chapter 7. transportation › chapter 7 - transportation.pdf · transportation planning efforts...

Chapter 7. traNSpOrtatION

The Transportation Chapter is a continuing, comprehensive plan for the future transportation system. The Chapter provides a blueprint to guide the ever-evolving process of setting goals, analyzing deficiencies and identifying solutions. The future transportation system will evolve as the City’s priorities and conditions change, demographics shift and new technologies develop. These changes will be reflected in future updates to the Plan.

CHAPTER CONTENTIntroduction 96Guiding Principles 97Existing Transportation Conditions 98Existing Transit Service 1092040 Non-Motorized Transportation Plan 1122040 Transit Plan 1172040 Traffic Analysis 1202040 Roadway Needs 123Freight 135Aviation 136Implementation 137

96

TRAN

SPOR

TATIO

N

7

W o o d b u r y 2 0 4 0 C o m p r e h e n s i v e P l a n A u g u s t 2 0 1 9

INTRODUCTIONThis chapter, which is a summary of a larger Transportation Plan that was prepared for the 2040 Comprehensive Plan, is designed to meet Metropolitan Council requirements while also providing direction and guidance on future transportation needs. The Transportation Plan provides more information on the methodologies used to determine future needs and provides guidance on emerging transportation trends, best practices and various issues. These topics include:

» Context sensitive solutions and guidelines

» Roadway corridor design principles

» Younger driver safety, including teen driving laws

» Safe/healthy aging

• Aging motorists

• Providing transportation alternatives

» Intelligent Transportation Systems (ITS)

• Flashing Yellow Arrows (FYA)

• Rectangular Rapid Flashing Beacons (RRFB)

• High-Intensity Activated Crosswalk Beacon (HAWK)

• Dynamic Speed Display Signs (DSDS)

• Video vehicle detection systems

• Dynamic Message Signs (DMS)

• Red-Light Running (RLR) camera enforcement

• Enforcement lights

» Emerging trends affecting transportation

• Ascent of autonomous vehicles

• Electric vehicles and charging stations

• Drones or unmanned aerial vehicles

• Advanced telecommunications

• Resilience/sustainability

» Transportation demand management

97

TRAN

SPOR

TATIO

N

7

W o o d b u r y 2 0 4 0 C o m p r e h e n s i v e P l a nA u g u s t 2 0 1 9

GUIDING PRINCIPLESThe City commits to the following guiding principles, which highlight community values and technical expertise regarding transportation in the City. They also provide a long-term vision for the ongoing implementation, reinvestment, management and use of the City’s transportation systems.

Safety and EfficiencyProvide safe and efficient movement of people and goods in and through the City by planning and designing transportation facilities to meet projected travel demand for all modes. Effective planning, design and implementation of transportation projects will reduce congestion and increase safety.

Annual updates to the City’s Capital Improvement Plan, performing Traffic Impact Studies and conducting regular traffic counts indicate operational needs of the City’s transportation systems. The City will coordinate with the Minnesota Department of Transportation (MNDoT), Washington County, Metro Transit and other agencies to ensure planning for transportation systems under their jurisdiction are properly implemented.

Multi-Modal ApproachSupport alternative modes of travel, including transit, pedestrian, and bicycle travel, to help Woodbury residents access jobs outside the City, non-residents access jobs and services within Woodbury, and local trips within the City and surrounding area. A diverse array of transit options can not only offer convenience and accessibility, and encourage healthy lifestyles, but can also reduce the need to expand roadways and limit fuel consumption and air pollution. Support will be provided for existing transit services and new development of transit systems will be encouraged. Trails will be designed on both sides of all major roadways to increase pedestrian and bicyclist mobility and safety.

LivabilityAddress social, environmental, and economic impacts associated with the transportation system using effective planning. Timely planning for transportation system improvements to limit congestion and avoid overbuilding the network ahead of need provides a sustainable transportation system approach. Transportation planning efforts will support guiding principles in the 2040 Natural Resources chapter. Woodbury is committed to reducing contributions of greenhouse gases, promoting clean energy opportunities, protecting and enhancing air quality, and protecting and improving water quality. According to the 2014 Regional Indicators Initiative Report and Xcel Energy’s Community Energy Report transportation makes up 40 percent of total greenhouse gas emissions; this is almost exclusively attributable to car and truck travel. Utilizing the Roadway Corridor Design Principles will address functionality while limiting impacts to livability. Livability impacts will be limited by applying emerging technologies, electric vehicles and intelligent transportation system applications to reduce congestion and promote alternative transportation.

DefinitionRoadway Corridor Design Principles:the roadway Corridor Design principles were created with an interdisciplinary approach to better align roadway corridor design and construction practices with the City’s values and emphasis on all users and stakeholders. Included in the report are design templates for the City’s roadway corridors and recommendations regarding the elements of the templates and how to use them in corridor design.

98

TRAN

SPOR

TATIO

N

7


Integration and CoordinationCoordinate transportation and land use planning such that transportation facilities efficiently match land use requirements, and vice versa. Transportation planning is a collaborative effort among the City of Woodbury, its residents and businesses, and other government organizations. Using this approach will ensure a context sensitive solutions process.

EXISTING TRANSPORTATION CONDITIONSRoadway NetworkWoodbury’s most important links to the regional roadway network are through two interstate facilities: I-494, which runs generally north-south through the northwest corner of the City; and I-94, which runs east-west along the northern border of the City. In addition to these facilities, a number of key roads are important in terms of their connection or relationship to the interstate network. Examples include major north-south routes (Woodbury Drive and Manning Avenue) to I-94 and major east-west routes (Tamarack Road and Valley Creek Road) to I-494.

Jurisdictional ClassificationRoadways are classified by which level of government has jurisdiction over a given facility. Three levels of government have roadway jurisdiction in the City: MnDOT, Washington County and the City of Woodbury. MnDOT owns/maintains the Trunk Highway (TH) system. Washington County owns/maintains the County State Aid Highway (CSAH) and County Road (CR) system. The City owns/maintains the local streets, including Municipal State Aid (MSA) streets. Cities in Minnesota receive federal funding through the state MSA program to improve and maintain MSA streets designated by each city. Typically these facilities are collector or arterial roadways. MSA design and maintenance requirements are established by MnDOT. Figure 7-1 shows the jurisdictional classification of roadways in Woodbury.

Existing Functional Classification The functional classification system is used to categorize a roadway and street network which distributes traffic from neighborhood streets to collector roadways, then to arterials and ultimately to the metropolitan highway system. Roads are placed into categories based on a combination of the degree to which they provide access to adjacent land and the degree to which they provide movement of “through” traffic. Functional classification is a traditional cornerstone of transportation planning. Within this approach, roads are located and designed to perform their designated function.

The functional classification system used in the City of Woodbury conforms to the Metropolitan Council standards (Figure 7-2). These classifications address the function of all state, county and city streets from a standpoint of the safe and efficient movement of traffic through the City, while providing satisfactory access to residents and businesses. The primary classifications with brief definitions are:

Functional Roadway Classification

Diagram

Metropolitan Council Roadway

Classification Standards Diagram

99

TRAN

SPOR

TATIO

N

7


Figure 7-1. Existing Roadway Jurisdictional ClassificationM

aple

woo

dM

aple

woo

dN

ewpo

rtN

ewpo

rt

Cottage GroveCottage Grove

Aft

onA

fton

Lake ElmoLake ElmoOakdaleOakdaleLandfallLandfall

Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)

Valley Creek Road (CSAH 16)

Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road

Bailey Road (CSAH 18)

Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay

Military Road (CSAH 20)

§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE POWERS

LAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

JurisdictionInterstate (State of MN)Mn Highway (State of MN)County State Aid Highway (Washington County)Municipal State Aid Roadway (City of Woodbury)Municipal Road (City of Woodbury)Private Road

0 10.5MilesE

Created: SEHSource: City of WoodburyUpdated:January 2019

Figure 7-1 Existing Roadway Jurisdiction ClassificationM

aple

woo

dM

aple

woo

dN

ewpo

rtN

ewpo

rt

Cottage GroveCottage GroveA

fton

Aft

on


Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)


Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE POWERS

LAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

JurisdictionInterstate (State of MN)Mn Highway (State of MN)County State Aid Highway (Washington County)Municipal State Aid Roadway (City of Woodbury)Municipal Road (City of Woodbury)Private Road

0 10.5MilesE


Figure 7-1 Existing Roadway Jurisdiction Classification

100

TRAN

SPOR

TATIO

N

7


Figure 7-2. Existing Roadway Functional Classification

101

TRAN

SPOR

TATIO

N

7


Principal ArterialThe metropolitan highway system is made up of the region’s principal arterials, which include all Interstate freeways. Interstate freeways connect the region with other areas in the state and with other states. They also connect the metropolitan centers to regional business concentrations. The emphasis is on mobility as opposed to land access. Principal arterials connect only with other Interstate freeways, other principal arterials, and select minor arterials and collectors.

Minor Arterial For minor arterials the emphasis is on mobility as opposed to access in the urban area; only concentrations of commercial or industrial land uses should have direct access to them. Minor arterials should connect to principal arterials, other minor arterials or collectors. Connection to some local streets is acceptable. The Metropolitan Council has identified “A” minor arterials as streets that are of regional importance because they relieve, expand, or complement the principal arterial system.

Collector StreetsThe collector system provides connection between neighborhoods and from neighborhoods to minor business concentrations. Mobility and land access are equally important. Direct land access should predominately be to development concentrations. To preserve neighborhood integrity while still providing direct access to business areas, these streets are usually spaced at half-mile intervals in developed areas.

Neighborhood CollectorNeighborhood collector system provides connection between neighborhoods and access to arterial and collector roadways. Mobility within neighborhoods is an important function as is access to residential land uses.

Local StreetsThe primary function of local streets is to provide access to local land uses and individual parcels, including individual homes, shops, and similar traffic destinations. Through traffic should be discouraged by using appropriate geometric designs and traffic control devices.

Private Streets Within Woodbury there are several miles of private streets, which serve both residential and commercial development. These facilities are owned and maintained by development associations and individual property owners. Private street access on a public road is administered by the governmental agency with jurisdiction over the public road.

102

TRAN

SPOR

TATIO

N

7


Table 7-4. Roadway Segment LOS Description versus Volume / Capacity

ROADWAY SEGMENT LOS DESCRIPTION VERSUS VOLUME / CAPACITYLOS V/C Description

A <0.65 Low volumes and no delays

B 0.65-0.75 Low volumes and speeds dictated by travel conditions

C 0.75-0.85 Speeds and maneuverability closely controlled due to higher volumes

D 0.85-0.95 Higher density traffic restricts maneuverability and volumes approaching capacity

E 0.95-1.05 Low speeds, considerable delays, and volumes at or slightly over capacity.

F >1.05 Very low speeds, volumes exceed capacity, and long delays with stop-and-go traffic.

Existing Traffic ConditionsExisting Capacity In general, the capacity of a roadway is a measure of its ability to accommodate a certain volume of moving vehicles. Segment level of service (LOS) refers to a quantitative comparison between an existing traffic volume (Figure 7-3) and the maximum volume of traffic the roadway can accommodate in its present configuration. The maximum volume is determined by the number of existing roadway lanes (Figure 7-4).

The results of a traffic operations analysis are typically presented in the form of a letter grade (A to F) that provides a qualitative indication of the operational efficiency or effectiveness. By definition, LOS A conditions represent high-quality operations (i.e., motorists experience very little delay or interference) and LOS F conditions represent very poor operations (i.e., extreme delay or severe congestion). Table 7-4 illustrates the level of service categories, approximate volume-to-capacity (V/C) ratio, and a general description of the traffic operations.

103

TRAN

SPOR

TATIO

N

7


Figure 7-3. Existing Traffic Volumes

104

TRAN

SPOR

TATIO

N

7


Map

lew

ood

Map

lew

ood

New

port

New

port


Aft

onA

fton


Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)


Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE POWERS

LAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

2

24

2

4

2

4

4

4

4

4

42

4

2

2

2

4

4

2

4

2

44

4

2

4

4

26

4

2

2

4

4

2

4

4

4

2

4

2

4

4

2

4

4

4

4

2

2

44

2

2

4

4

4

2

4

42

4

2

4

4

2

2

2

2

2

4

44

24

4

6

4

4

4

4

2

2

4

2

22

2

4

2

42

2

4

2

2

4

2

2

4

2

4

2

2

4

2

4

2

6

2

2

2

2

4

2

2

2

2

2

222

2

24

4

9

4

2

2

2

2

4

2

4

2

4

6

6

4

8 6

2

2

2

0 10.5MilesE


Planned Roadway

# Existing (2015) Two-way Number of Through Lanes

Figure 7-4: Roadway Number of Lanes for Existing (2015)

Number of Lanes

Figure 7-4. Roadway Number of Lanes for Existing (2015)

105

TRAN

SPOR

TATIO

N

7


For the purposes of this plan, a planning level of service was used. Planning level of service compares volume-to-capacity (V/C) ratios, which correlate to the LOS letter grade. When the V/C ratio is below 1.00 the roadway is considered to be operating at an acceptable level of service. When the roadway is operating at or over 1.00 the roadway is considered to be operating at capacity or over capacity. The more the V/C ratio exceeds 1.00 the greater the traffic congestion. Table 7-5 contains a summary of generalized traffic thresholds for specific roadway types, levels of service and number of traffic lanes.

In roadway planning and design, it is undesirable to either overbuild or under build a facility. The goal is to build a facility that effectively and efficiently moves traffic. The design of a roadway should reflect its location. In general, people in more urban environments expect to incur some congestion during the peak hours, hence the LOS D/E capacity threshold is considered acceptable. In rural environments, LOS C is often used as the basis for roadway planning and design as people typically have a lower tolerance for traffic congestion. Woodbury falls into the urban environment category. Therefore, the LOS D/E threshold represents the appropriate design capacity for roadways. At this level of service, traffic is generally expected to experience congested flow only during the peak travel periods. During off-peak periods, traffic flow generally operates at a much higher LOS (A to C).

Table 7-5. Generalized Average Daily Traffic Thresholds for Capacity

GENERALIZED AVERAGE DAILY TRAFFIC THRESHOLDS FOR CAPACITY

Facility Type Number of Lanes Daily Capacity

Metered Interstate Freeway 8 147,000

6 110,000

4 73,000

Un-Metered Interstate Freeway 6 99,000

4 66,000

Expressway 6 62,000

4 41,000

Divided Arterial 6 54,000

4 36,000

2 18,000

Un-Divided Arterial 6 48,000

4 32,000

2 16,000

Collector 4 21,000

2 10,000

Note: These capacity thresholds are based on the Highway Capacity Model and the Twin Cities Regional Travel Demand Model. Estimated based on freeway daily capacity in HCM and hourly capacity in the Metropolitan Council Activity Based Model (ABM). The City of Woodbury is designated as developing area type in the Metropolitan Council’s System (along with developed, rural, business and residential cores)

106

TRAN

SPOR

TATIO

N

7


The LOS for non-local roadways in Woodbury was estimated by comparing the most recent available daily traffic counts for each facility (2016) (Figure 7-3) to the traffic volume LOS thresholds. Based on this evaluation, most of the roadway system in Woodbury currently operates well (Figure 7-5). However, there are 3.39 miles of roadway that operate at or near capacity and another 6.2 miles that are approaching their design capacity. The roadway segments that are approaching, at, or over capacity are listed in Table 7-6.

Existing Roadway Safety Figure 7-6 presents the locations and frequencies of crashes throughout the City. Crash data was obtained from MnDOT’s crash mapping analysis software (MnCMAT) for the period 2011 – 2015. Crash rates for each intersection that experienced 10 or more crashes were calculated. The crash rate is a value that represents the number of crashes that have occurred for every million entering vehicles. The crash rate can then be compared to the statewide average rate for intersections that operate with the same type of traffic control.

The critical crash rate is a statistical value that is unique to each intersection and is based on vehicular exposure and the statewide average crash rate for similar intersections. An intersection with a crash rate above the critical rates indicates a sustained crash problem at the intersection. The intersections in Figure 7-6 are color coded to indicate whether either the average crash rate or the critical rate has been exceeded. Intersections that have crash rates higher than their critical rates should be further reviewed to determine causal factors contributing to the crash experience.

Problem locations will be monitored and further evaluated as deemed appropriate by City staff. Intersection geometric changes and/or traffic control changes can often be identified to reduce the frequency, or possibly the severity, of crashes that will occur in the future. Intersection safety is routinely addressed as part of larger corridor construction or reconstruction projects.

Table 7-6. Planning Level Roadway Segment Capacity Deficiencies Analysis (Existing)

PLANNING LEVEL ROADWAY SEGMENT CAPACITY DEFICIENCIES ANALYSIS (EXISTING)

Route and name Location LENGTH (MILE)

V/C RATIO

LOS

I-494

S of I-94 0.60 0.95 D

N of Valley Creek Road 0.87 0.87 D

S of Valley Creek Road 1.40 0.91 D

I-94

E of Woodbury Drive 1.47 0.90 D

W of Woodbury Drive 1.53 1.06 F

W of Radio Drive 1.11 0.80 C

CSAH 13 (Radio Drive) S of I-94 0.55 1.01 E

CSAH 19 (Woodbury Drive)Bridge Over I-94 0.16 1.03 E

S of I-94 0.17 0.92 D

MSAS 109 (Woodlane Drive) S of Valley Creek Road 0.17 0.75 C

MSAS 101 (Weir Drive) S of Valley Creek Road 0.51 1.00 E

MSAS 117 (Hudson Road)W of Woodbury Drive 0.42 0.84 C

E of Lake View Drive 0.63 1.22 F

TOTAL 9.59

107

TRAN

SPOR

TATIO

N

7


Figure 7-5. Existing Roadway Daily Traffic and Congestion LevelsM

aple

woo

dM

aple

woo

dN

ewpo

rtN

ewpo

rt


Aft

onA

fton


Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)


Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

10300

2450

91000

36000

3100

2950

240

8200

5600

3700

6100

88000

34004800

4550 3400

250038500

3300

13300

2250

63000

3250

1050012000

18200

1350

9700

5200

20400

14500

11500

27000

4400

5300

395017700

570

17900

86000

5900

2800

33500

9200

10900

11600

18000

1850

22100

7000

4300

5050

13100

22000

5700

10600

370

17600

2200

12700

2750

14400

140010000

2650

3350

7700 1000

10700

15008200

5700

26000

13500

9400

2100

1550

11700

520

8600

15400

21506800

3000

5400

6600

11900

5000

7600

13000

4200

11200

13400

810011000

5000

95000

10600

1250

3750

1200

6200

990

12200

12000

4750

2250

190

2255501050

3350

1800

1350

24500

119000

2500

3400

3250

4600

24600

9100

4800

9900

7700

92000

9000082000 98000

21200

8400

8600

6000

BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE

POWERSLAKE

FISHLAKE

COLBYLAKE

CARVERLAKE

BAILEYLAKE

LA LAKERIA LAKE

0 10.5MilesE

Created: SEHSource: City of Woodbury, Met CouncilUpdated:January 2019

Congestion Level - Level of Service (LOS)LOS A or LOS BLOS CLOS DLOS ELOS F

Note: Daily capacities for roadways are estimated based on thenumber of lanes and functional class in the original Regional Model

Figure 7-5: Existing Roadway Daily Traffic and Congestion Levels

#### Current Year Average Annual Daily Traffic - 2017 (AADT)

Map

lew

ood

Map

lew

ood

New

port

New

port

Cottage GroveCottage GroveA

fton

Aft

on


Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)


Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

10300

2450

91000

36000

3100

2950

240

8200

5600

3700

6100

88000

34004800

4550 3400

250038500

3300

13300

2250

63000

3250

1050012000

18200

1350

9700

5200

20400

14500

11500

27000

4400

5300

395017700

570

17900

86000

5900

2800

33500

9200

10900

11600

18000

1850

22100

7000

4300

5050

13100

22000

5700

10600

370

17600

2200

12700

2750

14400

140010000

2650

3350

7700 1000

10700

15008200

5700

26000

13500

9400

2100

1550

11700

520

8600

15400

21506800

3000

5400

6600

11900

5000

7600

13000

4200

11200

13400

810011000

5000

95000

10600

1250

3750

1200

6200

990

12200

12000

4750

2250

190

2255501050

3350

1800

1350

24500

119000

2500

3400

3250

4600

24600

9100

4800

9900

7700

92000

9000082000 98000

21200

8400

8600

6000

BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE

POWERSLAKE

FISHLAKE

COLBYLAKE

CARVERLAKE

BAILEYLAKE

LA LAKERIA LAKE

0 10.5MilesE


Congestion Level - Level of Service (LOS)LOS A or LOS BLOS CLOS DLOS ELOS F


Figure 7-5: Existing Roadway Daily Traffic and Congestion Levels

#### Current Year Average Annual Daily Traffic - 2017 (AADT)

108

TRAN

SPOR

TATIO

N

7


Map

lew

ood

Map

lew

ood

New

port

New

port


Aft

onA

fton


BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE POWERS

LAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

1834

4246

26 26

15

618

13 67

24

23 14 10

23

13

47

47

38

4025

22

7

10

57

16

9

19

5

23 3 9

22

21

8

5

21

3

12

7 26 14

22

4

3

10

63

4

6

7

7

5 5 13

42

6

134

6

5

10

7 3

535

5

15

2 2

9 11

21

3

8

137110

3

0 10.5MilesE

Figure 6 Crash Location and Frequency Map (2011-2015)


!(Crash Rate Below StatewideAverage and Critical Rates

!(Crash Rate Above StatewideAverage and Critical Rates

!(Crash Rate Above StatewideAverage and Below Critical Rates

!(Intersection With LessThan 10 Crashes

(Number of Crashesat IntersectionXX

Figure 7-6 Crash Location and Frequency Map (2011-2015)

Intersection Crashes

Figure 7-6. Crash Location and Frequency Map (2011-2015)M

aple

woo

dM

aple

woo

dN

ewpo

rtN

ewpo

rt


Aft

onA

fton


BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE POWERS

LAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

1834

4246

26 26

15

618

13 67

24

23 14 10

23

13

47

47

38

4025

22

7

10

57

16

9

19

5

23 3 9

22

21

8

5

21

3

12

7 26 14

22

4

3

10

63

4

6

7

7

5 5 13

42

6

134

6

5

10

7 3

535

5

15

2 2

9 11

21

3

8

137110

3

0 10.5MilesE

Figure 6 Crash Location and Frequency Map (2011-2015)


!(Crash Rate Below StatewideAverage and Critical Rates

!(Crash Rate Above StatewideAverage and Critical Rates

!(Crash Rate Above StatewideAverage and Below Critical Rates

!(Intersection With LessThan 10 Crashes

(Number of Crashesat IntersectionXX

Figure 7-6 Crash Location and Frequency Map (2011-2015)

Intersection Crashes

109

TRAN

SPOR

TATIO

N

7


EXISTING TRANSIT SERVICEAccording to the U.S. Census Bureau Decennial Census and American Community Survey data, the percentage of Woodbury residents, age 16 and up, using public transportation as a means for traveling to or from work was approximately two percent from 2011-2015. However, the ridership numbers on Metro Transit routes serving Woodbury have been increasing as the community’s population increases.

Although private cars are the most commonly used mode of transportation for Woodbury residents, public transit is an important alternative to automobile use and serves as one leg of a multi-modal transportation strategy for the community. Transit can also play a key role in achieving sustainability by reducing the need to expand roadways and limiting fuel consumption and air pollution.

Transit Link ServiceFor all communities in Washington County, Transit Link Service provides flexible, personalized transit service to the general public. Service hours are Monday-Friday from 6 a.m. to 7 p.m. Fares are based on distance traveled.

Transit Link is a shared-ride service, which must be reserved before the trip – the same day or up to five business days in advance. Where regular Metro Transit routes are available, Transit Link Service rides may be restricted and riders will be directed to use regular Metro Transit bus service. If a public transit trip involves a combination of Transit Link and regular Metro Transit route service, transfers can occur at a number of designated park-and-rides including Woodbury Lutheran Church and the Woodbury Theatre.

Fixed-Route ServiceScheduled transit service for Woodbury’s residents is provided by Metro Transit and the Metropolitan Council. Transit service is primarily delivered through weekday express routes from Woodbury to downtown Saint Paul and downtown Minneapolis. Connections may be made with other routes traveling to the University of Minnesota, MSP International Airport, and many other destinations. Currently, the following express bus service routes (Figure 7-7) are available within Woodbury:

» Route 351 provides weekday rush hour express service to downtown Saint Paul. Buses leave Woodbury from the Woodbury Lutheran Church Park-and-Ride on Afton Road east of Queens Drive

» Route 353 provides weekday rush hour express service to downtown Minneapolis via downtown Saint Paul. Buses leave from the Woodbury Lutheran Church Park-and-Ride on Afton Road east of Queens Drive and the Woodbury Theatre Park-and-Ride in Woodbury Village.

» Route 355 provides weekday rush hour express service to downtown Minneapolis. Trips originate approximately every 10 minutes from the Woodbury Theatre Park-and-Ride in Woodbury Village during rush hour.

110

TRAN

SPOR

TATIO

N

7


» Other route options in close proximity to Woodbury include:

• Route 375 which provides weekday rush hour express service to downtown Minneapolis, with service originating from the park-and-ride lot at Guardian Angels Church in Oakdale, just north of I-94 off Inwood Avenue/Radio Drive.

• Route 350 provides limited stop service between southern Maplewood and downtown Saint Paul, terminating on Century Avenue and Lake Road at Woodbury’s western border.

• Route 70 offers several trips daily that terminate at the Ramsey County Correctional facility on Century Avenue, along Woodbury’s western border.

Park and Ride FacilitiesCommuters have the option to “park-and-ride” in Woodbury. There are four park-and-ride lots serving the Woodbury area (Figure 7-7):

» Woodbury Theatre, 1470 Queens Drive (north of the Target store at Woodbury Village). The lot accommodates 550 cars. Route 353 and 355 buses bound for downtown Minneapolis depart from this lot.

» Woodbury Lutheran Church, 7380 Afton Road (south of Valley Creek Road and east of Queens Drive). Route 351 bound for downtown St. Paul departs from this lot. Routes 353 and 355 bound for downtown Minneapolis also depart from this lot.

» Christ Episcopal Church, 7305 Afton Road (southeast corner of Afton Road and Queens Drive). Express buses bound for downtown St. Paul (Route 351) and downtown Minneapolis (Route 353 and 355) depart from this lot.

» Guardian Angels Church in Oakdale, 8260 Hudson Boulevard. Route 375 bound for downtown Minneapolis departs from this lot.

DefinitionTransit Market Area III and IV:Transit Market III identifies areas where there is relatively moderate densities but the non-grid development pattern limits the effectiveness of transit. transit service is primarily commuter express bus service with some fixed-route local service or general dial-a-ride.transit Market IV is applied to those areas with lower concentrations of population and employment.transit service is generally focused on peak-period express bus service if there are enough commuters. See Figure 7-7 and page 87 for more information.

111

TRAN

SPOR

TATIO

N

7


Figure 7-7. Existing and Planned Transit

112

TRAN

SPOR

TATIO

N

7


2040 NON-MOTORIZED TRANSPORTATION PLANWoodbury has developed over the last 30-plus years primarily with an automobile-oriented suburban land development pattern. However, historically, the City has also provided for a system of recreational trails and, with its commitment to transportation sustainability, has embraced the challenge of enhancing this system to more fully meet non-motorized transportation needs. Enhancing the non-motorized elements of Woodbury’s transportation system is a key goal in terms of improving transportation sustainability. This approach gives residents an alternative to driving, and encourages healthy activities and lifestyles.

The Transportation Plan discusses in greater detail programs and projects to promote and enable non-motorized transportation and provides guidance and best practices on ways in which development can support pedestrian- and bicycle-friendly environments.

Overall, Figure 7-8 shows the long-term vision for expanding the existing multi-use trail network serving the City. The basic approach to the planned expansion of the trail network is twofold: 1) expand the network coverage along all arterials, collectors, and certain local streets into newly developing areas; and 2) close gaps in the existing network. The discussion below outlines this approach for both regional and local levels.

Regional NetworkFigure 7-8 highlights three corridors identified as part of the Twin Cities Regional Bicycle Transportation Network (RBTN) within the City of Woodbury. RBTN corridors are intended to serve as “trunk arterials” of the overall system of bikeways that connect to regional employment and activity centers. The City of Woodbury has identified several local trails that could connect to the Tier I and Tier II RBTNs. As noted by the Metropolitan Council, non-motorized (bikeway) projects that complete segments of, or connect to, the RBTN are given priority for federal transportation funds through the Transportation Advisory Board’s biannual regional solicitation.

» A Tier I RBTN has been identified in proximity to the Valley Creek Road (CSAH 16) corridor. This corridor stretches from Woodbury Drive (CSAH 19) on the east to the western City limits. While the RBTN does not have to be located within a roadway corridor, it would require crossing I-494 in the area of the Valley Creek Road interchange.

» A Tier II RBTN has been identified along Bailey Road (CSAH 18) from Woodbury Drive (CSAH 19) on the east to the western City limits.

» A Tier II RBTN has been identified along Woodbury Drive (CSAH 19) from I-94 to the south City limits.

In June 2017, Washington County completed the Central Greenway Regional Trail Master Plan: South Segment from I-94 to Cottage Grove Ravine Regional Park. Within the City of Woodbury, this regional trail runs north-south along Woodbury Drive (CSAH 19). The overall goals of the Central Greenway Regional Trail are to: a) enhance the region’s multi-modal transportation and recreation system by providing a safe and accessible trail connection between Big Marine Park Reserve, Lake Elmo Park Reserve and Cottage Grove Ravine Regional Park; and b) provide direct connections for people living in Lake Elmo, Cottage Grove and Woodbury to vital employment, retail, and recreational sites in the east metropolitan area – providing safety, economic development, mobility, and environmental benefits.

113

TRAN

SPOR

TATIO

N

7


ú

úúú

ú

ú

MN DOT

GARBE

WESTVIEW

POWERS LAKE EAST

WOODLANE HILLS

BROOK-VIEW

RIDGEGATE

WINDWOOD PASSAGE

TIMBERLEA

CENTRAL PARK

FAIRWAYMEADOWS

CHIPPEWA

CREE

SUMMIT POINTE

LAKEVIEW

FOX RUN

PONDVIEW

MENOMINI

POTAWATOMI

EAGLE VALLEY GOLF COURSE

TURNBERRY

ODAWAEVERGREEN EAST

SHAWNEE

VICTORIA

VALLEYCREEK

CITY HALL

POWERS LAKE

WILMES-LAKE

COLBY LAKE

HASEN-BANK

MARSH CREEK

MARKGRAFS LAKE

KARGEL

LIBERTY

PIONEER

EVERGREENWEST

SEASONS

TAMARACK NATURE PRESERVE

CARVER LAKE

OJIBWAY

PRAIRIE RIDGE

BATTLE CREEK LAKE

LA LAKE

SCHILLING

PRESTWICK GOLF CLUB STONEMILL FARMS

WEDGEWOOD HEIGHTS

COBBLESTONE

MARSH CREEK

EAGLE VALLEYEDGE-

WATER

WEDGE-WOODRIDGE

BAILEY LAKE

ANDY'S BARK

HEALTHEAST SPORTS CENTER

GLACIAL VALLEY

BRIDLEWOOD FARMS

OEHLKE

SUMMERLIN

Map

lew

ood

Map

lew

ood

New

port

New

port


Aft

onA

fton


Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)


Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE

POWERSLAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

0 10.5MilesE

Figure 8 Existing and Proposed Trails


Figure 7-8 Existing and Proposed Trails

Existing & Planned Trail NetworkParks and Open Space

SchoolsChurchGovernmentHospitalLibraryExisting TrailsProposed TrailsPriority Trail Retrofit Corridors

ú Trail Underpass/OverpassExisting Trails in Adjacent CommunitiesFuture Trails in Adjacent CommunitiesTier 1 Regional Bike Transportation Network AlignmentTier 2 Regional Bike Transportation Network Alignment Tier 2 Regional Bike Transportation Network Corridor

XXXX Park Name

Figure 7-8. Existing and Proposed Trails

ú

úúú

ú

ú

MN DOT

GARBE

WESTVIEW

POWERS LAKE EAST

WOODLANE HILLS

BROOK-VIEW

RIDGEGATE

WINDWOOD PASSAGE

TIMBERLEA

CENTRAL PARK

FAIRWAYMEADOWS

CHIPPEWA

CREE

SUMMIT POINTE

LAKEVIEW

FOX RUN

PONDVIEW

MENOMINI

POTAWATOMI

EAGLE VALLEY GOLF COURSE

TURNBERRY

ODAWAEVERGREEN EAST

SHAWNEE

VICTORIA

VALLEYCREEK

CITY HALL

POWERS LAKE

WILMES-LAKE

COLBY LAKE

HASEN-BANK

MARSH CREEK

MARKGRAFS LAKE

KARGEL

LIBERTY

PIONEER

EVERGREENWEST

SEASONS

TAMARACK NATURE PRESERVE

CARVER LAKE

OJIBWAY

PRAIRIE RIDGE

BATTLE CREEK LAKE

LA LAKE

SCHILLING

PRESTWICK GOLF CLUB STONEMILL FARMS

WEDGEWOOD HEIGHTS

COBBLESTONE

MARSH CREEK

EAGLE VALLEYEDGE-

WATER

WEDGE-WOODRIDGE

BAILEY LAKE

ANDY'S BARK

HEALTHEAST SPORTS CENTER

GLACIAL VALLEY

BRIDLEWOOD FARMS

OEHLKE

SUMMERLIN

Map

lew

ood

Map

lew

ood

New

port

New

port


Aft

onA

fton


Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)


Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

¬«PA

BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE

POWERSLAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

0 10.5MilesE

Figure 8 Existing and Proposed Trails


Figure 7-8 Existing and Proposed Trails

Existing & Planned Trail NetworkParks and Open Space

SchoolsChurchGovernmentHospitalLibraryExisting TrailsProposed TrailsPriority Trail Retrofit Corridors

ú Trail Underpass/OverpassExisting Trails in Adjacent CommunitiesFuture Trails in Adjacent CommunitiesTier 1 Regional Bike Transportation Network AlignmentTier 2 Regional Bike Transportation Network Alignment Tier 2 Regional Bike Transportation Network Corridor

XXXX Park Name

114

TRAN

SPOR

TATIO

N

7


Local NetworkWoodbury is served by an extensive trail network (see Trail and Bikeway Connectivity of Chapter 8) featuring more than 160 miles of off-street paved trails. This system provides important linkages between various areas of the City and associated land uses with trails located adjacent to most arterial and collector roadways on at least one side of the corridor.

Figure 7-8 highlights the existing and planned local network, which builds upon the RBTN network. The planned system has been designed to provide connections between neighborhoods and key destinations. For connections within neighborhoods, the City’s policy is to require sidewalks or trails on at least one side of the street for all through streets (those that are not cul-de-sacs). This practice results in the development of neighborhoods with much improved pedestrian and bicycle connections.

Pedestrian and bike links should ideally be provided even where the road does not connect, as is the case in many cul-de-sac type developments. While there are several examples in Woodbury where cul-de-sac connectors link subdivisions to the trail network (see photo below), there are also situations where connectivity could be improved.

For areas that have not been developed but are being planned for urban residential development, pedestrian and bike accommodations will be provided in accordance with the following goals and policies in the Land Use Plan:

» Low Density Residential – Use pedestrian and open space connections to achieve a relationship with the larger community rather than as stand-alone or buffer elements.

» Medium Density Residential – Provide sidewalks and trails that allow safe and convenient movement consistent with smaller lots and narrower streets.

» High Density Residential – Improve pedestrian and bicycle connections between high density residential and community destinations such as jobs, shopping, parks and civic facilities.

This neighborhood near Wedgewood Park in Woodbury shows how trail connections can

provide important pedestrian and bicycle linkages within, and between subdivisions.

115

TRAN

SPOR

TATIO

N

7


Roadway Corridor Design PrinciplesThe City’s adopted Roadway Corridor Design Principles address transportation functionality needs while limiting local impacts to livability. One of the key aspects of the design principles is the accommodation of bicyclists and pedestrians within the roadway corridor. For all arterial/collector construction and reconstruction projects, the design guidelines recommend off-street multi-use trails. It is the City’s objective to provide off-street multi-use trails on both sides of all major (collector and above) roads.

All transportation construction/reconstruction projects will reference and use the Roadway Design Principles guidelines regarding lane widths and configuration, accommodation of non-motorized travelers, and other design-related issues. If conditions dictate that these guidelines cannot be followed, justification will need to be demonstrated and documented.

The City of Woodbury Roadway Corridor Design Principles establish standards and requirements for future roadway corridors as well as for roadway rehabilitation, reconstruction or new construction. The 2040 Comprehensive Plan anticipates direction from these guidelines will be applied as opportunities arise when existing roadways are rehabilitated or reconstructed. Existing collector and residential roadways within neighborhoods not currently served with pedestrian facilities will be considered for designs including these facilities at the time of rehabilitation planning within neighborhoods. The roadway rehabilitation process will determine the appropriate design for collector and neighborhood streets by accounting for existing right-of-way, tree impacts, property impacts, topography and other considerations. This methodology is consistent with the design process and application of the Roadway Corridor Design Principles, most recently updated in 2015.

Accommodating advanced bicyclists separately from pedestrians, slower riders and other trail users improves overall safety conditions and makes for a more comfortable environment for all non-motorized users. Ensuring that arterials and collectors have paved shoulders is an important way to accommodate advanced riders, whose trips are typically longer and higher speed. These trips may be recreational or they may be commuter trips to and from work, which can reduce the number of vehicular trips on roadways.

A number of arterials in the City are under the jurisdiction of Washington County, and one, Manning Avenue, is under the jurisdiction of MnDOT. The City will continue to coordinate with Washington County and MnDOT to ensure improvements to these routes take into account non-motorized users of all ages and abilities.

DefinitionRoadway construction:refers to a roadway that did not previously exist, or the expansion of an existing roadway to increase capacity by adding lanes, turn lanes, widening, etc.

Roadway reconstruction:Is the removal and replacement of an existing facility without adding capacity.

Roadway rehabilitation: Includes projects beyond general maintenance practices utilized to extend the life of the existing roadway facility which includes milling, reclaiming, overlays, partial reconstruction, infrastructure renewal and repairs.

Existing and Planned On-Street FacilitiesWoodbury’s Roadway Corridor Design Principles include pedestrian and bicycle facilities and landscape elements as integral components of each of the roadway templates, while not necessarily including on-street bicycle lanes. As of the drafting of this 2040 Comprehensive Plan, there are no existing or planned on-street bicycle facilities. Any proposal for such on-street bicycle lanes or bicycle routes will be evaluated on a case-by-case basis by the City.

116

TRAN

SPOR

TATIO

N

7


Right-of-Way PreservationRight-of-way preservation is the coordinated application of measures to obtain control of or protect the right-of-way for a planned future transportation improvement and/or facility.

The City’s 2009 Roadway Corridor Design Principles Task Force Report and 2015 Roadway Design Principles Amendment define typical roadway designs and associated right of way width needs for a range of corridor templates for residential neighborhood and commercial district roadway settings. Each template defines a typical width for travel lanes, turn lanes, shoulders, planted boulevards, sidewalks and trail widths as well as an overall right-of-way corridor width. The templates are defined based on general land use, recognize high, medium and low traffic demands and variations in the number of travel lanes and turn lanes and/or shoulders. The templates are loosely correlated to roadway functional classifications as shown in Table 7-7.

RIGHT OF WAY WIDTHS (ROW)FUNCTIONAL CLASSIFICATIONS

LAND USE CORRIDOR TEMPLATES*

CONFIGURATION RIGHT OF WAY WIDTH (FEET)

Arterial Commercial areas near interstates

A1 6 lanes 180

A2 4 lanes 180

Arterial or Major Collector

Commercial or residential

B1, B2 4 lanes (B2 with dual left turn lanes) 150

3 lanes 100

Major Collector or Neighborhood Collector

Residential D1 – Option 1 2 lanes with trail 66

D1 – Option 2 2 lanes with trail and sidewalk 75

D1 – Option 3 2 lanes with no trail or sidewalk 60

D2 – Option 1 3 lanes with trail 70

D2 – Option 2 3 lanes with trail and sidewalk 80

D2 – Option 3 3 lanes with no trail or sidewalk 70

Commercial areas with high

driveway density

E1, E2 3 lanes with trails on both sides (E2 has right turn lanes) 95

E3 Divided 4 lane with trails on both sides 120

E4 Divided 4 lane with right turn lane and trails on both sides 120

Local Residential 2 lanes with sidewalk on 1 side 60

Note: * Source: City of Woodbury 2009 Roadway Corridor Design Principles Task Force Report and 2015 Amendment

Table 7-7. Roadway Right of Way (ROW)

117

TRAN

SPOR

TATIO

N

7


2040 TRANSIT PLANTransit and transit planning are subject to the constraints of existing funding levels and the uncertainties associated with future funding. Funding levels are determined to a large extent on decisions made at the State Legislature and by the Federal Transit Administration, well beyond the City’s direct authority. Thus, the Metropolitan Council has established a series of Transit Market Areas (TMAs) throughout the metropolitan area as a guide for the provision of appropriate transit service. There are five market areas, I through V, defined by demographic, urban design and unique market area features. Woodbury falls within two market areas (Figure 7-7) with the more highly developed areas of Woodbury classified as TMA III and the less developed areas (southern half of Woodbury) classified as TMA IV.

» TMA III areas are primarily Urban areas along with portions of the Suburban, Suburban Edge, and Emerging Suburban Edge. They are generally characterized by overall lower density and less transit-supportive urban form along with some pockets of denser development. The primary emphasis of transit service in this area includes peak-only express, small vehicle dial-a-ride, mid-day circulators, special needs para-transit (ADA, seniors) and ride-sharing services which are, generally, tied to park-and-ride lots and hubs.

» TMA IV areas are primarily Suburban Edge and Emerging Suburban Edge along with portions of Suburban. They are generally characterized by consistently low-density development and an urban form that does not support frequent local transit service. Transit service in Market Area IV is primarily peak-period express and commuter service oriented to park-and-ride facilities that can effectively capture the lower density transit demand. Local trips are provided by general public dial-a-ride services.

Figure 7-9. Map of METRO Gold Line BRT and Green Line LRT (as reflected in the Environmental Assessment - Sept. 2018)

MISSISSIPPI RIVER

9494

494

694

35E

35E61

52

Had

ley

Ave

Whi

te B

ear

Ave

Hel

mo

Ave

Bie

lenb

erg

Dr

Tamarack Rd

ST. PAUL

MAPLEWOOD

OAKDALE

L ANDFALL

WOODBURY

Etna S

t

Whit

e Bea

r Ave

Map

lewood

Sun

Ray

Earl S

tM

ounds B

lvd

Green

way A

ve

Helmo Ave

Tamarack

WoodburyTheatre

UnionDepotUnionDepot

Woodbury I-494Park and Ride

METRO Gold Line (Bus Rapid Transit)

Shared Station

METRO Green Line (Light Rail)

Gold Line Routing as reflected in Environmental Assessment (Sept. 2018)

118

TRAN

SPOR

TATIO

N

7


Metro Gold LineThe METRO Gold Line is a planned nine-mile dedicated Bus Rapid Transit (BRT) line that will connect Woodbury to Saint Paul and other eastern suburbs (Figure 7-9). The Gold Line will provide frequent, all-day service in both directions, seven days a week and will connect with the growing regional transit system (e.g. METRO Green Line/Light Rail Transit and existing bus routes.) Gold Line service will offer new opportunities for residents, employees and business owners by strengthening connections between eastern suburbs and Saint Paul.

The Gold Line corridor is proposed to generally run east-west along the north side of I-94 from the Union Depot in Saint Paul to Oakdale, then cross over I-94 on a new bridge connecting Helmo Avenue and Bielenberg Drive. The City will coordinate with Metro Transit, Washington County and the City of Oakdale to include two general purpose lanes, plus a trail on one side of the bridge. Once the Gold Line enters Woodbury, it would run north-south following Bielenberg Drive, then turn onto Guider Drive toward Woodlane Drive and I-494, where the corridor ends.

Three station areas have been identified in Woodbury. Two stations (the Tamarack and Woodbury Theatre stations) would be walk-up stations and the third station (the I-494 station) would include a park-and-ride lot. Additional route operation and station area planning and design will occur as part of the project development and engineering phases. The Gold Line is scheduled to begin service in 2024 at the earliest.

Express Service and FacilitiesThe City of Woodbury understands that demand for commuter express service and facilities will continue to grow. Accordingly, the City will continue to coordinate with Metro Transit, Washington County and adjacent communities to support the expansion of new and enhanced transit service and facilities along the I-94 corridor.

Local Circulator Service and Reverse CommuteIn a desire to explore options to improve transportation sustainability, the City of Woodbury assessed the option of local circulator service and reverse commute service.

Circulator ServiceIn 2005, Metro Transit discontinued circulator service routes in Woodbury due to funding reductions and low ridership. At this time the capital and operating costs of reintroducing circulator service in Woodbury is not cost-effective as a significant ridership demand has not been established.

119

TRAN

SPOR

TATIO

N

7


As has been discussed previously, paratransit service is currently provided as Woodbury Dial-a-Ride by Transit Link Service. Service levels are generally consistent with similar paratransit operations contracted by the Metropolitan Council throughout the metro region. An inconvenience with paratransit services is that rides must be reserved in advance, although in Woodbury these reservations can be made the same day as the ride. In addition, service is only provided within Woodbury, with some exceptions. Specialized transportation services are provided for seniors and disabled persons by Canvas Health and Metro Mobility. Completion of an Americans with Disabilities Act (ADA) application is required for disabled persons.

As part of the creation of this Comprehensive Plan, City staff has reviewed the Metropolitan Council’s findings from Appendix G of the 2040 Transportation Policy Plan and finds that low ridership still exists. Further discouraging a circulator service is the emergence of ride-sharing services, such as Uber and Lyft, which offer mobility options for residents as ‘dial-a-ride’ alternatives. As additional technology and services are developed, the use of transit and passenger vehicles changes. Transit plays a role in ensuring residents have reliable options for mobility within the City and region. The City commits to regularly monitoring and evaluating programs that serve our residents to ensure the transportation needs of those without vehicles are met. Specifically, this monitoring and evaluation shall include frequent dialogue with the Metropolitan Council to review the feasibility of future circulator systems, whether as part of the proposed METRO Gold Line or on a standalone basis.

Reverse CommuteThe basic premise of reverse commute service is to use the empty capacity of buses returning to Woodbury during the morning rush period and of buses returning to Minneapolis/St. Paul during the afternoon rush period. The City’s rapid growth as an employment hub warrants reverse commute service to facilitate work trips for lower-income, transit-dependent individuals seeking to access jobs in Woodbury. Transit riders currently can travel from the two primary downtown areas to Woodbury in the morning, and back in the late afternoon, on existing express routes.

A key for successful reverse commute operations is for businesses to become involved by promoting the availability of jobs in the suburban community and by working with the transit provider to identify appropriate service options to maximize ridership. At the most general level, the ability to promote effective reverse-commute transit ridership depends on an unmet local need for a pool of workers. Woodbury businesses have expressed labor shortages for entry and service type jobs as one of their most pressing issues. The City will continue to monitor this issue and work with transit authorities to appropriately serve the City’s transit needs.

Metro MobilityThe Metropolitan Council administers the Metro Mobility program which is a shared public transportation service for certified riders who are unable to use regular fixed-route buses due to a disability or health condition. Rides are provided for any purpose. Metro Mobility serves Woodbury residents who meet the program’s requirements. Eligibility requirements are available online via:

https://www.metrocouncil.org/transportation/services/metro-mobility-home/eligibilitycertifications.aspx





120

TRAN

SPOR

TATIO

N

7


2040 TRAFFIC ANALYSISThe Metropolitan Council Travel Demand Model was used to determine future travel conditions (year 2040) on the roadways in the City of Woodbury. This section highlights the assumptions and findings from this assessment. The Transportation Plan provides more detail regarding the methodology and findings.

Traffic Analysis ZonesThe use of the regional model required the allocation of socioeconomic (SE) data (i.e. population and employment) to individual Transportation Analysis Zones (TAZs) based on the proposed land uses. Future land use plans and development proposals were used to assign future population and employment values to all the TAZs within the City of Woodbury. Figure 7-10 illustrates the location of the various TAZs contained within Woodbury as defined by the Metropolitan Council. It also illustrates further breakdown of the Metropolitan Council TAZ structure to facilitate refined forecast results within the City of Woodbury. Table 7-8 summarizes the allocation of population, households and employment data for existing, 2020, 2030 and 2040.

Future 2040 Roadway NetworkThe regional model included the existing roadway network plus the planned transportation system improvements in the Twin Cities area, including I-94 managed lanes between the downtowns. The future roadway network also assumed committed roadway capacity improvement projects identified in the City’s and County’s latest Capital Improvement Plan (CIP). Furthermore, the future roadway network assumed the projects shown in the Current Revenue Scenario of the 2040 TPP. However, these projects do not add any capacity to the network. The projects identified under this revenue scenario include pavement preservation work for portions of I-94 and TH 95 (Manning Avenue) in 2019 – 2024. Committed roadway improvements that add capacity to the network are highlighted in Table 7-9 and in Figure 7-11.

2040 Traffic Forecasts and Capacity Deficiency AnalysisThe future roadway needs are based upon a comparison of forecast traffic demands to the design capacity (Table 7-5) for collector roads and above. The assessment also used a “volume to capacity” ratio as an indicator of future roadway performance (Table 7-4). Figure 7-13 illustrates the traffic forecasts results and Figure 7-12 identifies the number of lanes on Woodbury roadway both currently and in 2040.

A comparison of results of existing congested mileage (previously provided in Table 7-6) to 2040 results are shown in Table 7-10 Findings show that the level of congestion on the roadways in Woodbury will continue to increase due to increased traffic levels. This result is expected as the community continues to develop while opportunities for new or expanded roadways may not increase commensurately due to funding or right-of-way constraints. The interstate freeways are the roadways that will be most affected by increased traffic levels. The majority of County and City roadways are projected to operate at acceptable levels in 2040 although traffic levels will continue to increase.

121

TRAN

SPOR

TATIO

N

7


Map

lew

ood

Map

lew

ood

New

port

New

port


Aft

onA

fton


Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CS

AH

19)

Tamarack RoadBie

lenb

erg

Dri

ve

Wei

r D

rive

Rad

io D

rive

(CS

AH

13)


Lake Road

Pion

eer

Dri

ve

Cen

tury

Ave

nue

(CS

AH

25)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CS

AH

13)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer

Dri

ve

Sett

lers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive

Dale Road

Woo

dbur

y D

rive

(CS

AH

19)

Woo

dbur

y D

rive

(CS

AH

19)

BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE

POWERSLAKE

FISHLAKE

COLBYLAKE

CARVERLAKE

BAILEYLAKE

LA LAKE

RIA LAKE

2416

2417

2418

2419

2420

2421

2422

2423

2424

2425

2426

2427

2428

2429

2430

2431

2432

2433

2434

24352436 2437

2438

2439

2440

2441

2454

2455

2456

24572472

2473

2474

2475

(3291)

(3292)

(3294)

(3296)

(3298)

(3300)

(3300)

(3302)

(3304)

(3306)

(3308)

(3310)

(3312)(3314)

(3316)

(3318)

(3320)

(3322)

(3324)

(3326)

(3329)(3330)

(3332)

(3334)

(3336)

(3338)

(3340)

(3342)

(3344)

(3346)

(3348)(3350)

(3352)

(3354)

(3356)

(3290)

(3293)

(3295)(3297)

(3299)

(3301) (3303)

(3305)

(3307)

(3309)

(3311)

(3313)(3315)

(3317)

(3319)

(3321)

(3323)

(3325)

(3327)

(3335)

(3337)

(3339)

(3341)

(3343)

(3345)

(3347)

(3349)

(3351)

(3353)

(3355)

(3357)

(3328) (3331)(3333)

0 10.5MilesE

Figure 10 Transportation Analysis Zones (TAZ)


Metro Council's TAZSub-divided TAZ

Note: TAZs 2421,2455,2457, 2472 and 2475 are partially within Woodbury

Figure 7-10 Transportation Analysis Zones (TAZ)

Transportation Analyis Zones (TAZ)

Figure 7-10. Traffic Analysis Zones (TAZ)

122

TRAN

SPOR

TATIO

N

7


CITY OF WOODBURY SOCIOECONOMIC DATA SUMMARY IN THE REGIONAL MODELTAZ 2015 2020 2030 2040 CHANGE (2015-2040)

POP. HH EMP. POP. HH EMP. POP. HH EMP. POP. HH EMP. POP. HH EMP.2416 2,264 959 890 2,378 1,020 1,081 2,640 1,122 1,185 3,121 1,277 1,801 857 318 911

2417 1,530 565 446 1,607 601 542 1,784 661 594 1,574 581 446 44 16 0

2418 1,251 615 1,873 1,314 654 2,276 1,459 720 2,493 1,255 617 2,721 4 2 848

2419 738 314 1,357 775 334 1,649 861 367 1,807 738 314 1,586 0 0 229

2420 1,003 448 20 1,054 476 24 1,170 524 27 1,011 451 20 8 3 0

2421 3,249 1,402 327 3,413 1,490 397 3,789 1,641 435 3,783 1,600 602 534 198 275

2422 4,323 1,392 574 4,541 1,480 697 5,042 1,629 764 4,326 1,393 574 3 1 0

2423 4,271 1,682 1,090 4,486 1,788 1,324 4,981 1,968 1,451 4,302 1,694 1,090 31 12 0

2424 699 234 216 734 249 262 815 274 288 700 234 216 1 0 0

2425 2,263 842 1,199 2,377 895 1,457 2,639 985 1,596 2,268 844 1,199 5 2 0

2426 593 261 1,488 623 277 1,808 692 305 1,981 593 261 2,399 0 0 911

2427 1,802 756 3,953 1,893 804 4,803 2,102 885 5,262 1,802 756 4,228 0 0 275

2428 1,450 621 2,337 1,523 660 2,840 1,691 727 3,110 2,033 837 3,713 583 216 1,376

2429 2,642 1,111 354 2,775 1,181 430 3,081 1,300 471 3,441 1,407 2,175 799 296 1,821

2430 3,676 1,205 115 3,861 1,281 139 4,287 1,410 153 3,676 1,205 115 0 0 0

2431 3,155 1,107 681 3,314 1,177 827 3,680 1,295 907 3,155 1,107 681 0 0 0

2432 974 552 891 1,023 587 1,082 1,136 646 1,186 974 552 891 0 0 0

2433 1,241 459 264 1,303 488 321 1,447 537 351 1,241 459 264 0 0 0

2434 4,606 1,469 206 4,838 1,562 250 5,372 1,719 274 4,726 1,513 206 120 44 0

2435 2,911 867 52 3,058 922 63 3,395 1,015 69 2,911 867 52 0 0 0

2436 1,677 547 288 1,761 582 350 1,956 640 383 1,679 548 288 2 1 0

2437 3,822 1,290 22 4,014 1,371 27 4,457 1,510 30 3,855 1,302 153 33 12 131

2438 6,304 2,118 191 6,621 2,252 232 7,352 2,479 254 6,311 2,121 191 7 3 0

2439 3,400 1,115 59 3,571 1,185 72 3,965 1,305 79 3,403 1,116 59 3 1 0

2440 1,618 581 28 1,699 618 34 1,887 680 38 2,872 1,045 1,447 1,254 464 1,419

2441 4,050 1,351 127 4,254 1,436 154 4,723 1,581 169 5,370 1,840 199 1,320 489 72

2454 81 25 177 85 27 215 94 29 236 2,795 1,030 481 2,714 1,005 304

2455 23 10 2 24 11 2 27 12 3 23 10 2 0 0 0

2456 1,448 551 14 1,521 586 17 1,689 645 18 9,672 3,523 14 8,024 2,972 0

2457 69 30 14 72 32 17 80 35 19 115 47 14 46 17 0

2472 466 200 46 489 213 56 543 234 61 557 233 46 91 33 0

2473 491 179 9 516 190 11 573 209 12 562 206 9 -- -- --

2474 885 330 494 930 351 600 1,032 386 658 2,886 1,071 798 2,001 741 304

2475 49 21 29 51 22 35 57 25 39 80 33 29 31 12 0

Total 69,024 25,209 19,833 72,498 26,802 24,094 80,498 29,500 26,403 87,810 32,094 28,709 18,515 6,858 8,876

MC Statement for City N/A N/A N/A 72,500 26,800 24,100 80,500 29,500 26,400 87,800 32,100 28,700 N/A N/A N/A

Table 7-8. City of Woodbury Socioeconomic Data Summary in the Regional Model

123

TRAN

SPOR

TATIO

N

7


2040 ROADWAY NEEDSThe focus of this section is to identify potential roadway improvement projects to mitigate the impacts associated with the 2040 Land Use Plan and to respond to local and regional travel demand changes. The primary areas of roadway network planning addressed in this section are:

» Recommended improvement projects

» Jurisdictional classification changes

» Functional classification revisions

» Access management

» Design considerations

Table 7-9. Committed Roadway Improvement Projects

COMMITTED ROADWAY IMPROVEMENT PROJECTSID PROJECT RESPONSIBLE

AGENCYLOCATION

(TO)LOCATION

(FROM)ACTIVITY

1 Eastview Road Extension

City of Woodbury

Settlers Ridge Parkway

Manning Avenue

New Facility (3 lanes)

2 Bielenberg Drive I-94 Overpass

Metro Transit North of I-94 South of I-94 New Facility (2 lanes plus

BRT guideway)

3 Century Avenue (CSAH 25) Extension

Washington County

current southern terminus


New Facility

(2 lanes)

4 Pioneer Road Extension

City of Woodbury

Dale Road Jamaica Drive New Facility

(2 lanes)

5 Tamarack Road Extension

City of Woodbury

Upper Afton Road

Weir Drive New Facility

(2 lanes)

6 Nature Path City of Woodbury

Bielenberg Drive

Tamarack Road

New Facility

(2 lanes)

7 Bailey Road Washington County

Woodlane Drive

Radio Drive Expansion from 2 lanes to

4 lanes

8 Woodbury Drive

Washington County

I-94 Tamarack Road

Expansion from 4 lanes to

6 lanes

9 Woodbury Drive

Washington County

Dale Road Bailey Road Expansion from 2 lanes to

4 lanes

10 Radio Drive Washington County

Military Road Hargis Parkway

Expansion from 2 lanes to

4 lanes

DefinitionCurrent Revenue Scenario:the 2040 transportation policy plan has two funding scenarios for highway and transit improvements to the metropolitan system. the Current revenue Scenario includes affordable improvements, whereas the Increased revenue Scenario includes regional projects that could be implemented if additional revenues are made available.

124

TRAN

SPOR

TATIO

N

7


Map

lew

ood

Map

lew

ood

New

port

New

port


Aft

onA

fton


Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)


Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE POWERS

LAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

!(2

!(6!(5

!(3

!(4

!(1

!(8

!(7

!(9

!(10

0 10.5MilesE

Figure 11: Committed and Planned Roadway Projects


Committed and Planned Roadway Projects within Cityand County Capital Improvement Plans

Expansion of roadway adding capacityPlanned New Facility - Final alignment to be determined

Figure 7-11 Committed and Planned Roadway ProjectsFigure 7-11. Committed and Planned Roadway Projects

125

TRAN

SPOR

TATIO

N

7


Recommended Improvement ProjectsBased on the roadway deficiency analysis, the roadway capacity improvements identified in Table 7-11 will be needed to serve projected 2040 traffic volumes and still maintain a minimum of LOS D. Figure 7-4 depicts the number of lanes required to meet these needs.

Roadway improvements not specifically pertaining to operating capacity and adding lanes are not addressed in this chapter. For the most part, these types of improvements are roadway upgrades from rural to more urbanized settings as more of Woodbury becomes developed. For example, various roadways in the southern portion of the City will have to be paved and otherwise upgraded to meet needs associated with development. The City will evaluate the need to upgrade these roadways as development occurs on an on-going basis. Right-of-way needs will also be evaluated as part of this effort. The facility type identified in Table 7-11 will be compared against the City’s Subdivision Ordinance to determine the amount of right-of-way required to accommodate the widening of a road.

MnDOT RoadwaysFor I-94 between I-494 and Manning Avenue, traffic projections show increases of approximately 10-15 percent from current conditions to 2040. This increase will exacerbate the congestion already experienced in this corridor and reinforces the need for the Gold Line BRT service planned for implementation by Metro Transit in 2024 as an alternative transportation choice.

The City will continue to coordinate with MnDOT to reinforce the need for improvements to Manning Avenue and to secure funding.

2040 ROADWAY CAPACITY DEFICIENCIES BY FACILITY TYPEROADWAY CLASS ROADWAYS AT OR NEAR CAPACITY ROADWAYS APPROACHING CAPACITY

LEVEL OF SERVICE

(LOS)

EXISTING LOS (MILES)

2040 LOS (MILES)

LOS EXISTING LOS (MILES)

2040 LOS

Freeway E 0.00 4.34 C 1.11 0.00

F 1.53 1.53 D 4.34 1.11

Subtotal 1.53 5.87 Subtotal 5.45 1.11

Arterial E 0.71 2.15 C 0.17 3.64

F 0.00 1.16 D 0.17 0.00


Collector Road E 0.51 0.00 C 0.42 0.42

F 0.63 1.14 D 0.00 0.82


All Roadways Total 3.39 10.33 Total 6.20 5.99

Note: LOS E /F roadways operate at or over capacity; LOS C/D roadways operate near or approaching capacity.

Table 7-10. 2040 Roadway Capacity Deficiencies by Facility Type

126

TRAN

SPOR

TATIO

N

7


Map

lew

ood

Map

lew

ood

New

port

New

port


Aft

onA

fton


Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)


Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

4/ (6)

BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE

POWERSLAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

2/ (2)

2/ (2)

4/ (4)

2/ (2)4/ (4)

2/ (2)

4/ (4)

4/ (4)

4/ (4)

0/ (2)

0/ (2)0/ (2)

0/ (2)

0/ (2)

0/ (2)

2/ (4) 2/ (4)

2/ (2)

2/ (2)4/ (4)

2/ (2)

4/ (4)4/ (4)

4/ (6)

4/ (6)

2/ (2)

4/ (4)

2/ (2)

4/ (4)

2/ (2)

4/ (4)

4/ (4)

4/ (4)

2/ (2)

4/ (4)

4/ (4)

2/ (2)6/ (6)

4/ (4)

2/ (2)

2/ (2)

4/ (4)

4/ (4)

2/ (2)

4/ (4)

4/ (4)

4/ (4)

2/ (2)

4/ (4)

2/ (2)

4/ (4)

4/ (4)

2/ (2)

4/ (4)

4/ (4)

4/ (4)

4/ (4)

2/ (2)

2/ (2)

4/ (4)

4/ (4)

2/ (2)

2/ (2)

4/ (4)

4/ (4)

2/ (2)

4/ (4)

4/ (4)

2/ (2)

4/ (4)

2/ (2)

4/ (4)

4/ (4)

2/ (2)

2/ (2)

2/ (2)

2/ (2)

2/ (2)

4/ (4)

4/ (4)4/ (4)

2/ (2)4/ (4)

4/ (4)

6/ (6)

4/ (4)

4/ (4)

4/ (4)

4/ (4)

2/ (2)

2/ (2)

4/ (4)

2/ (2)

2/ (2)2/ (2)

4/ (4)

2/ (2)

2/ (2)

4/ (4)2/ (2)

2/ (2)

4/ (4)

2/ (2)

2/ (2)

4/ (4)

2/ (2)

4/ (4)

2/ (2)

4/ (4)

2/ (2)

2/ (2)

4/ (4)

2/ (2)

4/ (4)

2/ (2)

6/ (6)

2/ (2)

2/ (2)

2/ (2)

2/ (2)

4/ (4)

2/ (2)

2/ (2)

2/ (2)

2/ (2)

2/ (2)

2/ (2)2/ (2)2/ (2)

2/ (2)

2/ (2)4/ (4)

4/ (4)

9/ (9)

4/ (4)

2/ (2)

2/ (2)

2/ (2)

2/ (2)

4/ (4)4/ (4)

2/ (2)

4/ (4)

6/ (6)

6/ (6)

4/ (4)

8/ (8) 6/ (6)

2/ (2)

2/ (2)

2/ (2)

0 10.5MilesE


Planned Roadway# /(#) Existing (2040) Two-way Number of Through Lanes# /(#) Change in Number of Lanes 2015 to 2040

Figure 7- 9 Roadway Number of Lanes for Existing and 2040

Planned Number of Lanes (2040)

Figure 7-12. Roadway Number of Lanes forExisting and (2040)

127

TRAN

SPOR

TATIO

N

7


Figure 7-13. Traffic forecast - 2040 Level of Service

Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)


Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

13700

42400

3100

2200

8100

9500

4300

36004500

5300

3400

20300

10700

3000

14900

3400

14800

41300

13000

2000

17300

16100

4900

19900

24200

11100

37100

26500

3600

5600

16000

22100

9600

2000

13800

11900

21400

13000

11200

16300

25400

9800

5100

5600

6000

1350021000

8100

9300

12500

10100

18300

8800

1270018000

4300

11900

15500

10600

3100

7300

3500

8100

11400

15900

36500

21008700

8100

102000

24100

11000

12200

13300

9600

2400

4000

2200

12800

3400

9700

179003300

2200

10800

3100

98100

7000

7100

13500

0

14800

5900

13500

5500

11000

98500

4700

3200

11000

3100

18200

3200

6400

3300

60016005300

2900

89004000

25000

131000

15300

4200

4900

7700

12900

25800

11300

6000

8100

103000

87500 118000

10000

12600

9200

2000

20700

Map

lew

ood

Map

lew

ood

New

port

New

port


Aft

onA

fton


BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE POWERS

LAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

0 10.5MilesE

Figure 12: Forecasted 2040 Roadway Daily Traffic and Congestion Levels


Congestion Level - Level of Service (LOS)LOS A or LOS BLOS CLOS DLOS ELOS FNew Roadway


Figure 7-12: Forecasted 2040 Roadway Daily Traffic and Congestion Levels

2040 AADT; Based on 2017 Activity Based Regional Model####

Hudson Road

Man

ning

Ave

nue

(STH

95)

Eastview Road

Woo

dbur

y D

rive

(CSA

H 1

9)

Tamarack RoadBie

lenb

erg

Driv

e

Wei

r Driv

e

Rad

io D

rive

(CSA

H 1

3)


Lake Road

Pion

eer D

rive

Cen

tury

Ave

nue

(CSA

H 2

5)

Woodwinds

Drive

Lake Road


Woo

dlan

e D

rive

Rad

io D

rive

(CSA

H 1

3)

Cot

tage

Gro

ve D

rive

Glen Road

Pion

eer D

rive

Settl

ers

Rid

ge P

arkw

ay


§̈¦94

§̈¦494

Hudson Road

Tamarack Road

Dale Road

Lake Road


Woo

dlan

e D

rive Dale Road

Woo

dbur

y D

rive

(CSA

H 1

9)W

oodb

ury

Driv

e (C

SAH

19)

13700

42400

3100

2200

8100

9500

4300

36004500

5300

3400

20300

10700

3000

14900

3400

14800

41300

13000

2000

17300

16100

4900

19900

24200

11100

37100

26500

3600

5600

16000

22100

9600

2000

13800

11900

21400

13000

11200

16300

25400

9800

5100

5600

6000

1350021000

8100

9300

12500

10100

18300

8800

1270018000

4300

11900

15500

10600

3100

7300

3500

8100

11400

15900

36500

21008700

8100

102000

24100

11000

12200

13300

9600

2400

4000

2200

12800

3400

9700

179003300

2200

10800

3100

98100

7000

7100

13500

0

14800

5900

13500

5500

11000

98500

4700

3200

11000

3100

18200

3200

6400

3300

60016005300

2900

89004000

25000

131000

15300

4200

4900

7700

12900

25800

11300

6000

8100

103000

87500 118000

10000

12600

9200

2000

20700

Map

lew

ood

Map

lew

ood

New

port

New

port


Aft

onA

fton


BATTLECREEKLAKE

MARKGRAFSLAKE

WILMESLAKE

WILMESLAKE POWERS

LAKE

FISHLAKE

COLBYLAKECARVER

LAKE

BAILEYLAKE

LA LAKERIA LAKE

0 10.5MilesE

Figure 12: Forecasted 2040 Roadway Daily Traffic and Congestion Levels


Congestion Level - Level of Service (LOS)LOS A or LOS BLOS CLOS DLOS ELOS FNew Roadway


Figure 7-12: Forecasted 2040 Roadway Daily Traffic and Congestion Levels

2040 AADT; Based on 2017 Activity Based Regional Model####

128

TRAN

SPOR

TATIO

N

7


Washington County RoadwaysThe City will coordinate with Washington County to further evaluate and facilitate the improvements identified on County roadways (Table 7-11). The primary roadways that are projected to require capacity improvements include:

» Woodbury Drive (CSAH 19): Washington County and the City of Woodbury are currently engaged in a design study of Woodbury Drive from Tamarack Road to I-94. It is anticipated that expansion from four lanes to six lanes for all or a portion of the study segment will be recommended. Construction is anticipated in 2020.

» Bailey Road (CSAH 18): Washington County and the City of Woodbury are currently engaged in a design study of Bailey Road from I-494 to Woodbury Drive. It is anticipated that expansion from two lanes to four lanes will be recommended from Woodlane Drive to Radio Drive. Construction is anticipated in 2019 - 2020.

FUTURE ROADWAY IMPROVEMENT NEEDS PROJECT JURISDICTION LOCATION (FROM) LOCATION (TO) ACTIONS TO CONSIDER*

I-94 MnDOT I-494 Manning Ave Widen to 8 lanes**

I-494 MnDOT City limits I-94 Widen to 8 lanes

Manning Ave MnDOT I-94 Hudson Rd Widen to 6 lanes**

Manning Ave MnDOT Hudson Rd Brookview Rd Widen to 4 lanes

Woodbury Dr Washington Co. I-94 Hudson Rd Widen to 6 lanes

Bailey Road Washington Co. City limits Radio Dr Widen to 4 lanes

Hudson Road City of Woodbury Rivertown Rd Woodbury Dr Intersection improvements

Hudson Road City of Woodbury Lake View Dr Settlers Ridge Widen to 4 lanes

Weir Drive City of Woodbury Valley Creek Rd Pouliot Pkwy Widen to 3 lanes

Note:* Need is identified but not all projects are funded or approved by appropriate road authorities.** Identified as a 2019-2024 Pavement Project in the Metropolitan Council 2040 Transportation Policy Plan.

Table 7-11. Future Roadway Improvement Needs

129

TRAN

SPOR

TATIO

N

7


Jurisdictional Classification ChangesThe following roadways have been identified for jurisdictional transfers:

1. Lake Road / I-494 interchange – after construction of the I-494 interchange at Lake Road, it was the City’s expectation that the interchange would be transferred to MnDOT; however, this has not yet occurred. MnDOT and the City have agreed in principle to the transfer of this interchange to the State.

2. Valley Creek Road from Woodbury Drive to Manning Avenue – this segment is currently owned, operated, and maintained by the City. The proposed jurisdictional transfer would be to Washington County. The City and County have agreed that transferring this segment from City to County jurisdiction is an appropriate action, but the specifics of the agreement have not been finalized.

Functional Classification RevisionsThe function of given roadways or roadway segments can change over time as surrounding land use evolves and/or as new roadways are constructed. For minor arterials and above, the Metropolitan Council determines functional classification for individual roadways. Local authorities may request changes (either from arterial to collector or from collector to arterial), but must provide sound justification for the request, and the Metropolitan Council makes the final determination.

For revisions in functional classification not involving arterial roadways, the unit of government that has jurisdiction over the facility has the authority to determine the functional classification. Thus, Woodbury has the authority to designate a municipal street as a collector or to change from collector to local street classification.

The City proposes to make several changes to the current functional classification network (Figure 7-14). Note that the Metropolitan Council map may not represent all of the City’s proposed changes from previous planning exercises. These proposed changes will be coordinated with the appropriate roadway agencies and through the Metropolitan Council process. These revisions are summarized in Table 7-12 and depicted on Figure 7-14.

In addition to the revisions proposed in the previous paragraphs, Settlers Ridge Parkway from I-94 south to Valley Creek Road should be monitored for a potential upgrade from collector to minor arterial status. As part of the northeast area development, an interchange may be needed at I-94/Settlers Ridge Parkway for access and to relieve the existing interchanges at Woodbury Drive and Manning Avenue. Under these circumstances, the use and importance of Settlers Ridge Parkway would be elevated, as it would provide direct access from the south to I-94.

130

TRAN

SPOR

TATIO

N

7


PROPOSED FUNCTIONAL CLASSIFICATIONSROADWAY SEGMENT CLASSIFICATION

(EXISTING)CLASSIFICATION (PROPOSED)

REMARKS

Weir Drive Tamarack Road to Ashwood Road

Local Major Collector

Was planned as A-Minor Reliever due to previously planned extension over I-94.

Weir Drive Valley Creek Road to Lake Road

Local A-Minor Reliever

Reliever route for I-494 between adjacent interchanges on each end.

Lake Road Pioneer Drive to Woodbury Drive

Local A-Minor Expander

Provides continuity for long east-west trips through the City

Tower Drive Valley Creek Road to Radio Drive


Well utilized connection between minor arterials

Spring Hill Drive Hudson Road to Tamarack Road


Well utilized connection between minor arterials

Rivertown Drive Hudson Road to Commerce Drive


Gathers and distributes trips to sites in commercial district

Commerce Drive

Tamarack Road to Rivertown Drive


Gathers and distributes trips to sites in commercial district

Settlers Ridge Parkway

I-94 to Eastview Road Local Major Collector

Part of a continuous north-south route through the City. Will serve new development traffic in northeast part of the City

Cottage Grove Drive

Bailey Road to south city limits


Will distribute new development traffic in southeast part of the City; Provides north south route connectivity

Dale Road Radio Drive to Manning Avenue


Provides east-west continuity and facilitate development

Hargis Parkway Benjamin Drive to Radio Drive


New road providing access to developing area

Hargis Parkway Radio Drive to Pioneer Drive


Serves East Ridge High School and HealthEast Sports Center

Interlachen Parkway

Tamarack Road to Valley Creek Road

Local Neighborhood Collector

Serves as an existing neighborhood collector through a developed area

St Johns Drive Eastview Road to Valley Creek Road



Conifer Pass St Johns Drive to Settlers Ridge Parkway



Conifer Pass Settlers Ridge Parkway to future north-south collector



Dancing Waters Parkway

Valley Creek Road to Settlers Ridge Parkway



Colby Lake Drive

Valley Creek Road to Leyland Trail



Leyland Trail Wimbledon Drive to Hillingdon Road



Wimbledon Drive

Leyland Trail to Lake Road



Hillingdon Road Leyland Trail to Park Crossing



Park Crossing Hillingdon Road to Woodbury Drive



Eagle Valley Drive

Woodbury Drive to Lake Road


Serves as an existing commercial collector through a developed area

Eagle Creek Lane

Eagle Creek Drive to Valley Creek Road


Serves as an existing commercial collector through a developed area

Sherwood Road Woodlane Drive to Commonwealth Avenue



Commonwealth Avenue

Sherwood Road to Radio Drive



Wyndham Way Lake Road to Sherwood Road



Benjamin Drive Bailey Road to Hargis Parkway


New road providing access to developing area

Table 7-12. Proposed Functional Classifications

131

TRAN

SPOR

TATIO

N

7


Figure 7-14. Proposed Functional Classifications

132

TRAN

SPOR

TATIO

N

7


Roadway Design StandardsThe City recognizes that proposed improvements and changes to the system will need to consider engineering design standards and best practices. In that respect, access management guidelines and context sensitive solutions must be considered.

Access Management GuidelinesAccess management is a technique or process of providing adequate access to adjacent land development while maintaining acceptable flow of traffic on higher level roadways. Management consists of carefully controlling the spacing and design of public street intersections and private access points to the public roadway system. Arterials, being designed for higher speed and longer distance trips generally have restricted access, while local streets can accommodate much greater access. Collector roadways fall in between arterials and local roadways regarding the amount of access that is permitted.

The government agency that has jurisdiction over a given roadway defines the applicable access management guidelines. Thus, MnDOT defines the access management guidelines for Manning Avenue, which is a state Trunk Highway. MnDOT’s access management guidelines can be found in the Appendix to the Transportation Plan. Washington County has adopted MnDOT’s access management guidelines, with some minor changes. Generally, the County allows quarter-mile spacing of full movement intersections on their Minor Arterial roadways. The City and Washington County have adopted a Memorandum of Understanding (MOU) that identifies planned access locations for Bailey Road, Radio Drive and Woodbury Drive. The County has jurisdiction over the following roadways within the City:

» CSAH 13 (Radio Drive)

» CSAH 16 (Valley Creek Road - west of Woodbury Drive)

» CSAH 18 (Bailey Road)

» CSAH 19 (Woodbury Drive)

» CSAH 20 (Military Road)

» CSAH 25 - I-94 (Century Avenue) to Lake Road

The City has adopted access management guidelines that establish intersection spacing requirements for roadways under the City’s jurisdiction (Table 7-13). These guidelines are intended to reduce the negative effect of incremental, uncoordinated access decisions by providing a consistent policy for the installation of roadway access points. The application of these guidelines during the transportation planning and design stage should produce a fully integrated roadway system that supports the travel needs associated with both regional and local travel.

The City may allow deviations from the below guidelines on a case-by-case basis. Mitigating circumstances may include, but are not limited to, roadways having low traffic volumes, geographic and topographic constraints including natural resource considerations, and factors associated with reconstruction of existing roadways.

133

TRAN

SPOR

TATIO

N

7


ACCESS SPACING GUIDELINES

TYPE OF ACCESS

MINIMUM SPACING ALLOWED BETWEEN EACH TYPE OF ACCESS ON DIFFERENT ROADWAY FUNCTIONAL CLASSIFICATIONS

MINOR ARTERIAL (1) COLLECTOR (1) & COMMERCIAL RESIDENTIAL (1)

>7,500 ADT (2) <7,500 ADT (2)

A) Private Residential DrivewaysNo direct access (3) (3) (3)

B) Commercial Driveway & Commercial Streets

No direct access1/8 mile

(660’)

1/8 mile

(660’)(3)

C) Non-continuous Residential Streets 1/8 mile with no median opening

(660’)

1/8 mile

(660’)

1/8 mile

(660’)(150’)

D) Continuous Residential Streets 1/4 mile

(1,320’)

1/4 mile

(1,320’)

1/8 mile

(660’)(150’)

E) Collector Streets 1/4 mile

(1,320’)

1/4 mile

(1,320’)

1/8 mile

(660’)

1/8 mile

(660’)

F) Minor Arterials1/2 mile

(2,640’)

1/2 mile

(2,640’)

1/4 mile

(1,320’)

1/4 mile

(1,320’)

(1) See Functional Classification Map for classification of each roadway

(2) Traffic volumes refer to 20-year forecasts

(3) Determination based on other criteria (sight distance, speed, traffic volumes, lot size, etc.)

(4) Distances are minimums

(5) “Non-continuous” streets refer to cul-de-sacs or short length streets, typically less than one-half mile in length, which do not cross the roadway providing access (three-legged intersections)

(6) The City reserves the right to increase the minimums based on other criteria (sight distance, traffic volumes, etc.)

Source: City of Woodbury

Table 7-13. Access Spacing Guidelines

134

TRAN

SPOR

TATIO

N

7


Context Sensitive SolutionsThe City uses a context sensitive solutions (CSS) approach to roadway design. This approach will allow vehicular transportation needs to be met in a manner which limits impacts to the greatest degree feasible and effectively addresses livability factors as defined by the Roadway Design Principals Task Force (DPTF).

The following CSS guidelines are recommended to be used on individual transportation projects:

» For each transportation project define a clear purpose and need of what the project is to accomplish. This approach guards against facilities being over-built or improperly designed due to an unclear understanding of the project’s purpose.

» Define and implement a public involvement process appropriate to the scope and sensitivity of the project. This process will be structured and will affirm the City’s ultimate decision-making authority, but will allow citizens to have meaningful input to the planning and design process. It will also allow citizens to be informed regarding the City’s decision-making process and considerations.

» Assemble a multi-disciplinary team consisting of staff from participating agencies early in the planning and design phase to discuss and establish baseline parameters. This team would address factors such as transportation functionality objectives, aesthetic considerations, environmental impacts, noise, neighborhood impacts and other social factors. This team would meet periodically as needed through the course of the project to review the development of the design concept.

» For all transportation construction/reconstruction projects, reference and use the DPTF design guidelines regarding lane widths and configuration, accommodation of non-motorized travelers, aesthetic treatments and other design topics. Rehabilitation projects will consider roadway retrofits to the current design standards if petitioned by residents based on the Neighborhood Traffic Calming Policy petition guidelines. Neighborhood context and retrofit cost-effectiveness with the necessary project scope will be considered. If conditions dictate that these guidelines cannot be followed, sound justification needs to be demonstrated and documented. The City may allow deviations from the above guidelines on a case-by-case basis.

135

TRAN

SPOR

TATIO

N

7


FREIGHTWoodbury is home to several businesses that generate freight movement. This type of movement is depicted on Figure 7-3, which highlights heavy commercial traffic counts on the arterial network.

Specific land uses in the City that generate large volumes of heavy commercial vehicles include manufacturing and warehouse facilities (e.g. Target Distribution Center, EcoWater Systems and Llewellyn Worldwide, Dean Foods/Land O’Lakes, and Hohensteins). These types of land uses are generally concentrated in the western portion of the City along Wooddale Drive and Woodlane Drive between Valley Creek Road and Courtly Road/Lake Road. This part of the City provides convenient truck access to I-494, with nearby interchanges at Valley Creek Road and Lake Road. Once on I-494, there is good access to regional freight corridors including I-94 directly to the north and TH 61 directly to the south and west.

Retail locations (e.g., Woodbury Village, Tamarack Village, Woodbury Lakes, Woodbury Marketplace, Woodbury Commons, City Center and City Place) also play a major role in the movement of goods throughout the community. Some of the major shopping areas are located along the I-94 and I-494 corridor, providing convenient access to the interstate system for goods delivery. There is also significant retail development along the larger corridors, such as Radio Drive and Woodbury Drive. These retail areas also have good access to the regional roadway network using those arterials.

There are no known local roadway issues or problem areas for goods movement, such as weight-restricted roads or bridges, bridges with insufficient height or width clearances, locations with unprotected road crossings or active rail lines, or intersections with inadequate turning radii. Transportation freight needs will continue to be monitored and addressed with the appropriate agencies. There are no railways, river ports, barge facilities, airports, or intermodal freight terminals within the City of Woodbury.

136

TRAN

SPOR

TATIO

N

7


AVIATIONThere currently are no existing or planned aviation facilities within the City of Woodbury, but each community has a responsibility to include airspace protection in its comprehensive plan.

The closest airports to Woodbury are:

» Downtown St. Paul Airport (Holman Field), approximately 3.3 miles to the west

» South St. Paul Municipal Airport, approximately 2.4 miles to the west

» Lake Elmo Airport, approximately 3.1 miles to the north-northeast

Any person or organization who intends to sponsor the construction or alteration of a structure affecting navigable airspace as defined in Federal Regulation Title 14; Part 77 needs to inform the Federal Aviation Agency (FAA) of the project. This notification is accomplished through the completion and submittal to FAA of Form 7460. In the case of Woodbury, this requirement applies to the following circumstances:

» Any construction or alteration exceeding 200 feet above ground level

» Any construction or alteration of greater height than an imaginary surface extending outward and upward at a slope of 100 to one from a) Holman Field, and b) South St. Paul Municipal Airport

Woodbury is not within the Influence Area of any of the airports identified above, and therefore is not subject to the associated land use restrictions.

Woodbury is home to a non-directional radio beacon/tower that is used for navigational purposes by aircraft flying to nearby airports. The Terminal Doppler Weather Radar (TDWR) system building and 109-foot tower are under the jurisdiction of the FAA and are located between Dale Road and Military Road approximately a quarter mile east of Radio Drive. The City of Woodbury has identified a future water tower site approximately one-eighth mile east of the TDWR tower. The exact location has yet to be determined. The City will coordinate with the FAA regarding future construction of a water tower and/or potential future residential development in the area to ensure that these projects do not interfere with the operations of the TDWR.

There currently are no heliports in Woodbury or any known plans to construct one.

137

TRAN

SPOR

TATIO

N

7


IMPLEMENTATIONImplementation ActionsThe implementation action items represent opportunities to address the transportation needs and constraints recognized throughout this chapter and the Transportation Plan. These are summarized in Table 7-14 and broken into the following time horizons:

» Short-Term: 0-2 years

» Mid-Term: 3-5 years

» Long-Term: 6-15 years

Funding SourcesThe City of Woodbury will have varying degrees of financial participation in future roadway related projects, whether they are local, county, or state projects. The City can obtain funding for transportation improvements and programs from a variety of sources:

» General Ad Valorem (Property) Taxes

» Municipal State Aid

» Federal Transportation Funds

» Cooperative Agreements with MnDOT and/or Washington County

» Tax Increment Financing (TIF)

» Property Tax Abatement

» Development Participation

» Assessments

» Grants

Sustainable Transportation SystemWoodbury is committed to reducing contributions of greenhouse gases, promoting clean energy opportunities, protecting and enhancing air quality, and protecting and improving water quality. Transportation makes up 40 percent of total greenhouse gas emissions and is almost exclusively attributable to car and truck travel. The following transportation planning efforts will support guiding principles in Chapter 9. Natural Resources of the 2040 Comprehensive Plan:

» Support and plan for transit options to reduce single occupant vehicle travel;

» Implement a context sensitive solution approach to transportation planning and design using a multi-modal approach;

» Timely planning for transportation system improvements to limit congestion and avoid over-building the network ahead of need;

» Use recycled materials as appropriate when executing transportation projects;

» Review intelligent transportation system technology applications to reduce congestion, promote alternative transportation and apply emerging technologies.

» Plant trees and vegetation in right-of-way as appropriate.

» Advocate and plan for electric charging stations.

138

TRAN

SPOR

TATIO

N

7


IMPLEMENTATION OF IMPROVEMENTS

IMPROVEMENT TYPESHORT-

TERM (0-2 YEARS)

MID-TERM (2–5

YEARS)

LONG-TERM (5–15

YEARS)ONGOING

Transportation Demand Management (TDM) X

Non-motorized Transportation

Evaluate and implement bike lanes or shoulders on City roads X

Work with Washington County to evaluate and implement bike lanes or shoulders on County roads

X

Work with developers of new residential areas to accommodate bicycle and pedestrian access/facilities as discussed in the 2040 Non-motorized section

X

Work with developers of new commercial areas to accommodate bicycle and pedestrian access/facilities as discussed in the 2040 Non-motorized section

X

Transit

Coordinate with Metro Transit on Gold Line Bus Rapid Transit (BRT) project guideway and station area improvements

X

Coordinate with Metro Transit to identify circulator service routes and stops complementary to the Gold Line BRT.

X

Periodically track demand for circulator service and/or enhanced dial-a-ride service

X

Coordinate with Metro Transit regarding expanded park-and-ride facilities X

Roadway/Traffic

Coordinate with Metro Transit and adjacent cities on Gold Line BRT project roadway and bridge and trail improvements

X X

Periodically update the crash location map. Analyze locations that have crash rates above the statewide average and/or critical rates to determine safety improvement measures.

X X X

Formalize context sensitive solutions design process and procedures X

Prepare program to address young driver safety issues (e.g. educational outreach related to the risks of distracted driving)

X X

Incorporate design considerations for aging drivers in project designs X X

Monitor evolving requirements and design standard related to the American Disabilities Act and incorporate appropriate treatments in project designs.

X X

Track legislation concerning initiatives that will promote roadway safety including red light running camera programs and municipal use of administrative fines for traffic violations

X

Monitor roadway segments approaching (LOS D/E) or exceeding (LOS E/F) their design capacity thresholds and program for improvements as appropriate.

X X

Periodically review City access management guidelines to update as needed X

Periodically meet with Washington County to discuss access management issues X

Apply to Metropolitan Council for roadway functional classification revisions summarized in Figure 7-14

X

Coordinate with MnDOT regarding transfer of jurisdiction of interchanges on I-494 at Lake Road.

X

Perform/review site specific traffic studies X

Construct committed roadway Improvements per Table 7-9 X X X X

Plan and construct non-capacity upgrades to roadways X

Coordinate with MnDOT and Washington County to plan and construct capacity upgrades to roadways Table 7-10.

X X

Coordinate pavement rehabilitation projects with safety and operational improvements when appropriate. (e.g. implement Lake Road Study recommendations for three lane operation and pedestrian crossing treatments)

X X

Table 7-14. Implementation of Improvements

chapter 7. transportation › chapter 7 - transportation.pdf · transportation planning efforts...

Documents