HomeMy WebLinkAboutWK March 19, 2003
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CITY OF ANDOVER
1685 CROSSTOWN BOULEVARD N.W. . ANDOVER, MINNESOTA 55304. (763) 755-5100
FAX (763) 755-8923. WWW.cJ.ANDOVER.MN.US
Special City Council Workshop
Wednesday, March 19,2003
7:00 p.m.
Council Chambers
1. Call to Order
2. Review 2nd Draft of the City Transportation Plan/O 1-18 - Engineering
3. Other Business
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4. Adjournment
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CITY OF ANDOVER
1685 CROSSTOWN BOULEVARDN.W.. ANDOVER, MINNESOTA 55304. (763) 755-5100
FAX (763) 755-8923. WWW.C1.ANDOVER.MN.US
TO: Mayor and Council Members
CC: John Erar, City Administrator
FROM: David D. Berkowitz, City Engineer
SUBJECT: Review 2nd Draft ofthe City Transportation Plan/01-18 - Engineering
DATE: March 19,2003
INTRODUCTION
The City Council is requested to review the 2nd Draft of the City Transportation Plan, Project 01-
18. A copy of the Draft Transportation Plan is included in the packet.
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DISCUSSION
The team from Bonestroo, Rosene, Anderlik & Associates (BRA) will present information from
the Draft Transportation Plan. The Transportation Advisory Committee has assisted BRA in the
preparation of the draft plan. The contents ofthe plan will be open for discussion and comment.
ACTION REOUlRED
The City Council is requested to review and comment on the 2nd Draft of the City Transportation
Plan, Project 01-18. No action is required at this time.
Respectfully submitted,
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David D. Berkowitz ~
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i 2nd Draft Transportation Plan
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City of Andover
March 17, 2003
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.11. Bonestroo
... Rosene
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"I\lI Anderrik &
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Engineers & Architects
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LIST OF STUDY PARTICIPANTS:
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City of Andover Staff
John Erar - City Administrator
David Berkowitz - City Engineer
Scott Erickson - Former City Engineer
Bill Ottensmann - Acting City Engineer
Will Neumeister - Director of Community Development
Todd Haas - Assistant City Engineer
Frank Stone - City Public Works Superintendent
Irwin Russell - City Streets Maintenance Superintendent
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Technical Advisory Committee
David Berkowitz - City Engineer
Scott Erickson - Former City Engineer
John Erar - City of Andover
Kate Garwood - Anoka County Department of Transportation
Todd Haas - City of Andover
Chuck Holden - Anoka Hennepin School District
Don Jacobson - Andover City Council
Dave King - Anoka County Sheriff's Department
Tim Kirchoff - City of Andover Planning Commission - Anoka County Traveler
Will Neumeister - City of Andover
Mike Quigley - Andover Resident - Businessman
Frank Stone - City of Andover
Julie Trude - Andover City Council
Dan Winkel - Andover Fire Department
Kevin Hoglund - Bonestroo, Rosene, Anderlik & Associates
Stuart Krahn - Bonestroo, Rosene, Anderlik & Associates
Sheldon Johnson - Bonestroo, Rosene, Anderlik & Associates
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EXECUTIVE SUMMARY
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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.
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This Executive Summary is provided to allow the reader a summation of the major findings and
conclusions of the plan. The plan has been 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 ofthe study.
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Study Elements
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The Andover Transportation Plan provides a review/analysis of various transportation elements
that exist within the City of Andover. As such, this is the most comprehensive analysis of
Andover transportation that has ever been undertaken. The study elements that are contained in
this attached plan are as follows:
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· 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
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Summation Of Major Recommendations
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The study and 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 adoption of a functional
classification system of roadways. In other instances, the plan illustrates what Hanson
Boulevard and Crosstown Boulevard 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.
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Transportation Plan
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Functional Classification of Roadways
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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:
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. Bunker Lake Boulevard
. Round Lake Boulevard
. Hanson Boulevard
. Andover Boulevard
. 7th AvenueIRoanoke Street
. Crosstown Boulevard
. 161't Avenue N.W.
. 157th Avenue N.W.
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Additionally, numerous existing and proposed roadways are designated as collector streets for
purposes of accommodating existing and future trip projections.
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Roadway Jurisdiction/State-Aid Routes
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The report presents a detailed analysis of Municipal State Aid (MSA) routes and provides
recommendations for changes.
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Projected Traffic Volumes
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Projection of vehicular traffic volumes, to the year 2020, 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 volumes.
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Special traffic volume assignments, for Rural Reserve Areas 1 and 2 were also prepared during
the study to help indicate roadway requirements for those areas as based upon different land use
densities.
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Corridor Recommendation - Hanson Boulevard
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The study 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 161'1 Avenue in order to
accommodate the future volumes projected to utilize the roadway. From 161 'I 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.
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Corridor Recommendation - Crosstown Boulevard
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The study recommends that the Crosstown Boulevard can retain its two traffic lanes, but some
access management is proposed. The segment of roadway from Andover Boulevard 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 in the vicinity
of the Andover High School should contain a barrier median in order to improve safety along
that roadway segment.
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Intersection "Hot Spots"
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The Technical Advisory Committee recommended a list of 15 intersections that should be
reviewed to determine if traffic operations problems were evident, and if so how can the
problems be solved. Of the 15 intersections, it appears that two of the intersections may require
future signalization. The intersection of Round Lake Boulevard with South Coon Creek Drive
and the intersection of Hanson Boulevard with 139th Lane N.W. All other intersections were
deemed to be operating acceptably.
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Transit Planning
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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.
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Trails Plan
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The City should continue its present program of providing trails as new/existing roadways are
provided. Gaps in trails are important to close and the trails plan shown in the report should be
adopted.
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Rail At-Grade Crossings
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In the year 2003, all public street crossings of the Burlington Northern rail trackage will be
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, Andover Boulevard, Crosstown
Boulevard, and 161'1 Avenue N.W. These are long-range projects that should be pursued by the
City.
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Access Management
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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 study report.
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Traffic Calming
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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.
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General Recommendations
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· The Transportation Plan should be reviewed and updated approximately every five (5)
years to further reflect changes in the community.
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· Intersection "hot spots" should be reviewed every 2-3 years to address any safety or
capacity problems that may develop.
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· 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 disgression of the city engineer.
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Further detail regarding all of the analyses conducted is contained in the Transportation Plan
which follows.
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Transportation P,an
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TABLE OF CONTENTS
I. INTR 0 D U CTI ON..... ............. .......... .............. ........... .............. ..... .............. ...................... 1
II. TRANSPORTATION PLAN GOALS/OBJECTIVES .................................................. 1
III. EXISTING CO ND ITI 0 NS ........ ................... ......................................... .......... ................ 2
A. Roadway Jurisdiction.. ............. ..... .......... ......... ......... ........ ...... ... ...... ...... ....... ....... .... .... 3
B. Roadway Functional Classification..............................................................................3
C. Existing Traffic Volumes .............................................................................................. 3
D. Trails.......................... .............. ..... ..... .............. ......... .... ........................... ........ ............ 3
E. Transit Service .............................................................................................................3
F. Rail System...... ....... .............. .... ..... ............... ... ....... ... ..... .... ........ .............. ........ ..... ... .... 4
G. Crash Data............. .... .......... .... ..... ........... ....... ....... ... ......... ... ... ........ ........................ .... 5
H. Air Se rvice.................................................................................................................... 5
I. Intersection "Hot Spots"..............................................................................................5
J. Study Corridors ....... ... .......... .... ...... .............. ............. ..... ........ ...... .... ....... ........ ...... ... .... 6
K. TrafficlTransportation Issues... ..... ........... ......... ......... ............ ...... .... ............................ 6
IV. STUDY ELE.MENTS ANAL YSIS/RECOMMENDA TIONS ....................................... 8
A. Roadway Jurisdiction/MSA Routes .............................................................................. 8
B. Roadway Functional Classification System................................................................ 1 I
COLLECTOR STREETS " .... .... ......... .......... ....... ... .... ..... ..... ........ .............. ................... .......... 13
C. Projected Traffic Volumes..........................................................................................14
D. Intersection "Hot Spots"............................................................................................17
E. Study Corridors.......................................................................................................... 20
F. Transit Planning ........................................................................................................22
G. Trails Planning .......................................................................................................... 28
H. Rail Crossing Safety........................:.......................................................................... 30
I. Air............................................................................................................................ .. 31
J. Access Management... ............. ..... ...... ..... ........ .... ..... ......... ... ........... .............. ...... .... ... 31
K. Traffic Calming.......................................................................................................... 34
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V. REGIONAL TRANSPORTATION INITIATIVES .................................................... 45
I VI. ROADWAY SYSTEMS PLAN ..................................................................................... 51
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A. Transportation Funding ............................................................................................. 51
n B. Short-termlLong-tenn Planning .................................................:............................... 56
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..., VIII. MISCELLANEOUS TRANSPORTATION RELATED RECOM.MENDATIONS..59
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Transportation Plan
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INTRODUCTION
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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
conducted as a part of the planning process deal with transportation modes listed below.
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· Roadway System
· Transit
· Access Management
· Rail Crossing Safety
· Air Service
· Trails System
· Roadway Funding Potentials
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Within these transportation modes, 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 with regard to their ultimate cross-sections, as well as
other identified traffic/transportation issues. Various City of Andover staff persons have
reviewed these analyses in detail. The consultants have also received guidance and review from
the Technical Advisory Committee (T AC) formed for that expressed purpose.
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A public input process used during the study has allowed public comment during various stages
of the transportation system planning. Public input meetings were held to solicit input regarding
issues and allow comment on the draft plan. Presentations have been made to the City Council
concerning the plan, which are also open to the public. Notification of the opportunity to provide
input has been made available in the City newsletter and on the City's web site.
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The report, which follows, provides the recom,mendations 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.
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II.
TRANSPORTATION PLAN GOALS/OBJECTIVES
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The City of Andover operates and maintains a roadway and trails system which, in conjunction
with County facilities, provides a system that fulfills the basic travel needs of its residents.
Inasmuch as Andover is a growing suburb there are decisions that the City faces that affect these
existing and future facilities in addition to affecting other transportation modes and systems.
These decisions need to be made in the most informed manner possible. The establishment of
transportation goals helps to guide these decisions by guiding the development of the
transportation system.
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The goals that guide the further development of the City's transportation system are provided
below:
1.
Provide a transportation system that serves the existing and future access and
mobility needs of the City.
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2.
3.
Provide a safe and efficient transportation system that is cost effective.
Ensure that the transportation system, in the implementation phases, is as
environmentally sensitive as possible.
Provide a coordinated transportation system with respect to regional and adjoining
municipality's plans.
Provide a transportation system that supports multi-modal transportation
whenever and wherever feasible and advantageous.
Provide a transportation system that reflects the values and goals of the residents
of Andover.
Provide and support a transportation system that enhances quality economic
development within the City.
4.
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Decisions and actions made by the City of Andover, as they affect the transportation system,
should be consistent with the transportation goals.
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The objectives of the Transportation Plan indicate something toward which effort is directed,
such as an aim or a goal. The objectives of the Andover Transportation Plan are as follows:
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III.
EXISTING CONDITIONS
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1.
Consider the impacts of improvements to the existing transportation system on
land use, environment, social, historic, and cultural resources.
Facilitate an appropriate level of mobility for persons and goods within and
through the City by providing connections to adjacent municipalities and
ultimately to the regional transportation system.
Provide a roadway system that includes a functional hierarchy that accommodates
existing and future travel demands while including appropriate design features
that compliment the roadway's intended use.
Consider multi-modal transportation alternatives where appropriate.
Provide for sufficient roadway capacity to accommodate existing and future
demand.
Provide a plan that ensures County and adjacent City cooperation, where
appropriate, in the provision of the plan elements.
Promote increased vehicle occupancies throughout the City.
Provide a system that has taken into consideration the input of the citizens of
Andover.
2.
The development ofa 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 report chapter provides
information on certain existing conditions, with regard to the transportation system, that has been
reviewed during the Transportation Plan development.
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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
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State of Minnesota highways in the City of Andover. A map indicating the roadway
jurisdiction is contained on Figure I.
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B. Roadway Functional Classification
The functional classification of roadways in the City of Andover consists of the following
types:
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· ' A' Minor Arterials
· 'B' Minor Arterials
· Collectors
· Local
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During this study, the functional classification system will be reviewed. A discussion of
functional classification is contained in a later segment of this report. The existing
functional classification system is illustrated on Figure 2.
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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 maps and the City of
Andover. The most recent daily traffic volume infonnation is provided on Figure 3.
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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 trails for use by the residents ofthe City. The existing City Trails Plan,
which is evaluated during this study, is shown on Figure 4.
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E. Transit Service
Andover lies outside the former Metropolitan Transit Taxing District, and so does not
have any fixed route transit services. Several routes touch the southwestern corner ofthe
City, traveling along Bunker Lake and Round Lake Boulevards. These are routes 827,
850, 851 and 852.
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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 8:00AM and 5:00PM, seven days a week, up to four days in
advance of the trip.
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The Traveler averaged 159 dial-a-ride passenger trips per month in Andover over a
seven-month period in late 2001 and early 2002.
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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:
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Transportation Plan
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· Anoka - John Ward Park - Church Street and Forest Avenue (no bus service)
· Anoka - Garfield and 7th Avenue
· Blaine - Northtown Shopping Center Transit Hub - 85th and Jefferson
· Blaine - Oak Park Plaza - 109th and University Avenue
· Blaine - Park of Four Seasons - 11300 Block of University Ave. NE
· Blaine - Blainebrook Bowl - Paul Parkway and Highway 65
· Blaine - 95th Avenue and I-35W
· Coon Rapids - Coon Rapids United Methodist Church - Hanson Blvd and Northdale
Blvd
· Coon Rapids - Faith Lutheran Church - 111 th and Hanson Blvd
· Coon Rapids - VFW Post 9625 -1919 Coon Rapids Blvd
· Coon Rapids - Foley Blvd - Between Coon Rapids Blvd and East River Road near
Hwy 610
· Coon Rapids - Coon Rapids Country Store - Crooked Lake and Coon Rapids Blvd.
· Coon Rapids - Northstar Commuter Coach Riverdale Lot - NOrthdale Blvd.
· East Bethel- Hwy 65 at County Road 24 (no bus service)
· Elk River - Hwy 169 & School Street NW (no bus service)
· Elk River - Northstar Commuter Coach Park and Ride - Hwy 169 on 171st Ave NW
· Fridley - St. Phillip's Lutheran Church - Hwy 65 and W. Moore Lake Drive
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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 and Round Lake Boulevard, and east west routes, such as Bunker Lake
Boulevard, should be examined for potential Park-and-Ride locations. Mn/DOT has
proposed a new Park and Ride facility for 143rd and Ramsey Boulevard in the City of
Ramsey. It expected that this lot would be constructed in 2003.
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F. Rail System
There is one commercial rail company operating on rail trackage in the City of Andover.
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 13 trains per day on this
rail line operating at a maximum train speed of 50 miles per hour.
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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:
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· Bunker Lake Boulevard N.W.
. Andover Boulevard N. W.
· Crosstown Boulevard N. W.
. 161S1 Avenue N.W.
· Ward Lake Drive
. 181sl Avenue N.W.
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Transportation Plan
Page 4
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Except for the Ward Lake Drive crossing, each crossing is presently controlled by
flashers, gates, and bells. The Ward Lake Drive crossing is controlled by stop signs and
cross bucks, but is scheduled to have gates, flashers and bells installed in 2003. The data
provided by MnDOT indicates that there has 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.
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G. Crash Data
Data regarding crashes in Andover was obtained from the Minnesota Department of
Transportation. This data consisted of three years of crash data. The data was evaluated
with high incident locations being mapped. The high incident locations are portrayed on
Figure 5 and the numbers of deer caused accidents are illustrated on Figure 6.
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H. Air Service
There aren't any 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.
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I. Intersection "Hot Spots"
One element of the study included a study of fifteen (15) intersection "hot spots". These
locations were chosen by the Technical Advisory Committee (TAC) following a review
of the volumes and crash data as well as the receipt of input from City staffand from the
public. The intersection "hot spots" selected did not include some intersections that
handle higher volumes as those interseCtions had recently been analyzed, or will shortly
be analyzed, by Anoka County as they are on the County system. These intersections
were selected based on the history of each location and not on anticipated issues in the
future. The intersections that were selected for traffic operation analysis are as follows:
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. Bunker Lake Boulevard and Prairie Road
. Bunker Lake Boulevard and Sycamore Street/County Parkway A
· Bunker Lake Boulevard and Crooked Lake Boulevard
· Bunker Lake Boulevard and Marigold Street
· Station Parkway and Thrush Street
. Hanson Boulevard and 139th Lane N.W.
. Crosstown Boulevard and 139th Avenue N.W.
· Crosstown Boulevard and South Coon Creek Drive
· South Coon Creek Drive and Round Lake Boulevard
· Crosstown Boulevard and Nightingale Street
· Crosstown Boulevard and Prairie Road
. 159th Avenue and CSAH 7
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. CSAH and 165th Avenue (East)
. 161't Avenue and Verdin Street
. Andover Boulevard and Prairie Road
The existing conditions operations analysis is presented in the next chapter of this report.
The location of the 15 "hot spot" intersections is shown on Figure 7.
J. Study Corridors
The Transportation Plan study also involved a more detailed assessment of two routes
within the City. As was the case with the intersection "hot spots" selection, the TAC,
after much deliberation, chose Hanson Boulevard (CSAH 78) and Crosstown Boulevard
(CSAH 18) as the routes to receive a more detailed evaluation. 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 of this report.
The Hanson Boulevard corridor is presently functionally classified as an 'A' Minor
Arterial roadway in Andover. The roadway is basically an undivided, two-lane roadway
throughout the City. Daily volumes are in excess of 15,000 south of Bunker Lake
Boulevard and taper off to a value slightly in excess of 4,000 at the north City boundary.
Hanson Boulevard contains an interchange with State Highway 10 south of the City,
which makes this an attractive home-work trip route for Andover and Coon Rapids
residents. There are two signalized intersections along the corridor - at Bunker Lake
Boulevard and at Crosstown Boulevard. It is fully expected that volumes will increase
significantly along this corridor due to residential development and to the mixed use
proposed development called Andover Station North located in the northwest quadrant of
Hanson Boulevard with Bunker Lake Boulevard. A copy of the Andover Station North
traffic impact analysis is included as an Appendix to this document.
Crosstown Boulevard is a designated "B" Minor Arterial roadway that basically contains
two travel lanes throughout the City. Crosstown Boulevard is a route that meanders
through the southwest segment of the City, sometimes oriented north-south, sometimes
east-west, and sometimes as a radial route. The volumes along the route are not
excessive, generally in the range of6,000 vehicles per day. 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.
K. Traffic/Transportation Issues
During the course of the study, input on various transportation issues was sought. Some
of the input came from City staff, the T AC, and some from the public as a part of a public
input forum. A brief synopsis of the issues identified at the first public open house is
provided below:
. The southbound Hanson Boulevard to Bunker Lake Boulevard right tum lane is too
short.
~ City of Andover
1J'l .
Transportation Plan
Page 6
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. Slow trains produce long duration backups at the Andover Boulevard rail crossing.
This also restricts emergency vehicle access during those time periods. The presence
of the track switching area adds to the activity and adds delay at this crossing.
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. U-turns on Bunker Lake Boulevard east of Mobil gas station are a problem. No U-
turn sign is present but violations still occur. Traffic cuts through the neighborhood
east of Mobil to avoid the signal system at Crosstown Boulevard N.W. and Bunker
Lake Boulevard.
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. A bike/walk path along South Coon Creek Drive and along Crosstown Boulevard is
needed to connect to the path along the school. South Coon Creek Drive will be
impacted by the new opening of the high school. It already has speeding problems on
it. Try and make frontage roads instead of all these roads coming to main highways.
This in tums stays away from stop lights and dangerous unregulated intersections.
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. It is extremely difficult to access Bunker Lake Boulevard from Prairie Road because
of the amount of traffic, traffic speeds, and the roadway curvature on Bunker Lake
Boulevard in that vicinity.
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. Traffic signals are needed at Bunker Lake Boulevard at Prairie and at Jefferson,
which is located in the City of Ham Lake.
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. Traffic is backed up 4-5 times per day by trains crossing Bunker Lake Boulevard. All
streets in Andover that have rail crossings are hampered by the trains.
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. On Crosstown Boulevard, north of Bunker Lake Boulevard, there are 3-4 different
posted speed limits. The area from Andover Boulevard to Hanson Boulevard should
be 30 mph. The speed limit south of Andover Boulevard could be 45 mph.
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. Nightingale Street intersects Crosstown Boulevard at an odd angle and there is more
foot traffic with the school. Traffic needs to travel slower.
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. Crossing Bunker Lake Boulevard (walking or biking) to get to Bunker Hills Park is
unsafe. Everyone crosses at the park entrance and won't go to the end of the trail by
the tracks. They want to cross at the intersection and have suggested that flashing
lights should be installed there. Bunker Lake Boulevard traffic should be made to
slow down. A tunnel being planned by the railroad tracks is not the answer as it is out
of the way for riders and walkers to use. It is also a security problem with such a
tunnel.
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. The City needs to complete trails that have "gaps" in them. This is true along Bunker
Lake Boulevard, Hanson Boulevard and along Crosstown between Prairie and
Hanson Boulevard. The City needs to authorize money to complete these trails.
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Transportation Plan
Page 7
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. There is a need for a traffic signal at Hanson Boulevard and Andover Boulevard. It
would help if Hanson were widened to 2 lanes each direction.
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. There is a need for a bike trail along Andover Boulevard east of Hanson Boulevard.
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· There is a need for a bike path to cross between the new and old landfill sites to
"come out" somewhere around the Red Oaks area and 142nd Lane N.W. This could
provide a needed connection to Hanson Boulevard.
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IV. STUDY ELEMENTS ANAL YSIS/RECOMMENDA nONS
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This report chapter presents results and recommendations for the transportation elements that
have been analyzed during the preparation of this Transportation Plan.
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A. Roadway JurisdictionlMSA 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
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.
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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, a new City
collector system has been developed. 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.
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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.
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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.
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TransportatIon Plan
Page 8
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Turnbacks from Anoka County
There are two county roads located within the city that have been discussed as potential
tumback 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 tumback 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:
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· County Road 59 (Verdin St. NW) (approximately 2.45 miles)
o From 181stAve. NWto 161stAve. NW
· County Road 158 (165th Ave. NW) (approximately 0.65 miles)
o From CSAH 7 to Valley Drive NW
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Routes to be removed
With the changes to the Collector Street system, there are some roadways that were
designated as State Aid routes but do not improve the overall north/south or east/west
continuity of the entire roadway system. Also, with the addition of other collector streets,
additional mileage is needed to apply to those routes that do provide the desired
continui):y. Routes 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 recommended for removal are:
· 177th Lane NW (approximately 1.41 miles)
o From County Road 58 (Tulip St. NW) to County Road 59 (Verdin St. NW)
· 165th Lane NW (approximately 0.50 miles)
o From Tulip St. NW to Round Lake Blvd.
· 178th Lane NW (approximately 0.50 miles)
o From County Road 58 (Tulip Street to Round Lake Blvd.)
· 139th Ave. NW (approximately 0.89 miles)
o From Crosstown Blvd. to Jay Street NW
· Quinn St. NW (approximately 0.46 miles)
o From 139th Ave. NW to Commercial Blvd. NW
· Woodbine St. NW (approximately 0.50 miles)
o 143rd Ave. NW to Bunker Lake Blvd.
. 150th Lane NW (approximately 0.77 miles)
o Prairie Road to University Ave. NE
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The total miles removed equals approximately 5.03 miles. The city currently has
approximately 0.60 miles of eligible State Aid mileage that has not been dedicated to any
particular roadway. The total mileage available to dedicate to other roadways after
removal of the above routes is approximately 5.63 miles.
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1,;1 ,
Transportation Plan
Page 9
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If additional mileage is needed, other possible removals include:
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· I 59th Ave NW (approximately 0.72 miles)
o From Venture St. NW to 7th Ave. NW
· Venture St. NW (approximately 0.75 miles)
o From l59th Ave. NW to 165th Ave. NW
· 165th Ave. NW (approximately 0.25 miles)
o From Venture St. NW to Roanoke St. NW
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Routes to be added
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-arterials 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 order to create this grid, the following additions
to the State Aid system are recommended:
. 146th Lane NW (approximately 0.70 miles)
o From Prairie Road to University Ave. NE
. Verdin Street NW (approximately 2.10 miles)
o From 161st Ave. NW to South Coon Creek Drive
. 157th Ave. NW (approximately 1.70 miles)
o From Round Lake Blvd. to Nightingale St. NW
. Xeon St. NW (approximately 1.13 miles)
o From Andover Blvd. NW to Crosstown Blvd. NW
The total miles to be added equal approximately 5.63 miles.
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Note that portions of two new collector streets were not shown as additions to the State
Aid system. These are:
· 175th Lane NW (approximately 1.60 miles)
o From County Road 59 (Verdin St. NW) to Xeon St. NW
· Xeon St. NW (approximately 2.90 miles)
o From Ward Lake Drive to Crosstown Blvd. NW
Xeon Street was not added due to its length. A significant amount of mileage would have
to be taken off of other routes in order to accommodate the entire 2.90 miles ofXeon
Street. In addition, Ward Lake Drive and Prairie Road make up an existing north/south
route that is close to Xeon Street.
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175th Avenue was not included because it terminates at the new Xeon St. NW. In order
for 175th Ave. NW to be designated as a State Aid route, Xeon Street would have to also
be a State Aid route.
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As additional mileage becomes available over the years, the city can review the
possibility of these two routes becoming MSA Streets.
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Page 10
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Routes to be revised
The location of some of the existing designated State Aid routes has been revised with
new alignments. The State Aid designations should be revised to reflect those revisions.
The modifications include:
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. 167th Ave. NW
o From Verdin St. NW to Hanson Blvd.
. I 67th Ave. NW
o From Ward Lake Dr. to Crosstown Blvd.
. Andover Blvd. NW
o From Round Lake Blvd. to Crosstown Blvd.
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When making modifications to the existing state 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 on when those funds were spent will help
determine if the removal is justified. 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 within the city, the
city will gain additional mileage for future dedication. Upon receiving enough mileage,
the city can designate a future roadway to the Municipal State Aid Street system.
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B. Roadway Functional Classification System
Functional Classification of a roadway system involves determining what function each
roadway should be performing with regard to travel within and through the city. The
intent 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 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.
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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. It can and does occur that different roadways
with very similar design characteristics may have different functional classifications.
Some roadways, for a short 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.
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IA City of Andover
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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. The relationship of functional classification with regard to traffic mobility and
land access is shown on Figure 9.
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A complete functional design system provides a series of distinct travel movements. Most
trips exhibit six recognizable stages. These stages are as follows:
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. Main movement
. Transition
. Distribution
. Collection
. Access
. Termination
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As an example, Figure 10 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. 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.
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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 travel categories, more movements, become
consistent with function and the classification of that function.
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Princioal 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 varies 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, Highway 10, Highway 169, TH 242, TH 47 and TH 65 are principal arterials.
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ARTERIALS
COLLECTORS
LOCALS
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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 Y. to
~ 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.
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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
commerciallindustrialland 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. There are currently six 'B' Minor Arterial roadways within the City
of Andover: Round Lake Boulevard, Crosstown Boulevard, Bunker Lake Boulevard,
County Road 7/157th Avenue NW and County Road 20. These 'B' Minor Arterial
roadways provide connections to the surrounding cities of Ham Lake, Oak Grove, Coon
Rapids and Ramsey. Round Lake Boulevard connects directly to Highway 10, which is a
Principal Arterial and an Interregional Corridor. Round Lake Boulevard and Bunker Lake
Boulevard will likely be reclassified as a 'A' Minor Arterial roadways in the future,
which will provide a more continuous north-south and east-west route through the city.
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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. Collectors generally
connect to minor arterials and serve short trips. Spacing for collectors range from Y. to ~
miles in a fully developed area to Y2 to 1 mile in a developing area. In the City of
Andover, County Road 7 and Andover Boulevard are currently classified as Collector
roadways, but will likely be reclassified as Minor Arterial roadways in the future. 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, mayor may not provide a wider street section.
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Local Streets
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. This means that in urban areas local streets may occur
every block. Local roadways generally have lower speed limits in urban areas and
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Page 13
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normally serve short trips. Local streets will connect with some minor arterials but
generally connect to collectors and other local streets. The development ofIocal 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.
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The proposed functional classification system is shown on Figure II. This system has
undergone a considerable degree of discussion by the T AC. Major changes to this
proposal, as compared to the existing functional classification system, are listed below:
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· Bunker Lake Boulevard - Changes from a "B" Minor Arterial to an 'A' Minor
Arterial
· Andover Boulevard - Changes from a collector to a "B" Minor Arterial
· 7th Avenue NW (CSAH 7) - Extended the "B" Minor Arterial Status to North City
Limits
· Round Lake Boulevard - Changes from a "B" Minor Arterial to an "A" Minor
Arterial
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It should be noted that staff of the Anoka County Public Services Division was involved
in the discussions and preparation of the proposed functional classification plan.
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C. Projected Traffic Volumes
Five sets of traffic volumes have been prepared which illustrates existing and projected
year 2020 volumes for the City of Andover. The various scenarios that are discussed are
as follows:
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. Existing Volumes
. Year 2020 Base Volumes
· Year 2020 Scenario 1
. Year 2020 Scenario 2
. Year 2020 Scenario 3
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The land use for both Rural Reserve Areas 1 and 2 are assumed to be residential. For the
increased density scenarios, the assumed density for each area is assumed to be 3.5
dwelling units per acre. The assumptions for the Scenariol, 2, and 3 projections are as
follows:
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Rural Reserve Area 1 - 1,020 areas at 3.5 dwelling units (DU) per acre. Assume 80
percent are single-family DU and 20 percent are townhome DU.
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Rural Reserve Area 2 - 1,293 acres at 3.5 DU per acre. Assume 80 percent single-family
DU and 20 percent are townhome DO.
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The 2000 Existing volumes are taken directly from counts by the Minnesota Department
of Transportation (MnDOT). MnDOT gathers the raw traffic volumes and uses minor
adjustments (determined by when the count was taken, such as month and day) to present
an Annual Average Daily Traffic volume.
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The 2020 Base projections add 20 years of general traffic growth plus specific traffic
from the Andover Station North development to the existing volumes. 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. In addition, the
expected development of Andover Station North is included in these projections. The
Andover Station North development was assumed as a mixed development of retail,
office, residential, and community recreational sites. Using trip generation rates from the
Institute of Transportation Engineers (ITE), daily traffic was assigned to each
development and then distributed to the roadway system. The 2020 Base projected
volumes are the combination of general traffic growth and Andover Station North
development traffic added to the existing volumes. The existing and year 2020 base
volumes are shown on Figure 12.
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The volumes for the 2020 Scenarios (l to 3) increase the 2020 Base projections with
specific development in Andover. Scenario 1 accounts for the development of 90 percent
of 1,020 acres in Rural Reserve Area 1. An assumed development rate of3.5 dwelling
units per acre with 80 percent single-family and 20 percent townhomes was used to
determine the number of households. Again using trip generation rates from ITE, the
number of housing units was translated into volumes. Based upon the location of the
development, the generated volume was then distributed to the roadway system based
upon patterns of existing traffic, such as the tendency for most traffic to be traveling to
and from the south (towards the downtown areas). Adding this volume to the 2020 Base
volumes provides the 2020 Scenario 1 projected traffic volumes.
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The 2020 Scenario 2 is similar to Scenario 1, but uses the 70 percent development of
Rural Reserve Area 2 totaling 1,293 acres. The same development rate and single-family
townhouse split was used. Traffic volumes for this area were projected and distributed to
the roadways with the same procedure used for Scenario 1. These volumes added to the
2020 Base volumes provide the 2020 Scenario 2 projected traffic volumes.
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projected volumes determined for Scenarios 1 and 2 were added to the 2020 Base
volumes to provide the 2020 Scenario 3 projected traffic volumes. The volumes for
Scenario 1 through 3 are shown on Figure 13.
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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
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planning analysis, the daily capacity volumes that are published in the Anoka County
Transportation Plan, prepared in 1998, are used. The daily capacity volumes used are as
follows:
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Two-Lane Roadway - 12,500
Four-Lane Undivided Roadway - 21,700
Four-Lane Divided Roadway - 32,000
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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 day. The capacities used in this analysis are appropriate for these planning
level reviews.
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Review of the volume projections indicates that four lane roadways would be appropriate
for the following facilities in Andover.
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· Hanson Boulevard from South City Boundary to 16151 Avenue NW (Divided)
· Round Lake Boulevard (Divided) - Through the entire City
· ih Avenue N. from South City Boundary to 157th Avenue NW (Divided)
. 7th Avenue N. from 15ih Avenue NW to North City Boundary (Undivided)
· 16151 Avenue NW from Round Lake Boulevard to Crosstown Boulevard (Undivided)
· Bunker Lake Boulevard from Hanson Boulevard to East City boundary (Divided)
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The other 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.
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The projected volumes were conducted using existing zoning density and increased
zoning density for Rural Reserve Areas I and 2. The reasons for these projections were to
determine if the roadways in the immediate vicinity of each of these Rural Reserve Areas
would need to be upgraded when comparing existing zoning to the increased density
considered in the volume projections.
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In all cases, the roadway systems adjacent to the rural reserve areas would not need to be
upgraded in order to serve the vehicular demand generated by the increased density
considered in the volume projections. For instance, when considering Rural Reserve Area
1, Round Lake Boulevard and 16151 Avenue NW 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.
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The roadways in the vicinity of Rural Reserve Area 2 will also function well as planned
and would not need to be upgraded when comparing the two land use density scenarios.
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TransportatIon Plan
Page 16
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For instance, Hanson Boulevard would be a four-lane roadway south of 161'1 Avenue
NW and a two-lane facility north of that location under either land use density scenario.
161 'I Avenue NW would be a four-lane roadway and all other collectors would function
well as two-lane roadways under either land use density scenario.
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D. Intersection "Hot Spots"
There were 15 intersections selected by the Technical Advisory Committee as potential
"hot spot" intersections. These intersections were 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 on an annual basis.
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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 with Prairie Road and Crosstown
Boulevard with Prairie Road 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.
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In order to determine the existing Levels Of Service at the designated study intersections,
the existing lanes and volumes were used to calculate the resultant service levels. Level
Of Service (LOS) is defined in terms of intersection delay and ranges from A to an F
letter grade.
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· 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.
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· 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.
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· 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.
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· 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
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TransportatIon Plan
Page 17
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most agencies in the Twin Cities area, Level Of Service D represents the minimal
acceptable Level Of Service for regular daily operations.
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· 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 80 seconds for a signalized intersection and from 35 to 50 seconds for an
unsignalized intersection at this level.
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· 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.
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The following table provides the results of the Level Of Service analysis for the subject
intersections utilizing existing conditions.
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TABLE 1
INTERSECTION "HOT SPOT"
LEVEL OF SERVICE & DELAY BY APPROAC H
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Location Northbound Southbound Eastbound Westbound
LOS Delay LOS Delay LOS Delay LOS Delay
Bunker Lake Boulevard & Prairie Drive - - C 18.1 A 8.8 A -
Bunker Lake Boulevard & County Parkway
NSycamore Street C 20.1 C 15.3 A 8.3 A 8.7
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
Commercial Boulevard & Thrush Street A 9.5 A 9.3 A 7.4 A 7.4
139'. Lane & Hanson Boulevard A 8.4 B 10.4 E 37.3 E 40.8
139'. Lane & Crosstown Boulevard 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 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
Andover Boulevard & Prairie Road A 9.9 A 8.6 A 9.7 B 10.0
Crosstown Boulevard & Prairie Road A 8.1 A 7.6 A 9.0 A 7.6
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· 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).
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Page 78
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RECOMMENDA nONS:
The fifteen intersections analyzed operate very well, with the exception of two locations,
in terms of intersection Levels Of Service. The intersection of Round Lake Boulevard at
South Coon Creek Drive and the intersection of Hanson Boulevard at 139th Lane N.W.
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 with South Coon Creek Drive may, in the
future, require signalization as the volumes on South Coon Creek Drive increase. It is
recommended that the City request a traffic analysis be performed after Round Lake
Boulevard is reconstructed, which is anticipated in 2003.
The intersection of Hanson Boulevard with 139th Lane N.W. will experience increased
volumes in the future as a proposed access to the Andover Station North development
will be established as the west leg of this intersection. As such, it can be anticipated that
this intersection will require signalization and lane addition with the new development
that is planned to occur.
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 and Crosstown Boulevard are discussed below with the
concept improvement plan provided in graphic form.
1.
Hanson Boulevard
It is expected that Hanson Boulevard will continue to be a very important north-
south roadway in the City of Andover. The projected volumes, with both Rural
Reserve Areas 1 and 2 developed, will range from almost 37,000 on the south city
boundary to 13,000 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 161s1 Avenue NW. North of that intersection, the roadway
requirement will decrease to two-lanes. The analysis of Hanson Boulevard also
produced a concept improvement plan of what the roadway could be given the 20-
year volume projections. Much detail was given to access to/from Hanson
Boulevard, both existing and future access provisions. The concept plan involved
numerous reviews and revisions both by the T AC and by City staff. The concept
was discussed with Anoka County and school district staff to gain their input and
suggestions. The plan was even discussed with some adjacent business owners in
Page 19
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order to gain their input. The Hanson Boulevard concept improvement plan is
shown on Figures 14 through 18. The graphic representation of that concept plan
illustrates lane requirements along the route and at intersections. 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, both the four-lane divided and the two-
lane with left turn lanes, is illustrated on Figure 19. 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
ISO-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.
Crosstown Boulevard
Crosstown Boulevard "winds" its way through Andover providing a link in the
City for primarily local traffic. The roadway provides for one travel lane in each
direction along its length. Future 20-year volume projections are in the range of
9,000 to 13,000 vehicles per day at full buildout of the rural reserve areas 1 and 2.
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 underwent
the same detailed development process as did the Hanson Boulevard plan.
The concept plan proposes a two-lane roadway with a center left turn lane from
Bluebird Street to Nightingale Street. The area adjacent to the high school is
proposed to contain two lanes with a barrier median and tum lanes at appropriate
locations. This segment would continue to Andover Street. From Andover Street
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 from Bluebird Street
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 is shown
on Figures 20 through 25.
There are alternatives for the Crosstown Boulevard curve at Nightingale Street.
The alternative shown creates a 90-degree intersection of Crosstown and
Nightingale to remove the curve and Nightingale intersection on the curve.
Traffic could be routed north on Nightingale to 161 st A venue. The other
alternative is to leave the roadway and intersection as it exists today. Either
alternative provides some benefits and when Crosstown is improved in this area, a
Page 20
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preferred alternative can be developed. For purposes of this plan, each alternative
is retained for consideration.
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Cross-sections for Crosstown Boulevard are shown on Figures 26 and 27 for a
rural and urban section of the roadway. These proposed sections meet state-aid
requirements and would serve the future volumes.
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F. Transit Planning
Overview
Transportation Plan Objective number four states that the plan will "Consider multi-
modal transportation alternatives where appropriate."
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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.
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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.
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Communitv Demographics
The following table provides existing and projected Population and Employment
Densities by Traffic Analysis Zones (TAZ) in Andover.
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Transportation Plan
Page 21
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TAZ DENSITIES - CITY OF ANDOVER
BRAA FILE NO. 171-02-102
August 15. 2002
Z Z Z Z l- I- l- I-
0 0 0 0 ...JZ ...JZ ...JZ Z
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*26 6192 2685 4788 7462 1.2 283 290 300 0.05
27 2538 3847 6306 8198 3.2 286 328 350 0.14
28 1879 3885 5354 5909 3.1 200 240 280 0.15
29 828 2265 2169 2133 2.6 250 325 350 0.42
*30 3283 4489 7996 13,363 4.1 850 925 950 0.29
31 314 977 992 1026 3.3 950 1075 1100 3.50
32 206 1048 1057 1088 5.3 25 30 30 0.15
33 264 1161 1160 1185 4.5 165 180 190 0.72
35 1829 2596 2471 2417 1.3 50 75 100 0.05
36 3095 2828 3082 3367 1.1 50 75 100 0.03
37 1354 867 1241 1589 1.2 42 42 42 0.03
38 221 365 433 501 2.3 0 0 0 0.00
!TOTAL 27,013 37,049 48,238 3,151 3,585 3,792
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The most significant population growth over the next 20 years is projected in the southern
and eastern portions of the City (TAZs 26, 27, 28, and 30), while most commercial
growth will be concentrated in the south-central portions of the City (TAZs 29, 30, and
31). Figure 28 illustrates the TAZ boundaries. Much of the population growth in TAZs 26
and 30 is due to the 1000 acre Rural Reserve areas in each of those T AZs, which are
anticipated to be developed at a rate of 3.5 households/acre, or approximately 7.7 people
per acre. This density places them in the Transit Redesign Market Area III category, and
these developments may present opportunities for expanding fixed route services via
feeder buses to major Park and Rides or, possibly, for introducing small vehicle
community circulator services into Andover. 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 uses, is essential to the long-term viability of providing
transit as a mobility option for the residents of Andover.
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Previous studies have identified the following deficiencies, among others.
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. Lack of fixed route services
. Lack of Park and Ride facilities
. Lack of Reverse Commute services
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Other issues, such as difficulty of access to bus stops or ADA accessibility of bus stops
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Transit Service Imorovements
The Metropolitan Council recently completed a planning document called the "Study of
Transit Service Expansion beyond the Historic Transit Taxing District." Eleven
geographic areas comprised of35 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 ofSt. 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.
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The type of service proposed is fixed route, morning and afternoon peak, express bus
service into downtown Minneapolis without intermediate stops.
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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.
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The cost to the City of Andover for opting into the regional transit system would be the
cost of sharing in the property tax levy for transit capital projects. Based on a
$1,719,548,600 property tax valuation and the rates applicable in 2002, this cost for the
City would be $206,345.83 per year, or 0.012% of property tax value. For an individual
Andover household with a home valued at $150,000, this would amount to between $17-
$18 in additional taxes per year. Relating this back to the 1998 City of Andover
Commuter Survey, of those who responded to the survey, "51.6% reported that they
wanted transit options, while only 24.9% were willing to pay $15-$30 and only 4.4%
would pay $31-$45 in annual tax increase to support transit."
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Transit Facility Imorovements
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.
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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 Commut~r Services.
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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.
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Approximately 3-5 acres ofland 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.
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There following locations have been discussed as potential Park and Ride sites:
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. The proposed Andover Community Center adjacent to City Hall, a 100-200 car
shared parking Park and Ride facility could be developed.
. Adjacent to the Andover Station North site in the northwest quadrant of Hanson and
Bunker Lake Boulevards at the Andover Station North site. There is a relatively large
amount of land under the electrical transmission corridor that could be used for
parking. However, there are typically restrictions on the placement of structures in
these corridors, so any passenger shelters, drivers' facilities, etc. would need to be
located out from underneath the transmission lines.
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. The church on the comer of Round Lake and Bunker Lake Boulevards.
. Wild Iris Park along Bunker Lake Boulevard west of Round Lake Boulevard.
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The City of Andover has identified the following goals for a comprehensive city-wide
trail system:
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. 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.
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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.
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Adequate room is not always available within the existing road right of way for an off-
road trail. Where necessary to develop.continuous trail segments, it is recommended that
the City work with the residential developers and owners of commercial developments to
obtain easements in areas where the roadway right of way is not adequate for an 8 orlO-
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
developments within the City of Andover are required to construct or pay for trails in
front of their property.
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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:
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3.
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 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.
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4.
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.
5.
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 oflanes are usually not signed and can be used in
residential areas that have low traffic volumes and speeds ofless than 30-mph.
6.
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.
7.
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, which connects severallocm streets to schools, parks and businesses.
Conversely, recreational trails tend to be off-road trails, which connect residential areas
to parks, natural areas or green way 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 lack of east/west trails in the northern half of the City is related to the
availability of roadways. Based on the recommended Functional Classification of the
roadways in that section of the City, however, a network of east/west-traveling roadways
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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. Figure 29 illustrates the
proposed 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. 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. For example, currently, the proposed trail along Hanson
Boulevard ends at 140th Lane, however the walking route continues to 139th Lane. The
proposed trail should be extended to the intersection of 140th Lane. Additionally, the
proposed trail system for Crosstown Boulevard includes a segment from Vale Street to
Kumquat Street that is proposed as a future trail. Immediate pedestrian needs for this
segment of roadway need to be considered. Iffeasible, the trail should be constructed as
an off-road trail.
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. All but one of the crossings are
controlled by flashers and gates. The last uncontrolled crossing, at Ward Lake Drive, is
scheduled to receive flashers and gates in the year 2003. The accident history does not
appear to be significant and the crossing protection is up to accepted standards.
The delays, whether excessive or not, can be caused by length of trains, train speeds, and
number of trains per day. The presence ofa 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
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.
For purposes of the transportation plan, future grade separated crossings are being
recommended for the following four public street crossings:
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. Bunker Lake Boulevard
. Andover Boulevard
. Crosstown Boulevard
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Each of these crossings has 20-year volume projections of 10,000 or more. Of course, a
Bunker Lake Boulevard crossing should be the highest priority as volumes on that
roadway are and will continue to be the highest of these four east-west routes. Bunker
Lake Boulevard is under the jurisdiction of Anoka County so the City should work with
the County for this beneficial improvement.
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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.
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J. Access Management
The management of access along roadway systems, particularly arterial and collector
roadways is a very important component of ma'{imizing 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.
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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 increases1. Businesses
suffer financially on roadways with poorly designed access. Well-designed access to
commercial properties supports long-term economic vitality.
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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.
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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 control.
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
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management, a set of access spacing guidelines has been prepared which is intended for
use in the access permitting process.
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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 segmene and
Anoka County guidelines. The access guidelines are presented in Table 3, 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.
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TABLE 3
ACCESS SPACING GUIDELINES
CITY OF ANDOVER
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Typical Median Minimum Spacing
Existing & Posted Opening Signal Between
Functional Median Proposed Speed Spacing Spacing Connections
Class Treatment Land Use (MPH) (Miles) (Miles) (Feet) 0)
Rural 55 1/2 1/2 1320
Divided Urban >40 1/2 1/2 660
Minor Urban Core <40 1/4 1/4 660
Arterial Rural 55 . NA 1/2 1320
Undivided Urban >40 NA 1/2 660
Urban Core <40 NA 1/4 660
Divided Urban >40 1/4 1/4 330
Urban Core <40 1/8 1/8 330
Collector Rural 55 NA 1/2 330
Undivided Urban >40 NA 1/4 330
Urban Core <40 NA 1/8 330
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NA - Not Applicable
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Distances are based upon spacing between connections (major roads, local public streets,
and private driveways).
Distances are minimum and greater spacing is beneficial.
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K. Traffic Calming
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.
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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.
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Available Traffic Calminl! 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.
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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.
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Physical changes to the street include:
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. 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
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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 playa dual role by also
identifying bike 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 Chicane
installation.
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. Marked crosswalks
. Turn restrictions
. Speed watch program
. One-way streets
. Variable-speed display board
. Vehicle restrictions
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Choker - A choker narrows the width of the traveled
lanes. A choker can be constructed at an intersection
or at mid-block locations.
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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 th~ use of chokers
and alternative side barriers.
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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.
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Choker
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.
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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.
Diagonal Diverter - The diagonal diverter, placed at the
intersection of two local streets, prohibits through and left-turn 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.
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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.
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Protected Parking Bavs - 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.
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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 arid 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.
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Seml-Dlverter
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.
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Transportation Plan
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Tmmpet Island (right turn diverter) - This raised island, placed on any leg of an
intersection, allows for right tums in/out for a particular roadway. A trumpet island is
normally used in situations where left tums and through traffic are safety concerns.
Generally traffic volumes are reduced.
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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.
Reconstmction is normally required.
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.
One-Wav 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, altemating 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.
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Streetscape Material or Landscape 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.
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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.
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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.
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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.
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Transportation Plan
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Variable Speed Displav 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.
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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.
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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.
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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.
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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.
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Some of the benefits anticipated for a 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.
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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.
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In 1996 - 1997, the Minnesota Departrllent of Transportation and the Minnesota Local
Road Research Board sponsored a research studyl that examined the extent of traffic
calming activity in Minnesota and the degree of actual and perceived success of such
projects. Effectiveness was rated as:
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Transportation Plan
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. Highly Effective
. Effective
. Slightly Effective
. Uncertain of Effectiveness
. Not Effective
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. Street Safety
. Enhancing Perceived Street Environment
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Tables 4 through 7 on the following pages present the results of these ratings.
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A document prepared in 1994 by the North Central Section of the Institute of
Transportation Engineers2 (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 8 on the following page
presents the ratings from the report.
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echveness 0 ra IC ammg easures on e IC e lpee s
Highly Slightly Uncertain of Not
Traffic Calming Measures Effective Effective Effective Effectiveness Effective
Street Width Adjustments:
Street Narrowing X
Choker X
Median Island X
On-Street Angled Parking X
Protected Parking Bavs X
Traditional Traffic Control Techniques:
Vehicle Restrictions X
Turn Restrictions X
One-Way Streets X
Variable-Speed Displav 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, X
Materials, or Color
Streetscape Materials or X
Landscape Plantings
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ectIveness 0 ra IC a mlOg easures on ra IC o umes
Highly Slightly Uncertain of Not
Traffic Calming Measures Effective Effective Effective Effectiveness Effective
Street Width Adjustments:
Street Narrowing X ,
Choker X
Median Island X
On-Street Angled Parking X
Protected Parking Bays 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, X
Materials, or Color
Streetscape Materials or X
Landscape Plantings
tA City of Andover
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Page 39
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Effectiveness of Traffic Calming Measures to Improve Street Safety
Highly Slightly Uncertain of Not
Traffic Calming Measures Effective Effective Effective Effectiveness Effective
Street Width Adjustments:
Street Narrowing X
Choker X
Median Island X
On-Street Angled Parking X
Protected Parking Bays 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, X
Materials, or Color
Streets cape Materials or X
Landscape Plantings
Id City of Andover
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Transportation Plan
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Effectiveness of Traffic Calmin!! Measures for Enhancmg PerceIVe treet EnVironment
Highly Slightly Uncertain of Not
Traffic Calming Measures Effective Effective Effective Effectiveness Effective
Street Width Adiustments:
Street Narrowing X
Choker X
Median Island X
On-Street Angled Parking X
Protected Parking Bavs X
Traditional Traffic Control Techniaues:
Vehicle Restrictions X
Turn Restrictions X
One-Wav Streets X
Variable-Speed Displav 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, X
Materials, or Color
Streetscape Materials or X
Landscape Plantings
A document prepared in 1994 by the North Central Section of the Institute of Transportation
Engineers2 (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 8 on the following page presents the ratings from the report.
---------------------------------------------------------------------------------------------------------------------
2 Neighborhood Traffic Control, North Central Section of the Institute of Transportation Engineers, January 1994
~ City of Andover
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Transportation Plan
Page 41
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North Central Section of the Institute 0 ransJ ortatlon nglOeers a lOgs va ua Ion
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Engineering! aU - >>;> 'Z U ilJ- aE..
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Calming Technique - "0 ilJ"O ~o. ;::: "0 uti ilJ u .- ..... ;> 0 '"
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Truck Restrictions 0 0 0 0 . 0 0 0 . 0
Increased Enforcement 0 . C 0 0 0 0 n/a . C
Speed Watch 0 . C 0 0 0 0 n/a . 0
Variable Speed 0 . C 0 0 0 0 n/a . 0
Display
Watch for Children 0 0 0 0 0 0 0 n/a . 0
Pavement Markings 0 0 0 0 0 0 0 n/a . 0
Street Narrowing 0 C C 0 0 0 0 n/a 0 C
Tum Restrictions . C C 0 . 0 0 0 0 0
Pri vate Streets C C C . C . 0 n/a 0 .
Basket Weave Stop 0 C . 0 0 0 0 0 . 0
Signs
Yield Signs 0 C 0 0 0 0 0 C . 0
Do Not Enter C 0 C 0 . 0 0 C 0 0
Speed Limit Changes 0 0 0 0 0 0 0 . . 0
Parking Restrictions 0 0 C 0 0 0 0 0 0 0
All Way Stop 0 C C 0 0 0 0 C . 0
One Way Streets C 0 C 0 . 0 0 0 0 0
Stop Sign Removal 0 0 C . 0 0 0 n/a . 0
Chokers C 0 C 0 0 0 0 n/a . .
Partial Diverters C C C 0 . . 0 0 0 .
Street Closure C . C . . . . n/a 0 .
Full Diverters C C C 0 . . . n/a 0 .
Traffic Circles 0 C C 0 0 . C n/a 0 .
Median Barriers . 0 . 0 . . 0 n/a 0 C
Speed Bumps/Humps C . 0 0 0 . C n/a 0 C
Curvilinear C C C 0 0 0 0 n/a 0 .
Reconstruction
o Low, Unlikely, No . High, Likely, Yes
C Mid, Moderate, Possible o Shift
SOURCE: Nei[!hborhood Traffic Control, NC1TE, January 1994
Ii! City of Andover
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Transportation Plan
Page 42
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Northstar Corridor And Bethel Corridor, Commuter Rail
Overpasses and underpasses for rai/lines
The Northstar Corridor is an 82-mile transportation corridor, which runs along Hwy 10
and Hwy 47 from Minneapolis to the St. Cloud area. The Northstar Corridor was
identified by MnlDOT as a Stage 1 Corridor in Tier 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 ofTH 169 and north ofTH 10), Anoka (north ofTH 10 between TH 47 and TH
288) and Coon Rapids (at the Foley Park and Ride and along Northdale Boulevard south
of River dale Commons). These stations will all include park and ride facilities. The
proposed date for the start of operations is December 2005.
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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 northeast part of the City develops. This may include locations for elderly
housing, community centers, etc. be located near the existing rail line. Ifthe existing rail
line becomes the location for the future commuter rail corridor, the infrastructure should
compliment the use of that facility.
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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 occur, requiring the construction of more trails and walkways through the city
as well as other pedestrian provisions.
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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.
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Re!!ional 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.
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MississiDDi River Crossin!!
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
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Minneapolis and St. Paul. Mn/DOT is currently looking to preserve the right-of-way for
this project.
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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.
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TH 47 (Preservation Route)
A preservation route is a section of Trunk Highway (TH) that has been categorized as
MnlDOT'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. MnlDOT has categorized TH 47 as a preservation route. TH 47 was
recently reconstructed through the City or Ramsey. MnlDOT 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 ofTH 47 as discussions continue concerning the
potential tumback of the roadway to Anoka County.
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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.
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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 ofrn 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.
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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 turnback 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. and Coon Creek Blvd. Mn/DOT and the
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TransportatIon Plan
Page 4S
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City of Coon Rapids reconstructed TH 242 in 2001 west of Coon Creek Blvd. and will
continue the improvements to the east in 2003. This will provide additional capacity
through the intersection.
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MnlDOT 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.
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TH 65 is a MnlDOT Management Route and may receive state and regional funding for
improvements such as tum lanes, signal timing and access closures or modifications.
MnlDOT will be providing auxiliary lanes to TH 65 from CSAH 10 to 97th Ave. NE in
Blaine in 2002. Mn/DOT, Anoka County and Blaine continue to discuss the future ofTH
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 ofTH 10 to either TH 242 or Ham
Lake.
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MnlDOT 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 ofTH 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.
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Access to TH 65 for a majority of Andover residents is via Bunker Lake Blvd. Anoka
County plans to reconstruct Bunker Lake Blvd. from Hanson Blvd. 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.
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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.
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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
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Transportation Plan
Page 46
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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. The study included the following
alternatives for the Anoka County area:
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 I-35W 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 (lnterre2ional 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 1-94 to TH 610. As part of the study the following improvements
were recommended:
· An additional through lane in each direction between 1-94 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.
~ City of Andover
liI'I
Transportation Plan
Page 47
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· Grade separation of93rd Avenue and TH 169 restricting access in Osseo and
Brooklyn Park.
Mn/DOT intends to preserve Right-of-Way for the widening ofTH 169 between 1-94 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.
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.
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Roadwav Turnbacks
There are three potential regional roadway tumbacks being discussed by Mn/DOT and
Anoka County:
· TH 47 from Mn/DOT to Anoka County
· TH 242 from Mn/DOT to Anoka County
· East/West CSAH 22 from Anoka County to Mn/DOT
~ City of Andover
lit .
TransportatIon Plan
Page 48
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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 (MOD) for the jurisdictional changes between
agencies.
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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:
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· Verdin Street NW from 181st Ave. NW to 161st Ave. NW
· 165th Ave. NW from CSAH 7 to Valley Drive NW
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VI.
ROAmv A Y SYSTEMS PLAN
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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:
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· 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
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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.
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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
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Transportation Plan
Page 49
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Fund. Currently each state receives a minimum amount of federal aid equal to 90% of the
amount is contributes in taxes.
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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 funding becoming available for projects in 2007 and 2008. The federal
funding usually covers 80% ofthe 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:
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Surface Transvortation Prof!ram (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:
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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
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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.
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ConfIestion MitifIation and Air Oualitv Imvrovement Prof!ram (CMAO)
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.
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Transvortation Enhancement Proflram (J'E)
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Transportation Plan
Page SO
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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.
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Hazard Elimination Safetv Prof!ram (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 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.
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Federal Demonstration Fundin!! for Hi!!h 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.
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Transportation Revolvin!! 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
fund 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:
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· 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.
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Transportation Plan
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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 ofTRLF loan repayment include, but are not
limited to, special assessments, property tax levies, ta'C increment financing, local
government option sales ta'Ces, future federal funds, future state funds, and customer fees
from revenue-generating projects such as parking ramps and intermodal terminals.
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County State Aid Hi!!:hwav (CSAH) fundin!!:
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
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.
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Municipal State Aid Street (MSAS) fundin!!:
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 2002
Andover received nearly $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, County State Aid Highway or State Trunk Highway. The State Aid
funds can also be used for engineering costs and right of way costs.
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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.
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State and Federal Brid!!:e fundilll!
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.
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Minnesota Railroad-Hi!!:hwav Grade Crossin!!: Safety Improvement Pro!!:ram
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.
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1,)1
Transportation Plan
Page S2
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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.
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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.
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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:
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Federal Recreational Trail Grant Prof!ram
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 $1 00,000 available to anyone project. Federal funds can be used as a match in
some circumstances. The application for this program is due annually on
February 28th.
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Ref!ional Trail Grant Profffam
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.
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Outdoor Recreational Grant Prozram
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 31st.
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Local Trail Connections Grant Profffam
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Page 53
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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.
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Le!!:islative Commission on Minnesota Resources
The LCMR 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 LCMR process is
open to all provided there is a demonstrated public benefit. Recipients include state
agencies, private non-profits, academic institutions, local government units, federal
government, tribal governments and private corporations.
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Proposals are due around March of each year. The LCMR 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.
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Turnback fundin!!:
When ajurisdictional 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 turnback funding designated by that agency for turnback
purposes.
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County fundin!!:
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.
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City fundin!!:
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.
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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 ofa short-range plan. Many factors outside of this
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.
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Transportation Plan
Page S4
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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 its CIP, this plan can be used as one tool to help
determine where the City's capitol is best spent. However, many other factors will
contribute to the crp as well, including maintenance needs, etc.
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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.
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VII. PUBLIC INPUT PROCESS
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In order to complete and implement a citywide transportation plan of this type, it is
critical 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 ofa Technical Advisory Committee (TAC). The TAC was established
early on and provided guidance throughout the preparation of the Plan.
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The TAC was made up of several individuals from all aspects of the City as well as
Anoka County. The TAC members included:
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· 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
· Dave King, Anoka County Sheriff's Department
· Dave Jenkins, Anoka County Sheriffs 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
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Page SS
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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:
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· 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 fuhlre land use
· Assistance in developing access and mobility guidelines
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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.
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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:
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· Concerns over the Andover Blvd. and the railroad crossing. The slow moving trains
can block access for a period oftime.
· Turn Lanes on Hanson Blvd. and ~unker 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.
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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 ofthe study. Displays presented at the open house
included:
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· Layouts of the study corridors (Hanson Blvd. and Crosstown Blvd.)
· Proposed cross sections for the study corridors
· Jurisdictional changes to the roadway network
. City Trails Plan
· Roadway Crash Summary
· Regional Initiatives
· Roadway Volumes
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Transportation Plan
Page 56
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· Functional Classification System
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In general, open house attendees were pleased with the results and recommendations of
the study. The general comments included:
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· Desire for additional trails within the city
· Desire for frontage roads
· Speed Limit issues
· Addressing specific intersection or roadway concerns
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In addition, remarks were made about the growth in the city and the concerns regarding
traffic pattern changes. Certain areas (ie: 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.
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VIII. MISCELLANEOUS TRANSPORT A nON RELATED RECOMMENDA nONS
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The previous report chapters discussed a variety of transportation system elements.
During the course ofthe 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.
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· 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 o( 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 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.
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lJ1
Transportation Plan
Page 57
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~ City of Andover
lJ1
Transportation Plan
APPENDIX
Feasibility Study to be Appended Here
-------------------
FIGURE 22
CROSSTOWN BOULEVARD
IMPROVEMENT CONCEPT
Jl]J Bonestroo
. _ Rosene
~ Anderlik &
.IJ. Associates
Engmee~ & Archftecffi
z
o 200' 400'
I I
Scale in feet