential funding source for trail projects throughout the City. Hazard Elimination Safety Program (HES) The Hazard Elimination Safety Program provides funding for spot safety improvements on roadways. These improvements usually are intersection improvements to reduce the number and/or severity of accidents. This may include the installation of a traffic signal or channelization improvements. Applications for City of Andover 89 Transportation Plan HES funding must include a benefit/cost analysis. The greater the benefit/cost ratio, • the more likely funding will be provided. The federal funding limit for this category has been $500,000 per location. Federal Demonstration Funding for High Priority Proiects (HPP) While Federal funding is available through the TEA -21 program, other federal funding may be available for specific high priority projects. In order to obtain this special funding a project must have technical merit, as well as political backing. A coalition may be formed from supporting agencies and elected officials to organize an effort to bring funding to a project. A special Bill passed by Congress may contain funding directly applied to a specific project. By forming a coalition and working with your congressman and other elected officials, the City may be able to bring substantial transportation funding to a regionally significant transportation project. Transportation Revolving Loan Fund (TRLF) The federal government established a State Infrastructure Bank (SIB) program in 1995 through the National Highway System Designation Act. A SIB is a state or multi -state find that can be used by eligible borrowers to finance eligible transportation projects. Minnesota's SIB, known as the Transportation Revolving Loan Fund (TRLF), was established in 1997. The TRLF operates much like a commercial bank providing low interest loans to cities, counties, and other governmental entities for eligible transportation projects. When the loans are repaid, the funds are returned to the TRLF and used to finance additional transportation projects. The TRLF is an innovative finance tool that can be used to finance transportation projects that may not get financed through traditional transportation funding methods. The TRLF's benefits include: • Faster project completion resulting in cost - savings and improved transportation systems. • A variety of low -cost financing options. • The ability to fund additional projects as loans are repaid. • The attraction of new types of dollars for transportation use. • The generation of additional dollars for transportation purposes through leveraging. Eligible projects include, but are not limited to, pre - design studies; acquisition of right -of- way; road and bridge maintenance, repair, improvement, or construction; enhancement items; rail safety projects; transit capital purchases and leases; and drainage structures, signs guardrails, and protective structures used in connection with these projects. An eligible borrower's possible sources of TRLF loan repayment include, but are not limited to, special assessments, property tax levies, tax increment financing, local government option sales taxes, future federal funds, future state funds, and customer fees . from revenue - generating projects such as parking ramps and intermodal terminals. County State Aid Highway (CSAH) funding Anoka County receives a State Aid funding allocation each year for maintenance and construction of the County's State Aid Highway (CSAH) system. In 2002 Anoka County City of Andover 90 Transportation Plan received approximately $7.1 million in State Aid funding. Approximately $3.0 million was allocated for maintenance of the CSAH system and $4.1 million was allocated for construction funding. The County's State Aid funding can only be used for improvements made to the CSAH system. The State Aid funds can be used for construction, engineering and right of way costs. The County can also borrow from its future State Aid allocation interest free. Municipal State Aid Street (MSAS) funding The City of Andover receives a State Aid funding allocation each year for maintenance and construction of the City's Municipal State Aid Street (MSAS) System. In 2-0Q 2007 Andover received nearly $1.1 million in State Aid funding. Twenty -five to thirty -five percent can be used for maintenance purposes and the balance is used for construction. The City's State Aid funds can be used for construction improvements to a Municipal State Aid Street (which include trails along the route) County State Aid Highway or State Trunk Highway. The State Aid funds can also be used for engineering costs and right of way costs. The City can also borrow from its future State Aid allocation interest free. The City can borrow up to 3 years worth of future allocations up to a maximum of $750,000. The State Aid for Local Transportation Office is continuously accepting loan applications. State and Federal Bridge funding Federal Bridge Replacement funds, Town Bridge funds and Minnesota State Transportation Funds (bond funds) are available to fund bridge replacement projects. These funds are available to municipalities for bridge projects and include removal of abandoned bridges to the reconstruction of deficient structures. Typically the agency is responsible for the costs of removing a structure that is to be replaced. State Aid funds can be utilized for these removal costs. Minnesota Railroad - Highway Grade Crossing Safety Improvement Program The mission of the Minnesota Railroad - Highway Grade Crossing Safety Improvement Program is to save lives in locations with at -grade crossings. Under this program, active warning devices have been installed at more than 1,200 Minnesota grade crossings. Federal funds for railroad - highway grade crossing safety projects are available under TEA - 21 Title I programs. Mn/DOT, local road authorities, railroads, and local planning agencies work together to identify railroad - highway grade crossing safety projects. The eight ATPs integrate projects into area -wide plans. Mn/DOT's Office of Freight, Railroads and Waterways helps the ATPs to assess grade crossing safety investment needs. Types of projects eligible under the Minnesota Railroad - Highway Grade Crossing Safety Program include signal and signal upgrade, signs and pavement markings, lighting, crossing closures and roadway relocations, sight condition improvements, crossing alignments and grade improvements and grade separations. 0 City of Andover 91 Transportation Plan State DNR Grants • The DNR has several grants available through their general, trail and water recreation programs. These grants may provide a local match to federal funding or a contribution to a project with other funding sources. The following programs are available to the City of Andover for City or County trails: Federal Recreational Trail Grant Program This program is available for the development, reconstruction or maintenance /restoration of either motorized or non - motorized trails. A unit of government must sponsor the project. A 50% match is required with a maximum of $100,000 available to any one project. Federal funds can be used as a match in some circumstances. The application for this program is due annually on February 28th. Regional Trail Grant Program This program is intended to support the development of regionally significant trails. Demonstration of local support and a 20 -year commitment from the trail developer are requirements of this trail program. Cities, counties, and townships are eligible to apply for the funding. The maximum amount available per project is $250,000, with a 50% cash match required. This match cannot include any other state funds. The application for this program is due annually on February 28th. Outdoor Recreational Grant Prop• am This program is intended to increase and enhance outdoor recreation facilities. Eligible projects include park acquisition and/or development/redevelopment; includes among others, picnic shelters, playgrounds, athletic facilities, trails, boat accesses, fishing piers, swimming beaches and campgrounds. Cities, counties, and townships are eligible to apply for the funding. No maximum amount is listed but a 50% match is required. The application for this program is due annually on January 31 st. Local Trail Connections Grant Program This program is intended to promote relatively short trail connections between where people live and desirable locations, not to develop significant new trails. Cities, counties, and townships are eligible to apply for the funding. Priority is given to projects with residential connections to state and regional facilities. The maximum grant amount is $50,000 with a 50% cash match required. The application for this program is due annually on February 28th. Legislative Citizens Commission on Minnesota Resources The LCCMR makes funding recommendations to the Minnesota Legislature each year for special natural resource projects. These projects help maintain and enhance Minnesota's natural resources. These projects include recreational parks, trails and history; fish and wildlife habitat; water resources; and environmental education. The LCCMR process is open to all provided there is a demonstrated public benefit. Recipients include state City of Andover 92 Transportation Plan agencies, private non - profits, academic institutions, local government units, federal government, tribal governments and private corporations. Proposals are due around M ary September of each year. The LCCMR processes these proposals for presentation to the Legislature the following January. If selected, funding becomes available the following July and is available for a two year period. Turnback funding When a jurisdictional transfer occurs, the agency releasing the roadway usually provides funding for necessary upgrades prior to releasing the roadway. These funds may include State Aid funds or special tumback funding designated by that agency for tumback purposes. County funding Anoka County funding is provided by the County to maintain and construct the County Road system. These funds are utilized for roadways not on the CSAH system as well as some improvements made to County State Aid Highways. City funding The City of Andover allocates City funding for maintenance and construction of its roadways. This funding, along with the MSAS funds received from the State provide the City with its yearly allocation for roadway maintenance and construction. In addition, there are certain intersection improvements on City streets and County roads that may be the responsibility of the property owners and /or developers /subdividers. These requirements are as follows: 1. The subdivider shall be required to pay a proportionate share of all costs associated with required intersection improvements along County roads and City streets when new developments trigger the need for upgrades (i.e. right and left turn lanes, bypass lanes and deceleration lanes). 2. The subdivider shall make the required improvements as a part of the street improvements for the new development as identified in the preliminary plat approval. 3. The City Council may elect to construct such improvements as an assessment proiect in which the subdivider shall accept an assessment for a proportionate share of the improvements as identified in the preliminary plat approval. B. Short- term/Long -term Planning This Transportation Plan provides the City with a guide for future improvements to the overall City transportation system. Specific recommendations have been made regarding various aspects of the system including the designation of a collector roadway system. While the development of a collector system is, in itself, a long -range plan, various pieces of it may be part of a short-range plan. Many factors outside of this Transportation Plan City of Andover 93 Transportation Plan will affect what those short-range projects will be. In fact, the primary factor is the development or redevelopment that will occur within the City. As development occurs, the City will require certain elements of the Transportation system to be provided as part of that development. It is at this time that many projects recommended within the Transportation Plan will be implemented. By implementing this plan the City establishes the requirements of transportation projects whenever they occur in the future. As the City develops updates its QP- Capital Improvment Plan this plan can be used as one tool to prioritize transportation improvements help deteFffiine wher-e the Cit eapitel is best s_ However, many other factors will contribute to the CIP as well, including maintenance needs, etc. This plan will also assist the City with projects outside of their jurisdiction. By providing recommendations for Hanson Blvd. and Crosstown Blvd. the City is able to let the County know what the desire and expectations are for future improvements. The County can use this when programming funding for future improvements along the county roads. It is anticipated that Anoka County will use this plan as a guide when developing its short and long -range transportation improvement plan. THIS WILL BE UPDATED ONCE WE KNOW THE PUBLIC INPUT PROCESS BY THE CITY COUNCIL VII. PUBLIC INPUT PROCESS In order to complete and implement a citywide transportation plan of this type, it is critical 41 that the City staff, County staff, business owners, citizens and other affected parties participate in planning activities. This will allow everyone to take ownership of the final product and use it to coordinate future land use, access and transportation related improvements throughout the City. The first step in coordinating this effort was the establishment of a Technical Advisory Committee (TAC). The TAC was established early on and provided guidance throughout the preparation of the Plan. The TAC was made up of several individuals from all aspects of the City as well as Anoka County. The TAC members included: • Scott Erickson, former City Engineer • David Berkowitz, City Engineer • Todd Haas, Assistant City Engineer (as alternate for City Engineer) • John Erar, City Administrator • Will Neumeister, City Community Development Director • Frank Stone, City Public Works Superintendent • Irwin Russell, City Street Supervisor (as alternate for Frank Stone) • Kate Garwood, Anoka County Multi -Modal Transportation Manager • Chuck Holden, Anoka- Hennepin School District • Mike Quigley, Business Representative /Andover Resident • Tim Kirchoff, Planning Commission City ofAndover 94 Transportation Plan • Dave King, Anoka County Sheriff's Department • Dave Jenkins, Anoka County Sheriff s Department • Dan Winkel, Andover Fire Department • Don Jacobson, City Council Member • Julie Trude, City Council Member • BRA Representatives, Shelly Johnson, Kevin Hoglund and Stuart Krahn The committee met approximately every other month beginning in May 2002. Early on the committee established the goals and objectives for the overall Transportation Plan and provided specific input into various aspects of the plan. Some of the areas addressed by the TAC included: • Identification of issues and concerns related to the City • Collection of input to be used in developing goals and objectives • Defining and prioritizing needs • Collection of input on existing and future land use • Assistance in developing access and mobility guidelines Public Open Houses In addition to the TAC input, public input was also gathered from public forums. Public Involvement is a critical element of any transportation plan. It enhances the final results of the plan by providing the means to have a direct impact on study elements. Two public open houses were held over the course of the Andover Transportation Plan development. The first open house was held at the Andover City Hall on June 25, 2002. This open house was used to gather input to help decide what key transportation elements were to be studied and to find out which transportation elements were of greatest concern to Andover residents. Numerous displays containing crash data, roadway volumes, City trail systems and other information were available for the public to view. Comments received included: • Concerns over the Andover Blvd. and the railroad crossing. The slow moving trains can block access for a period of time. • Turn Lanes on Hanson Blvd. and Bunker Lake Blvd. • Access issues on Bunker Lake Blvd. • Desire to see additional frontage roads constructed. • Additional paths /trails the residents would like to see in the future. A second public open house was held at the Andover City Hall on February 13, 2003. This open house was used to update the public on the findings of the study and to display possible recommendations that may be contained within the study. Comments were gathered regarding all aspects of the study. Displays presented at the open house included: • Layouts of the study corridors (Hanson Blvd. and Crosstown Blvd.) • Proposed cross sections for the study corridors City ofAndover 92 Transportation Plan • Jurisdictional changes to the roadway network 40 • City Trails Plan • Roadway Crash Summary • Regional Initiatives • Roadway Volumes • Functional Classification System In general, open house attendees were pleased with the results and recommendations of the study. The general comments included: • Desire for additional trails within the City • Desire for frontage roads • Speed Limit issues • Addressing specific intersection or roadway concerns In addition, remarks were made about the growth in the City and the concerns regarding traffic pattern changes. Certain areas (i.e.: new high school) presented a concern regarding roadway access, sight distance, speed, etc. Note: These specific transportation issues are addressed by the City's engineering staff and are not part of this Transportation Plan. VIII. MISCELLANEOUS TRANSPORTATION RELATED RECOMMENDATIONS The previous repeA chapters discussed a variety of transportation system elements. During the course of the development of the plan, certain recommendations were brought forth that should be adopted by the City of Andover in order to help assure continuing development of an up -to -date plan and evaluation of various traffic and land use related conditions. • The Transportation Plan should be reviewed and updated every five (5) years in order to better plan for changing conditions. • The City should, on a two or three year time frame, conduct a review of the safety and traffic operations conditions of a list of "hot spot" intersections. That list will probably change as the City continues to grow. • The City should require that a traffic impact analysis of proposed new development be conducted as a part of plan review processes. The size and type of land use development requiring such traffic analysis should be left to the digression discretion of the City Engineer. The primary benefit of these traffic analyses will be to determine access needs, intersection and roadway improvements adjacent to and within the general area of the proposed project, as well as traffic control needs. 0 City of Andover .; Transportation Plan • 0 0 ALL MATERIAL THAT WAS PART OF THE PREVIOUS PLAN WILL BE REMOVED FROM THIS SECTION. City ofAndover 97 Transportation Plan WILL BE REVISED ONCE THE PLAN IS REVIEWED BY APPROPRIATE • AGENCIES TABLE OF CONTENTS LISTOF STUDY PARTICIPANTS ...................................................... ..............................i EXECUTIVESUMMARY ................................................................. ............................ES1 I . INTRODUCTION .................................................................................. ..............................1 H. TRANSPORTATION PLAN GOALS / OBJECTIVES ....................... ..............................1 III. EXISTING CONDITIONS .................................................................... ..............................5 A. Roadway Jurisdiction ...................................................................... ............................... 5 B. Roadway Functional Classification ................................................. ............................... 5 C. Existing Traffic Volumes ................................................................ ............................... 5 D . Trails ............................................................................................... ............................... 5 E. Transit Service ................................................................................ ............................... 6 F. Rail System ..................................................................................... ............................... 8 G. Crash Data ....................................................................................... ............................... 9 H . Air Service ...................................................................................... ............................... 9 I . Intersection "Hot Spots" ................................................................. ............................... 9 J. Study Corridors ............................................................................. ............................... 13 K. Traffic /Transportation Issues ........................................................ ............................... 16 . IV. STUDY ELEMENTS ANALYSISI RECOMMENDATIONS ........... .............................17 A. Roadway Jurisdiction/MSA Routes .............................................. ............................... 17 B. Roadway Functional Classification System .................................. ............................... 23 C. Projected Traffic Volumes ............................................................ ............................... 30 D . Intersection "Hot Spots" ............................................................... ............................... 37 E . Study Corridors ............................................................................. ............................... 39 F. Transit Planning ............................................................................ ............................... 54 G. Trails Planning .............................................................................. ............................... 64 H . Rail Crossing Safety ...................................................................... ............................... 66 I . Air ................................................................................................. ............................... 68 J. Access Management ...................................................................... ............................... 68 K. Traffic Calming ............................................................................. ............................... 70 V. REGIONAL TRANSPORTATION INITIATIVES ........................ ............................... 81 VI . ROADWAY SYSTEMS PLAN ............................................................ .............................88 A. Transportation Funding ................................................................. ............................... 88 B. Short- term/Long -term Planning .................................................... ............................... 93 VII. PUBLIC INPUT PROCESS .................................................................. .............................94 VIII. MISCELLANEOUS TRANSPORTATION RELATED RECOMMENDATIONS .... 96 APPENDIX 0 City of Andover 98 Transportation Plan • A. Feasibility Study Is City ofAndove .. Transportation Plan LIST OF FIGURES FIGURE NUMBER PAGE i 1. Existing Roadway Jurisdiction ........................................................ ............................... 4 2. Existing Functional Classification System ..................................... ............................... 5 3. Existing Daily Traffic Volumes ...................................................... ............................... 6 4 Trails Plan ....................................................................................... ............................... 7 5. 3 -Year Crash Occurrences 1999 - 2001 .......................................... ............................... 10 6 Reported Deer Hits ........................................................................ ............................... 11 7 Intersection "Hot Spots" ................................................................ ............................... 13 8. Proposed and Existing State Aid Street Designations ................... ............................... 18 9. Functional Classification Relationship ......................................... ............................... 21 10. Hierarchy of Movement ............................................................... ............................... 22 11. Proposed Functional Classification System 2003 -2023 .............. ............................... 25 12. Existing and Year 2020 Density Volumes ................................... ............................... 28 13. Year 2020 Daily Volumes - Scenarios 1 Through 3 .................... ............................... 29 14. Hanson Boulevard Improvement Concept ................................... ............................... 34 15. Hanson Boulevard Improvement Concept ................................... ............................... 35 16 Hanson Boulevard Improvement Concept ................................... ............................... 36 17. Hanson Boulevard Improvement Concept ................................... ............................... 37 18. Hanson Boulevard Improvement Concept ................................... ............................... 38 19. Typical Sections - Hanson Boulevard .......................................... ............................... 40 20. Crosstown Boulevard Improvement Concept .............................. ............................... 41 21. Crosstown Boulevard Improvement Concept .............................. ............................... 42 22. Crosstown Boulevard Improvement Concept .............................. ............................... 43 23. Crosstown Boulevard Improvement Concept .............................. ............................... 44 24. Crosstown Boulevard Improvement Concept .............................. ............................... 45 25. Crosstown Boulevard Improvement Concept .............................. ............................... 46 26. Typical Sections - Rural Crosstown Boulevard ........................... ............................... 48 27. Typical Sections - Urban Crosstown Boulevard .......................... ............................... 49 28. Traffic Analysis Zone Boundaries ............................................... ............................... 53 City of Andov 100 0 Transportation Plan • LIST OF TABLES TABLE NUMBER PAGE 1. Intersection Hot Spot Level of Service and Delay by Approach .. ............................... 32 2. Transit Market Service Options .................................................... ............................... 50 3. TAZ Densities -City of Andover ................................................... ............................... 52 4. Access Spacing Guidelines ........................................................... ............................... 60 5. Effectiveness of Traffic Calming Measures on Vehicle Speeds ... ............................... 67 6. Effectiveness of Traffic Calming Measures on Traffic Volumes . ............................... 68 7. Effectiveness of Traffic Calming Measures to Improve Street Capacity .................... 69 8. Effectiveness of Traffic Calming Measures for Enhancing Percieved StreetEnvironment ........................................................................ ............................... 70 9. NCITE Ratings Evaluation ........................................................... ............................... 71 0 City ofAndover Transportation Plan 101