06-10-14 CM Agenda Packet AGENDA
Council/Manager Meeting
Golden Valley City Hall
7800 Golden Valley Road
Council Conference Room
June 10, 2014
6:30 pm
Pages
1. Destination Golden Valley Task Force (30 minutes) 2
2. Envision Connection Project Board of Directors Continuance (30 minutes) 3-7
3. US Highway 169 Improvement Process (45 minutes) 8-32
4. Environmental Issues (30 minutes) 33
5. Utility Billing Rate Increase (10 minutes) 34-35
6. Mid-year Update (15 minutes) 36-37
7. Foreclosure Prevention (10 minutes) 38
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Executive Summary
Golden Valley Council/Manager Meeting
June 10, 2014
Agenda Item
1. Destination Golden Valley Task Force
Prepared By
Thomas Burt, City Manager
Summary
Mayor Harris requested this item be placed on the agenda.
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Executive Summary
Golden Valley Council/Manager Meeting
June 10, 2014
Agenda Item
2. Envision Connection Project Board of Directors Continuance
Prepared By
Thomas Burt, City Manager
Summary
Mayor Harris requested this item be placed on the agenda.
Attachments
• Resolution 13-52, Resolution Continuing the Envision Connection Project Executive Board
(4 pages)
Resolution 13-52 June 18, 2013
Member Pentel introduced the following resolution and moved its adoption:
RESOLUTION CONTINUING THE
ENVISION CONNECTION PROJECT EXECUTIVE BOARD
WHEREAS, Envision Golden Valley encouraged citizens to share their individual
ideas and develop a collective vision for the community; and
WHEREAS, those ideas coalesced into the themes of creatively connecting people
and places and inspiring care for the community, further detailed in the Vision Guide:A
Shared Vision for Golden Valley's Future, referred to herein as "the vision"; and
WHEREAS, the Golden Valley City Council (Council) desires community
involvement in carrying forward ideas brought forth as part of Envision Golden Va/ley; and
WHEREAS, the Council has identified the Envision Connection Project as a way to
provide for citizen involvement, and would like to continue the tenure of this Board from that
Established In Resolution 07-35, Continuing The Envision Connection Project Executive
Board; and
WHEREAS, the Council recognizes the Envision Connection Project established the
Galden Valley Bridge Builders program to engage and provide training for individuals and
groups who plan and implement projects, events, and activities to accomplish Envision
Connect Project objectives; and
WHEREAS, the Council recognizes there are Bridge Builder activities that occur as
part of the Envision Connection Project as well as those that have achieved independent
community status.
NOW, THEREFORE, BE IT RESOLVED, by the City Council of the City of Golden
Valley, that the Executive Board of the Envision Connection Project is hereby continued
with the following mission, responsibilities and procedures:
I. MISSION AND RESPONSIBILITIES
A, Mission
The Executive Board shall advance specific implementation strategies for the
Envision Connection Project that meet the following objectives:
1. Promote the ideals of Envision Golden Valley by engaging and
empowering citizens of Golden Valley to participate in projects and
activities that strengthen the community.
Resolution 13-52 - Continued June 18, 2013
2. Provide connection and networking opportunities for individuals, groups,
and businesses inspired by a particular vision for enhancing the quality
of life in the Community.
3. Encourage interaction among city officials and employees, volunteers,
and other citizens to advance the vision.
4. Develop and promote strategies to involve more people in community
life.
5. Create a community-wide sense of progress toward realizing a collective
vision that inspires care for the community through available media and
educational resources.
B. Responsibilities
In accordance with its bylaws, the Executive Board shall:
1. deveiop a schedule for proposed activities for the period from June 2013
through December 2014, with a detailed budget for each activity or
group of activities, using the January 2006 Report to the City Council
"Recommended Direcfion for Envision Connection Project"and the
November 2012 "Report to the Golden Valley City Council from the
Envision Connection Project Executive Board" as the basis for activities;
and
2. secure Council approval for proposed activities which involve City
personnel, City resources, or related expenditures of public funds; and
3. take leadership in implementation of Board activities or facilitate
implementation of those activities by other community organizations or
individuals; and
4. submit an annual report to the City Council describing Envision
Connection Project activities, events, and achievements; and
5. identify ways to accomplish the Envision Connection Projecf mission
and responsibilities through another entity or entities outside of the
scope of city government while retaining the possibility of links to the
City of Golden Valley.
Resolution 13-52 - Continued June 18, 2013
II. MEMBERSHIP, MEETINGS AND TIME FRAME
A. Membership
1. The Council will appoint up to 15 persons to the Executive Board:
a. Some members will continue from the initial Executive Board.
b. Additional members will be recruited, with an emphasis on
recruiting members to lead key activities undertaken by work teams
(subcommittees).
c. Volunteers not appointed to the Executive Board will be provided
opportunities to participate on work teams.
2. One Council Member will serve as City Council liaison to the Executive
Board.
3. The City Manager shall provide appropriate staff support.
B. Meetings and Time Frame
1. The Executive Board shall complete its charge by December 2014.
2. The Executive Board shall meet at least monthly, on the #etx�l�third
Thursday of the month. It may call special meetings as necessary, in
compliance with the State Open Meeting Law.
3. A quorum must be present to conduct business.
III. REPORTING
A. Minutes shall be kept of all meetings and forwarded to the City Council upon
approval.
B. The Board shall report to the City Council on its activities at least annually.
G'� , .
` Shepar M. Harris, May
ATTEST:
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Susan M. Virnig, City Clerk
Resolution 13-52 - Continued June 18, 2013
The motion for the adoption of the foregoing resolution was seconded by Member Scanlon
upon a vote being taken thereon, the following voted in favor thereof: Harris, Pentel,
Scanlvn and Schmidgall; and the foilowing was absent: Clausen, and the following voted
against the same: none, whereupon said resolution was declared duly passed and
adopted, signed by the Mayor and his signature attested by the City Clerk.
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Executive Summary
Golden Valley Council/Manager Meeting
June 10, 2014
Agenda Item
3. US Highway 169 Improvement Process
Prepared By
Jeannine Clancy, Director of Public Works
Summary
The Golden Valley Comprehensive Transportation Plan adopted in October 2008 includes the
following recommendation:
Promote and coordinate US Highway 169 interchange and/or collector-distributor
improvements with neighboring cities, Hennepin County, and MnDOT(Medium
Range:5-20 yearsJ.
In 2008 and again in 2013, elected officials and city staff from along the US 169 corridor gathered
to discuss concerns and safety related to the operations of the US 169 corridor. These meetings
occurred at the request of Plymouth and Golden Valley elected officials and included the cities of
Saint Louis Park, Golden Valley, Plymouth, New Hope, and Brooklyn Park as well as MnDOT staff.
At these meetings, staff discussed safety and capacity issues on US 169 north of I-394. In order to
better summarize the issues and previous corridor work performed by MnDOT, Golden Valley
prepared a summary report attached herein.
Staff and its consulting engineer, Mike Kotila from Short Elliot Hendrickson, as well as
representatives from the MnDOT will discuss the report with Council.
Attachments
• Final Report US Highway 169 Improvement Process, June 5, 2014 (24 pages)
Final Report
US Highway 169 Improvement Process
Golden Valley, Minnesota
SEH No. GOLDV126778
June 5, 2014
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Engineers i Architects�Planners�:Scientists
Table of Contents
Table of Contents
Page
1.0 Study Purpose...............................................................................................1
2.0 Previous Studies ...........................................................................................1
2.1 Golden Valley Comprehensive Transportation Plan (October 2008)...............................1
2.2 Plymouth Comprehensive Plan (April 2009)....................................................................1
2.3 MnDOT Corridor Isnvestment Management Strategy(2012)..........................................2
2.4 Metropolitan Freeway System 2012 Congestion Report(January 2013)........................2
2.5 Congestion Management Safety Plan—Phase III (February 2013) ................................2
2.6 MnDOT Top 150 Roadway Sections by Crash Costs (2013)...........................................3
3.0 Existing Conditions Assessment.................................................................3
3.1 Freeway System Planning -Overview.............................................................................3
3.2 CRASH SUMMARY..........................................................................................................4
4.0 Next Steps......................................................................................................4
4.1 Project Scoping ................................................................................................................4
4.2 Corridor Operations Analysis ...........................................................................................5
4.3 Concept Development and Evaluation.............................................................................5
4.4 Agency and Public Participation Plan...............................................................................5
5.0 Future Project Development Activities........................................................6
6.0 Project Costs and Potential Financing........................................................6
7.0 Potential Schedule/Timeframe .....................................................................7
List of Appendices
Appendix A MnDOT Corridor Investment
Management Strategy(CIMS)
US 169 Map Exhibits
Appendix B US 169 Freeway System Plan
SEH is a registered trademark of Short Elliott Hendrickson Inc.
Final Report GOLDV126778
City of Golden Valley Page i
June 2014
Final Report
US Highway 169 Improvement Process
Prepared for City of Golden Valley
1.0 Study Purpose
The US 169 corridor experiences significant traffic congestion and crash frequency
particularly during the morning and afternoon peak periods. During peak periods, the high
volume of vehicles entering and exiting the freeway causes vehicle backups for several miles
in each direction resulting in significant delay along the corridor. The existing interchange
and ramp spacing is less than desirable which contributes to the operational and safety
problems.
The City of Golden Valley is interested in identifying improvements on US 169 along the
western Golden Valley city limits from I-394 to Medicine Lake Road and partnering with other
agencies to develop a strategy to fund and construct improvements. This study includes a
literature review of past studies, an inventory of current conditions along the corridor, and
outlines a process through which safety and capacity improvement project can be
implemented.
2.0 Previous Studies
In recent years, several MnDOT and local agency planning studies have documented the
need for improvements along US 169 but a thorough operational study or preliminary design
exercise has not been undertaken. Below is a listing of previous studies and brief
summations of their findings or recommendations.
2.1 Golden Valley Comprehensive Transportation Plan (October 2008)
The plan documented the existing traffic safety and traffic congestion that exists along US
169 that will continue into the future without improvements. Recommendations of the Golden
Valley Transportation Plan include the following:
• Promote and coordinate US 169 interchange and/or collector-distributer improvements
with neighboring cities, Hennepin County, and MnDOT(Medium Range: 5-20 years)
2.2 Plymouth Comprehensive Plan (April 2009)
This plan documented future roadway improvement needs within the City of Plymouth. It
identified US 169 as having a need for major roadway expansion to a 6-lane freeway along
the entire city limits. The implementation of such improvements was stated as follows:
• TH 169 Improvements—Encourage MnDOT to make improvements, such as
construction of additional lanes and interchange reconstruction.
Final Report GOLDV126778
Page 1
2.3 MnDOT Corridor Investment Management Strategy (2012)
MnDOT's Corridor Investment Management Strategy(CIMS) process documents existing
safety and infrastructure conditions, programmed projects, recent investments and
investment needs along major routes throughout the state. A series of maps was developed
for each route to communicate relevant information. The CIMS Maps for US 169, included as
Appendix A of this report, include the following:
• Map A- Existing Conditions: Displays the existing infrastructure condition of MnDOT's
assets as well as existing modal elements on the corridor including transit, freight, bicycle
and pedestrian facilities.
• Map S -Existing Conditions -Safety: Displays existing safety conditions on the
corridor. The map shows high priority intersections and roadway segments identified in
MnDOT's District Safety Plans. Recent crash data and Toward Zero Deaths(TZD)
coordination efforts are also shown.
• Map B-2012-2015 STIP Projects: Displays projects in the 2012-2015 State
Transportation Improvement Program. These projects are viewed as commitments by
MnDOT and include projects on the state trunk highway system.
• Map C-Anticipated Future PerFormance Based Needs 2016-2021: Displays future
needs on state highways during the six years after the STIP. Pavement, bridge, drainage,
safety, and mobility needs are displayed. These needs are greater than MnDOT's ability
to address them during this period.
• Map D- Recent Investments 2002-2011: Displays projects completed on the corridor
since 2002. Projects are displayed based on investment type. The majority of past
investments have been bridge and pavement preservation projects.
2.4 Metropolitan Freeway System 2012 Congestion Report (January 2013)
This yearly MnDOT report documents recurring congestion problems throughout the
metropolitan area based on Regional Transportation Management Center(RTMC)data from
the freeway system. The report shows existing congestion along US 169 to be increasing
annually in total hours of congestion.
• 2012 AM peak period congestion (5 am- 10 am): US 169 experiences from 1 to 3 hours
of congestion along southbound US 169 in Golden Valley.
• In 2012, US 169 experienced 20 miles of congested mainline flow during the AM peak
period over the 28 total miles of freeway length
• 2012 PM peak period congestion (2 pm -7 pm): US 169 experiences from 2 to 3 hours of
congestion along northbound US 169 in Golden Valley and 1 to 2 hours of congestion
along southbound US 169 between TH 55 and I-394.
• In 2012, US 169 experienced 18 miles of congested mainline flow during the PM peak
period over the 28 total miles of freeway length.
2.5 Congestion Management Safety Plan - Phase III (February 2013)
The Congestion Management Safety Plan (CMSP)seeks opportunities to provide safety and
efficiency improvements throughout the metropolitan area freeway system. The study
resulted in a list of project opportunities based upon problem locations identified throughout
the Twin Cities. Two potential projects were identified along US 169 and also a project along
I-394 at the existing US 169 collector-distributer road.
Final Report GOLDV126778
Page 2
• Opportunity#43: TH 169 at TH 55, Betty Crocker Drive and I-394; interchange
reconfiguration/access management. Very High Risk
• Opportunity#44: TH 169, I-394 to Medicine Lake Road;freeway geometric
improvements/auxiliary lanes. High Risk.
• Opportunity#46: I-394 at westbound US 169 C-D Road; freeway geometric
improvements. Medium Risk.
The project opportunities are ranked by a relative degree of risk associated with each:
Medium Risk projects may inciude more substantial construction activities but are confined to
the existing footprint; High Risk projects may include structural elements, more substantial
pavement addition, or potentially sensitive soil conditions which may trigger need for drainage
and ponding improvements; Very High Risk projects are costly and complex which could
result in major changes to roadway facilities including mainline capacity, local access, or right
of way which will likely require environmental studies as part of the project development
process.
MnDOT's CMSP study included a design charrette to brainstorm and sketch possible
improvement concepts. This exercise led to one idea to potentially address Opportunity#43—
specifically, the Betty Crocker Drive interchange on US 169. The idea eliminates the Betty
Crocker Drive interchange and adds a frontage road connecting Betty Crocker Drive to the
TH 55 interchange which was reconfigured as a folded diamond. Impacts to traffic operations
on TH 55 were not explored. Additional alternatives should be developed for comparison.
2.6 MnDOT Top 150 Roadway Sections by Crash Costs (2013)
This list is updated yearly and represents the highest 150 roadway sections, ranked by
MnDOT, based on total crash costs. The crash data is based on the last three years of data
between 2010 and 2012.
• US 169 between TH 62 and Medicine Lake Road is currently ranked at#58. There were
a total of 534 crashes along this segment of US169.
• US 169 between Medicine Lake Road and Brooklyn Boulevard is currently ranked at
#138. There were a total of 244 crashes along this segment of US169.
3.0 Existing Conditions Assessment
This assessment identifies factors that contribute to operational and safety problems in the
corridor by comparing existing freeway and interchange characteristics to standards that
have been established for new facilities. A brief overview of"freeway system plan"
parameters is provided in the follow section. US 169 parameters that are technically deficient
as compared to standards are called out. A complete assessment and more quantitative
identification of deficiencies are provided in Appendix B.
3.1 Freeway System Planning - Overview
Evaluation of US 169 at a"system planning" level involves comparing existing freeway design
features to current accepted design standards and guidelines. This exercise begins to isolate
issues that may contribute to the traffic congestion and safety issues. Design guidelines
referenced are described in MnDOT's Roadway Design Guidelines and in the American
Association of State Highway and Transportation Officials(AASHTO), A Policy on Geometric
Design of Highways and Streets, 2004. A detailed system planning assessment for US 169
Final Report GOLDV126778
Page 3
is included in Appendix B of this report. These guidelines and criteria include the following
categories(followed by a qualitative statement regarding US 169):
Criteria Qualitative Assessment(See Appendix B for Details)
• Basic Number of Lanes Average weekday peak hour demand volumes exceed lane
capacities on many segments of US 169.
• Lane Balance Basic lane balance parameters are satisfied but several US
169 interchange ramps lack escape lanes at exits ramps.
• Route Continuity US 169 has two continuous through lanes in each direction
without forced lane drops. No route continuity deficiencies
identified.
• Interchange Spacing One mile interchange spacing guideline is not satisfied. In
Golden Valley there are 5 interchanges in 2.4 miles (2.1 per
mile).
• Ramp Spacing Weaving distance between successive entrances and exits
along US 169 in Golden Valley is typically well below
minimum guidelines.
• Interchange Type Interchange types along US 169 vary by location. Clover
leaf, diamond and button hook ramps design are present
with varying lengths of acceleration or deceleration lanes
and varying weaving segment lengths.
3.2 CRASH SUMMARY
MnDOT CIMS Maps(Appendix A) identify US 169 segments with safety concerns. More
detailed evaluation of study segments would be performed as part of a future project
development process.
4.0 Next Steps
4.1 Project Scoping
Improvement projects on US 169 should be well scoped to effectively address safety and
capacity deficiencies while recognizing needs, opportunities and constraints that may be
present on adjacent segments. Establishing a long term vision for the corridor would allow
improvement projects to be developed that are consistent with that vision, protecting the
immediate investment as well as avoiding undue burden from being placed on future projects.
MnDOT staff expressed a potential long term vision for capacity improvements along US 169
from TH 55 to I-94. The vision would add dynamic shoulders along the inside of the
northbound and southbound lanes. Dynamic shoulders would be open for use by all general
purpose traffic during the peak periods and closed to all traffic during off peak hours. This
approach is intended to better serve the peak demands but would also improve off peak
safety by providing greater maneuvering width for hazard avoidance and emergency
stopping.
To the extent possible, solutions to capacity and safety issues on US 169 should be
developed with consideration of how the project might impact the operation of the highway at
upstream or downstream locations. However, it may also useful to identify smaller low cost,
Final Report GOLDV126778
Page 4
high benefit projects that could be implemented in the near term that may not be consistent
with the overall vision, but provide great benefit until replaced by a larger project initiative.
4.2 Corridor Operations Analysis
An operational analysis of the corridor will be needed to quantify existing problems and to
assess the effectiveness of potential solutions. The following tasks should be performed:
• Develop an existing conditions operational model using CORSIM freeway modeling
software.
• Prepare a 2040 travel demand forecast using the Metropolitan Council's Regional
Travel Demand Forecast model.
• Evaluate future (2040) no-build conditions
• Evaluate various"build" scenarios based upon the concept alternatives developed to
assess the effectiveness of each improvement concept.
• Use the operations modeling results to further inform the concept design.
4.3 Concept Development and Evaluation
Concept design drawings should be developed for various US 169 improvement strategies to
begin to understand the impfications that physical change may have on adjacent public
infrastructure, access to major employment destinations, public or private utilities, railroads,
drainage patterns,wetlands, right of way and approximate project cost.
The types of improvements that could be considered include one or more of the following:
• Collector-distributer roadways
• Additional through lanes
• Alternative interchange types
• Local roadway connectivity improvements
• Others—to be determined
4.4 Agency and Public Participation Plan
Develop an agency coordination program to establish and maintain critical partnerships
between various jurisdictional authorities for the roadway segments that may benefit from or
be impacted by an improvement project on US 169. It may be prudent to form two or more
groups with defined roles, responsibilities and meeting frequencies. One model for this would
involve a Technical Advisory Committee(TAC)and a Project(or policy)Advisory Committee
(PAC).
A Technical Advisory Committee (TAC)would be comprised of staff from various agencies
meeting monthly to review and comment on products or results developed by the technical
team, to serve as a resource from and liaison for their respective agency. The TAC would
typically be led by a technical consultant and be staffed by Public Works and Engineering
representatives from each City, Hennepin County, MnDOT, Metropolitan Council, and
Federal Highway Administration.
Final Report GOLDV126778
Page 5
A Project Advisory Committee(PAC)would be managed by the lead agency(or assigned to
the consultant team)and would be comprised of elected officials(or their appointees)from
each participating agency. The PAC may include neighborhood and business community
representatives or other stakeholders. The PAC might meet bi-monthly or quarteriy with the
role of providing broad (and sometimes detailed)feedback to the TAC on general direction of
the study and priorities from the perspective of stakeholders represented. PAC members
would serve as liaisons to the stakeholder groups that they represent.
A public outreach plan may also be of great benefit to the project. Public information
meetings, project websites and social media tools can provide opportunities to share
information and receive feedback during various phases of project development. The public
participation plan and schedule should be framed with input from the TAC and PAC groups.
5.0 Future Project Development Activities
Upon completion of the Scoping Phase several project development steps may be required
including the following:
• Preliminary Design -This phase of work includes preparation of a geometric layout
to be approved by MnDOT and a refined project cost estimate
• Environmental Studies—Define the probable level of environmental review that will
be required based upon the anticipated impacts, need for right of way, funding
sources anticipated (i.e. Project Memorandum, Environmental Assessment
Worksheet, Environmental Assessment, or Environmental Impact Statment)
• Detailed Design—Prepare construction plans and specifications for bidding
(assumes a Design-Bid-Build approach)
• Right of Way Acquisition
• Railroad Coordination
• Utility Relocation
• Permitting
• Bidding
• Construction
• Continued Agency Coordination Throughout Process
• Continued Public Involvement Throughout Process
6.0 Project Costs and Potential Financing
An estimate of costs for improvements has not been established. Preliminary cost
magnitudes will be identified based upon concepts developed in the Scoping Phase.
Possible Fundinq Options: A range of traditional and non-traditional funding programs may be
used to construct all or portions of the identified improvements. The following list is not meant
to be all inclusive, but instead highlight possible programs and strategies that are currently
available: Trunk Highway(TH)funds, County State Aid Highway(CSAH)funds, Municipal
State Aid Street(MSAS)funds, Legislative funds for turnback, Surface Transportation
Program(STP)funds, Transportation and Economic Development(TED)funds, Cooperative
Agreement funds, Corridor Investment Management(CIMS) program, public-private
partnerships, and many others. As the improvements advance in the project development
Final Report GOLDV126778
Page 6
process, it is probable that some of these programs and strategies may become more or less
applicable; therefore it is recommended that the City of Golden Valley, and project partners
such as the neighboring cities, Hennepin County, and MnDOT, actively investigate and
pursue these and other funding programs/strategies.
7.0 Potential SchedulelTimeframe
A project development schedule for US 169 improvements might proceed as follows:
US 169 - Potential Project Schedule
Cnncept Development&Evaluation
Build Concensus/Funding 8�Programming
Preliminary Design 8 Environmental Review
Detailed Design
Right of Way,Permits,Utilities,Agreements
Bidding&Award of Contract
Begin Construction
Final Report GOLDV126778
Page 7
Appendix A
MnDOT Corridor Investment
Management Strategy (CIMS)
US 169 Map Exhibits
so��NNESprqyo� Corridor I nvestment Management Strategy
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Map S displays existing sa(ety conditions on the Map C displays(uiure needs o�state highways
Map A displays the exisiing infrastructure condition durin lhe six ears after the STIP.Pavement,brid e,
of MnDOT's assets as well as exisiing modal �rridor.The map shows high priority intersections 9 Y g � �
elements on the corridor includin transit,frei ht, and cuross identified in MnDOTs District Safety , ,` drainage,safety,and mobility needs are displayed.
9 g Plans.Recent crash data and Toward Zero Dealhs � ' � � � These needs are greater than MnDOT's ability to
bicycle and pedest�an faciliUes (TZD)coordination eNods are also shown. address them during this period �
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MnDOT District Sateiy Plans Based on bridge models,lhese bridges are ,
Based on bridge inspections,this data The Dist�ict Safety Ptans took a systematic,data- • projected to need repair or replacemeni r
� shows current struciural condition rating driven approach to sa(ety in the district.The plans {t,a.���j,t�,5���r�, belween 2016 and 2021 I�r�':+=j'it»���1 '
far bridges as of 2010 analyzed safety risk factors induding geometrics, #
traffic characterisiics and land use.Refer to plan Pavement Need �
Pavemerit Condition document for more deiail. Based on pavement delerioration models Map D displays projects completed on ihe corridor
Pavement condiiion is based on ride Map B displays projects in ihe 2012-2015 State � and including projecls in the STIP,these since 2002.Projects are displayed based on
� Trans ortation Im rovemeni Program.These ro ects
quality index which measures ihe e e P P p 1 pavements are expected to be near poor �nvestment type.The majority of past investments
smoothness of lhe road are viewed as commilments by MnDOT and include condition in 2021 have been bridge and pavement preservation
These are high priority iniersections and projects on the state irunk highway system.
CulvertslPioes � curves from MnDOTs disUict safety plans. CulverisiPioes projects.
Pipes are sub-sur(ace structures ihat These areas are candidates forlow cosUhigh
� Culverts are spans less than 20 feet over
convey water from one side of fhe road to benefi#safety�ojects ;��f�: � ❑ non-navigable waten,vays.These culveris ,• .
the other.Condition four pipes are °"� are expected fo need repair or
currenUy in poor condition replacement between 2016 and 2021 Recent Investments
Safety Performance
�� �• � � The performance lab�identifies the top driver and S11P Projects Condition four pipes in poor condition Highway projects are colored based on the
infrastructure related aashes for the corridor.There STIP projects on the corridor and near investment categories of bridge,
. A�DT Avera e Annual Dail Tra�c:Average P Safet Nee � y, y,
t 9 Y ) may be multiple contributing factors in one crash.The �� ihe corridor are presented on this ma . pavement,mobilit safet other
dail tra�ic volume on the corridor. These are high priority interseciions and infrastructure,and ADA ro ects.For
Y table also dispYays fatal and serious crash information Project information includes cost,year, � P 1
• HCADT(Heavy Commercial(Truck)Annual an the corridor.Crash data from 20U6-2010 was length and invesiment area curves from MnDOT's district safeiy plans. display purposes,low cost projects were
Tra�c):Average daily tNck Vaffic on the analyzed. � These areas are candidates for low cosU excluded from ihese maps.
corridor. high benefit safeiy projects
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US 169 North Map
�� �� . . A
�OF�'RPNy Existing Conditions
Bridge Condition (2010)
• Good _.__ __ .__.�
� Satis
Fair Anaka
10 #
• Poor � ' _ Corridor Context
Pavement Condition � US 169 is an important North-South
RQI in 2011 Connection far the Western suburbs.The
� Good � v � corridor connects the cities of Anoka,
Brooklyn Park, Champlin,Golden Valley,
Fair New Hope, Plymouth and Maple Grove.
■� Poor
MnDOT Culverts/Pipes
Condition 4(Poor) Pipes Q
Roads �ss Champlin
Trunk Highways
_.____.�_--- - .---__._. ____.
CountyHighways _._ ___._
Transit Advantages
- �- Bus only Shoulder Current Corridor Characteristics
� Existing Managed Lane O _ � �, _ _ Highway: US 169
Transit • 2009 AADT: 26,000-96,004
�gg • 2009 HCADT: 820-5,500
Q Transit Centers ` � • Number of lanes: 4
Existing Transitways B� • Key highway connections: I-394, I-94,
Northstar • U510
Northstar Stations ple Grave � Public Transit
Park and Rides •Anoka Northstar Station and Park and
� 0-100 Spaces � Q Ride
� Rail
Q 101 -500 Spaces � • BNSF rail to North Dakota
Q 501 -1482 Spaces s � `���,__ •SOO line to Paynesville
� � � � •SOO line MN &S Spur
Other Modes � � � • UP line to Albert Lea
--�—Class 1 Railroads f � t
---------- . ----------- _
■ Major InteRnodal Terminals � 1 ---
i . �
1 1 =_
- Population Trends
US 169 Corridor Performance �•, Population
Statewide � �lew Hop �'�' 2000 2010
Measure Result Result ��� Anoka 18,076 17,142
' ' ' � 1 � �- Brooklyn Park 6?,388 75,781
- �� -- Champlin 22,193 23,089
� � _ --
Bridge Condition—%Good and g1.3% 86.9% � � __. Golden Valley 20,281 20,371
satisfacto b deck area ���� -�
rY{ Y y 1�(.__------.__._�__.__.
� New Hope 20,873 20,339
Bridge Condition—%Poor(by deck o o � olden
area) �� 3•2� � h/a11ey Plymouth 65,894 70,576
!
-•;.
,,. - ��.��� Maple Grove SQ,365 61,567
Ride Qualit Good--%of miles k 19.5% 70.2% � �
Y � � 1 _ Total 265,070 288,865
1
Ride Quality Poor-%of miles 1.290 3J% --- ---- ---- ---1
o � � � >< �
? �j:� � �-��._ _�T'�
t� 1
1
1 �
� Q S�
--+---!���
Disclaimer:Changes may be made periodically to the information on
the map. If you find any errors or omissions,we encourage you to
Nreport them online at www.mndot.Qov/cims
0 1 2 4
Miles
��""�°r1� M a
US 169 North �
� S
7�,Tp�� �
Existing Conditions Safety
Safe N@@CIS T F��� Trunk Highways '�
�
County Highways - `-
� GMSP Problem Locations �o
—�� Class 1 Railroads Anoka
�CMSP Problem Segments � County Boundaries �
. ________
Champlin
See District Highway Safety Pfan
for additional issues and strategies
Metro To Be Completed May 2012
�
__ __ _ ___
osseo
Toward Zero Deaths Efforts
zoi2
._, � _ _. .. ,� r.�,� _,...�.,,_._.,__...__ ._a_ . _n,�....._�._�.�... _ _ _
County �D Safe TZD TZD Region County Safety
Roads Enforcement Year Established Plan Completion
Grant �rant_ __ _(,aTP) �ate, , __„ laple Grove '
Anoka No Yes Metro,Planned 2012(ATP 5} 1an.2013
Hennepin No Yes Metro,Planned 2012(ATP 5) Sept.2011 - - ---��-�- --
US 169 Corridor Safety Performance
(1-394 to US 10) _
Measure � Fatal and Serious � Percent of All �
� Injury Crashes in � Severe Crashes in
Y Corridor � Corridor
.. . � -.
Older Dr'n�r 4 28.6/ 169
Impaired Driver' 3 21.4% N12W HOp@ _ ___
Speed Related 3 21.4%
Unbelted Driver � 2 14.390
.. �.
Intersection Crash 7 ' S0.0'�0
Lane Departure Crash � 6 42.9%
Head-on Crash 4 28.6%
. .. . . .
In Corridor Statewide Total for
Trunk Highways
Total Fatal and Serious
Injury Crashes 14 2,440
Go
Total Miles 16 10,980
Total Fatal and Serious
Injury Crashes per Mile �'� 0.�
"Crashes may be under reported as this number is according to officer's first
: ,-- .__-�---T
irtpression
Note.Data presented include an fatal and serious injury crashes betw een 20DE
2010.
N 0 0.5 1 2 3 4
Miles
��r1NESp�,q U S 169 N o rth M a p
�� y�
a Q p
�
��oF,�P���� 2012-2015 STIP Projects �
Planned Highway Projects s___
�2012-2�15 STIP Projects �' `� -
`��__
Roads Anaka
Trunk Highways �a ,�-
County Highways ' `
I
Other Modes � �
;
�—Class 1 Railroads ;
e
■ Major Intermodal Terminals � `�
i
;
i
�6s Champlin
�
�
i
;
�
`'� 169
U5169 Projects -
� Br
y ° Project c � d Cost
�
� a °� � y
c
�, _ Close Access,Construct N
Z � Noise Wall o o $550,000
N
22nd_23rd$t
.r.
'' Convert intersection to '
= a m �:.,:y _.. _ _
o interchange Z o $12 Million
� 93rd Ave
00
� Sign Replacement � � 400 000 �+ `?
°p Osseo to Anoka `n � $ ' � ��
in ''"
r,��,
� �`_
°' Mill and Overlay ,r, r; $ 13.7
> TH55to77�hAve " � nni�iion - US 169 Adjacent Projects
�
a °
�
� New Hop '_. c
� Replace Signing � o $750,000 ' � � �$'a _ � `
.°N_° 1-494 to l-94 r+ c� � Q Project � � � � Cost
' C J
'� Noise Wall and Access � ,-�' - �
� Closure o o $950,000 �-� � � � � Grading, � � � �9 g
z 16th5ttoWayzataBlvd �__� � � Bridges oo z � Million
2$4 --- ----. a '� U5169 to I-94 � N
Total � Mill and
Million �;. �
1 Golden � Overlay d: � � $�•$
N
� ..� Valley � Anoka io Coon °"' � N Million
� �
� °� Rapids
_.,._,_ 17J
Total
Million
t -�-_
,
.�.. -- �
� __.�w
�:'i •I � j .. .. . a�`.
1 �
]
i
� 169
81r
Disclaimer:Changes may be made periodically to the information on
the map.If you find any errors or omissions,we encourage you to
Nreport them online at www.mndot.aov/cims
0 1 2 4
Miles
,
�0���1NESp�,4yO � U S 16 9 N o rt h M a p
a F
4 �
� F
��.a��p���aAnticipated Performance Based Investment Needs {2016-2021 �*
Infrastructure Needs
-___..
Pavement in need of � � ��-
�repair/reconstruction --
• Bridges in need of Anoka
replacemenUrepair -- �
t0
❑ Culverts in need of
ReplacemenVRepair -
Condition 4 (Poor) Pipes ---
ili �
Mob ty
''�' CMSP Probferr}Locations
CMSP Problem�egments
Futt�re Transit
Arterial BRT
BottineauF�lignmentAltematives ts Champlin
Potential�tations
__ ..__.__.- --_______ _
___ __ _ ___--
Park and Rid�s
� New or Exr�anded Facility Corridor Performance Based Needs
Roads
(2016-2021)
Trunk Mj�hways
. ; � - -- Q Bridge Preservation 3 Bridges
County iiighways -
--� - 13 miles of poor
Other Modes _ �ss
Pavement Preservation
—�Cla�� 1 Railroads pavement
■ M�jor Intermodal Terminals � LL B�
Culvert Preservation 0
ple Grove
�. _ _ Pipe Replacement 4 Poor pipes
�,
�
�..
Safety Improvements* 1 CMSP Location
�
� , _ -. 1 CMSP Segrraent
- Mobility
__..___. .___._._.__.__., '',. �—�.___ _ *Assumes completion of`12-'15 STIP projects.
--- *Systematic safety improvements are included
as part of most highway projects. Refer to
_-- safety map for additional safety information
ew Hop - potentia)Transit Investments
.
_--- - Bottineau Transitway (induding stations and
- _ Park and Rides)
�_ olden
Valley
�
�.. • � = � ° � �
_,�� ,
___ �
��
s-
Disclaimer:Changes may be made periodically to the information on
the map. If you find any errors or omissions,we encourage you to
Nreport them online at www.mndot.rtov/cims
0 1 2 4
Miles
t
i
��NNEsp�q US 169 North Map
�� y°
a a D� �
��oF�P��� Recent I nvestments 2002-2011
Recent Investments _____
� Pavement
�Mobi�it�r Anoka
___� Safety _ _..
�a
.
Other Infrastructure
Recent Park and Rides
O 0- 100 5paces
� 101 -50�Spaces
� 501 - 1�82 Spaces
R��d3
Trunk Highways
�ounty Highways 16 Champlin
Oth�r Modes
Class 1 Railroad3
�II Major Interm��y�l Terminals
. �
169
B!
ple Grove
�
.__
� . _
�-.__._. _
� Recent Investments (2002-2011)*
__ ___----__ _ . _ _----____ ._ __
..____ Project Description Cost
Pavement ' 2009:Reconstruct
Projects Ramp(Medicine Lake $795,000
�,/'_'}"—+— Road)
Other ' 2009: Lighting
New HOp Infrastructure replacement{I-494 to $5 Million
i-ga)
_ • 2006:Cable Median
Safety Barrier(Med. Lake Rd $930,000
-- � to Bass Lk Rd)
.�: --.
� - 2008:Construct
� � - Interchange, Bridges $50.1
Mobility (Co.Rd.81 to 85t"' Million
_ Golden Ave N}
� Valley 56.8
_ Tota l
� Million
*Only includes projects over$500,000.Systematic
i 9 safety improvements are routinely included as part
- ��` � '�— of most highway projects
,--- -:.
,� �____—_ ,�
169
S�
--+---�-
Disclaimer:Changes may be made periodically to the information on
the map.If you find any errors or omissions,we encourage you to
Nreport them online at www.mndot.aov/cims
0 1 2 4
Miles
Appendix B
US 169 Freeway System Plan
US 169 FREEWAY SYSTEM PLAN
Evaluation of the"system plan" involves reviewing major design features in order to isolate issues that may
contribute to the traffic congestion. These design features are described in the Mn/DOT design manual and
in the American Association of State Highway and Transportation Officials(AASHTO),A Policy on Geometric
Design of Highways and Streets, 2004. These criteria include the following:
• Basic Number of Lanes
• Lane Balance
• Route Continuity
• Interchange Spacing
• Ramp Spacing
• Interchange Type
BASIC NUMBER OF LANES
The basic number of lanes is defined as a minimum number of lanes designated and maintained over a
significant length of a corridor, regardless of changes in traffic volumes and lane-balance. An assessment of
basic lane needs is an indicator of minimum capacity requirements; it is not an indicator of actual capacity.
The table below summarizes the basic lane volumes for LOS D and E; the density for a weaving segment was
used due to the complexity of the existing freeway and the influence area of the ramps overlapping.
Table 1
Basic Lane Capacities'
Per-Lane Volume Threshold (pcphpl)/
(Vehicle Density(pc/mi/In))
Free-Flow Speed LOS D LOS E
70 mph 2,080/(35.0) 2,360/(43.0)
65 mph 2,030/(35.0) 2,310/(43.0)
60 mph 2,010/(35.0) 2,260/(43.0)
55 mph 1,900/(35.0) 2,200/(43.0)
' Highway Capacity Manual,Exhibit 11-17
The following Table 2 shows the assessment of the 2013 traffic volumes on the existing US 169 corridors,
highlighted segments are above the basic lane capacity. The traffic data was taken from MnDOT Regional
Traffic Management Center(RTMC)loop detector data; the volumes represent a weekday average during the
entire month of September 2013.
US 169 does not meet the basic lane needs for much of the corridor in regards to a LOS D operations; there
are also segments that do not meet the basic lane needs for LOS E. Due to the high levels of congestion
during the peak hour, the peak hour volumes are not fully representing the actual traffic demands. Therefore
a"Max Flow"volume was included that represents the maximum flow rate seen on each segment; this
represents the highest flow before congestion reduces the volumes. The many short weaving areas along the
corridor make operations much worse than the basic lane needs represent.
Table 2
US 169 Basic Lane Needs for Existing 2013 Traftic
Existin
g Northbound Southbound
Basic Lane Basic Lane
Basic Peak Hour Traffic Needs Peak Hour Traffic Needs
Max Max
' LOS ' LOS LOS
US 169 Freewa Se ment Lanes AM PM Flow LOS D E AM PM Flow D E
Cedar Lake Exit Cedar Lake 222 400 372 380 388
Entrance 2 3850 0 0 2.1 1.8 0 0 0 2.0 1.8
Cedar Lake 16th Street Exit 229 431 387 404 412
Entrance 2 4160 0 0 2.3 2.0 0 0 0 2.2 1.9
16th Street Exit 16th Street 229 431 387 404 412
Entrance 2 4160 0 0 2.3 2.0 0 0 0 2.2 1.9
16th Street EB I-394 Exit 229 431 387 404 412
Entrance 2 a�so 0 0 2.3 2.0 0 0 0 2.2 1.9
EB I-394 Exit EB I-394 172 342 347 353 374
Entrance 2 3230 0 0 1.8 1.6 0 0 0 2.0 1.7
EB I-394 Entrance WB I-394 Exit 204 422 401 410 464
3 3930 0 0 2.2 1.9 0 0 0 2.4 2.1
WB I-394 Exit WB I-394 183 372 401 410 464
Entrance 2 3510 0 0 2.0 1.7 0 0 0 2.4 2.�
WB I-394 Betty Crocker 268 481 363 355 435
Entrance Exit 3 4770 0 0 2.5 2.2 0 0 0 2.3 2.0
Betty Crocker Exit Betty Crocker 253 383 339 290 359
Entrance 2 3910 0 0 2.1 1.8 0 0 0 1.9 1.6
Betty Crocker EB TH 55 Exit 302 439 383 301 408
Entrance 3 4030 0 0 2.3 2.0 0 0 0 2.1 1.9
EB TH 55 Exit EB TH 55 280 372 352 281 386
Entrance 2 3390 0 0 2.0 1.7 0 0 0 2.0 1.8
EB TH 55 WB TH 55 Exit 306 420 378 311 419
Entrance 3 3520 0 0 2.2 1.9 0 0 0 2.2 1.9
WB TH 55 Exit WB TH 55 268 350 378 311 419
Entrance 2 2910 0 0 1.8 1.6 0 0 0 2.2 1.9
WB TH 55 Plymouth Road 293 408 366 291 416
Entrance Exit 3 2920 0 0 2.1 1.9 0 0 0 2.2 1.9
Plymouth Road Plymouth Road 267 352 335 258 382
Exit Entrance 2 2440 0 0 1.9 1.6 0 0 0 2.0 1.7
Plymouth Road Medicine Lake 302 380 366 285 416
Entrance Exit 2 2650 0 0 2.0 1.7 0 0 0 2.2 1.9
Medicine Lake Exit Medicine Lake 275 348 320 259 382
Entrance 2 2380 0 0 1.8 1.6 0 0 0 2.0 1.7
Medicine Lake 36th Avenue Exit 301 376 342 286 411
Entrance 2 2710 0 0 2.0 1.7 0 0 0 2.2 1.9
*Max Flow represents the higl�est hourly 17ow rate;this was included as during tl�e peak hours,congestion limits the demand.
LANE BALANCE
The concept of lane balance is intended to smooth traffic flow through and beyond an interchange. The
AASHTO definition of lane balance is as follows:
1. At entrances, the number of lanes beyond the merging of two traffic streams should not be less than
the sum of all traffic lanes on the merging roadways minus one.
2. At exits, the number of approach lanes on the highway must be equal to the number of lanes on the
highway beyond the exit, plus the number of lanes on the exit, minus one. Exceptions to this principle
occur at cloverleaf loop-ramp exits that follow a loop-ramp entrance and at exits between closely
spaced interchanges(i.e. interchanges where the distance between the end of the taper of the
entrance terminal and the beginning of the taper of the exit terminal is less than 1,500 ft). In these
cases, the auxiliary lane may be dropped in a single-lane exit with the number of lanes on fhe
approach roadway being equal to the number of through lanes beyond fhe exit plus the lane on the
exit.
3. The traveled way of the highway should be reduced by nof more than one traffic lane at a time.
Lane balance is satisfied at all the entrance ramps along US 169 in the project area.
Lane balance is satisfied at most exit ramps along US 169 by incorporating escape lanes beyond the exit
ramps that have auxiliary lanes; however there are locations with auxiliary lanes that do not meet the lane
balance criteria.All of the non-balanced exit locations can be classified as exceptions to the AASHTO criteria
No. 2 due to the closely spaced ramps which are less than 1500 feet. The four exit locations without escapes
lanes are:
• Northbound US 169 exit to Plymouth Avenue; auxiliary lane with no escape lane.
• Southbound US 169 exit to WB TH 55; auxiliary lane with no escape lane.
• Southbound US 169 exit to EB TH 55; auxiliary lane with no escape lane.
• Southbound US 169 exit to Betty Crocker; auxiliary lane with no escape lane.
ROUTE CONTINUITY
A route continuity evaluation is to determine if any forced lane changes are required to continue along a
specific highway. A forced lane change occurs when either an established through lane is dropped at a Major
Fork Diverge or when an auxiliary lane is added to the left side of the roadway to accommodate the design of
a Major Fork Diverge and the through traffic must change lanes in order to continue.
Route continuity is maintained for both northbound and southbound US 169 through the project area. Each
direction has two continuous lanes for the entire stretch of roadway.
INTERCHANGE SPACING
In urban areas, the minimum interchange spacing desired is 1 mile; collector distributor(C-D) roadways are
recommended when that spacing criteria is not met.
Along US 169, there are some locations that meet the minimum 1 mile spacing; however most of the corridor
inside the I-94/494/694 Beltline, the interchange spacing is more dense than desired. Between I-494 and I-
694 there are a total of 22 interchanges which has an average of 1.4 interchanges per mile.
In the study area between I-394 and Medicine Lake Road there are a total of 5 interchanges within 2.4 miles
which is an average of 2.1 interchanges per mile. This is over two times the recommended minimum
interchange spacing and there are no C-D roadways used.
The interchange spacing between Plymouth Road and Medicine Lake Road is approximately 1-mile; which is
the desired minimum. Taking Medicine Lake Road out of the spacing and only looking at interchange spacing
between I-394 and Plymouth Road results in a much worse condition. There are 4 interchanges within 1.4
miles; resulting in an average interchange spacing of 2.9 per mile.
The table below lists the interchange spacing within the City of Golden Valley.
Table 3
Interchange Spacing
Interchange Spacing
From To Feet(Miles)
I-394 Betty Crocker Drive 2100 (0.4 miles)
Betty Crocker Drive TH 55 1480(0.28 miles)
TH 55 Plymouth Avenue 3600 (0.68 miles)
Plymouth Avenue Medicine Lake Road 5280 (1 mile)
INTERCHANGE RAMP SPACING
The distance between freeway ramps can be one of the most important features to impact freeway
operations. Mn/DOT has established guidelines for desired interchange ramp spacing and these guidelines
are documented in the Mn/DOT Design Manual and are shown in Figure 1.
Figure 1
Mn/DOT Interchange Ramp Spacing Guidelines
ENTRANGE-ENrRANGE EHTRANGE-EMI'f
�R E3fIT-EXIT EXIT-EN'fRaNCE 1LIRNING R8AD1NdYS � wEAVING ]
k �k� ► � R
�Y `v +� � /� r� �
I I L f I L
.�
�
L L
DIST�\CE SETIL'EE�St'CCESSII`E R�4lP IER�iI�:1L5
Figurr 6-1.9�{:�
Tablc 6-1.U4:�
Distance Bets�•eea Succezsiz•e Ramp lerminsla(ft)x
Earrsnce-Ea�ance Entrance-£rit(R"earin�)
OR £zit-Entr�are TarningRoadrrav=_
Ezit-Erit S�s.+¢ns ao Smirx Sffl'TCF f9 SPR7C!
Fai� GL3 Fu�i GL Stirrazn Sa,�t�s Fi�:� C-D Fr:t! GD
Fraw��ar Ro� F.roa�+�ar Rarni h±:arcK�n,�r Larcr:�;art�e Fr�r,�,: Roou' Froc�+�� Yaacf
DlSIf9LL! I�a. 1_vi� -_. b�� 12C� .�r. ?v0: i.�OC 'U�n 1>w0
Pldeqn�te ]?�]� li��n �,]� =�n i�Jl�] E��O �Sp: :BO« 1SvG 1'2�t�
Absolah IC+]� 3C�a 54r 4��� 8�7: 'OG �!Y't� :SOC IiCG 10�0
af;nimum
Using this criterion against the current ramp spacing along US 169, there are many locations that do not meet
the absolute minimum spacing requirement. Some of these locations are enhanced with a full auxiliary lane
between the ramps to help with weaving traffic, but the short distances still make weaving hard. Table 4
summarizes the existing ramp spacing including using the physical gore of the ramps and the painted gores.
Table 4
Ramp Spacing
Desirable Adequate Minimum Physical Painted
Spacing Spacing Spacing Gore Gore
From To Type (feet) (feet) (feet) Spacing Spacing Comments
16th Street Entrance EB I-394 Exit EN-EX 2000 1800 1500 1200 950
EB I-394 Exit EB I-394 Entrance EX-EN 75� 6�0 500 660 940
EB I-394 Entrance WB I-394 Exit ENs�-EX 3000 2500 2000 570 330 Aux.Lane
WB I-394 Exit WB I-394 Entrance EX-EN 750 600 500 680 1000
WB I-394 Entrance Betty Crocker Exit ENs�-EX 3000 2500 2000 720 500 Aux.Lane
� Betty Crocker Exit Betty Crocker Entrance EX-EN 750 600 500 200 315
� Betty Crocker Entrance EB TH 55 Exit EN-EX 2000 1800 1500 800 670 Aux.Lane
�
� EB TH 55 Exit EB TH 55 Entrance EX-EN 750 600 500 615 750
�
� EB TH 55 Entrance WB TH 55 Exit EN-EX 2000 1800 1500 560 435 Aux.Lane
° WB TH 55 Exit WB TH 55 Entrance EX-EN 750 600 500 490 820
Z
WB TH 55 Entrance Plymouth Road Exit EN-EX 2000 1800 1500 1460 880 Aux.Lane
Plymouth Road Exit Plymouth Road EX-EN 750 600 500 1850 2210
Entrance
Plymouth Road Entrance Medicine Lake Exit EN-EX 2000 1800 1500 3750 3390
Medicine Lake Exit Medicine Lake Entrance EX-EN 750 600 500 1740 2170
Medicine Lake Entrance 36th Avenue Exit EN-EX 2000 1800 1500 3860 3430
36th Avenue Entrance Medicine Lake Exit EN-EX 2000 1800 1500 3710 3180
Medicine Lake Exit Medicine Lake Entrance EX-EN 750 600 500 770 1230
Medicine Lake Entrance Plymouth Road Exit EN-EX 2000 1800 1500 4930 4450
Plymouth Road
Plymouth Road Exit Entrance EX-EN 750 600 500 1730 2340
� Plymouth Road Entrance WB TH 55 Exit EN-EX 2000 1800 1500 1650 1040 Aux. Lane
� WB TH 55 Exit WB TH 55 Entrance EX-EN 750 600 500 550 980
� WB TH 55 Entrance EB TH 55 Exit EN-EX 2000 1800 1500 570 380 Aux.lane
�
� EB TH 55 Exit EB TH 55 Entrance EX-EN 750 600 500 620 870
� EB TH 55 Entrance Betty Crocker Exit EN-EX 2000 1800 1500 770 520 Aux.Lane
�
Betty Crocker Exit Betty Crocker Entrance EX-EN 750 600 500 210 440
Betty Crocker Entrance WB I-394 Exit EN-EX 2000 1800 1500 680 400 Aux.Lane
WB I-394 Exit WB I-394 Entrance EX-EN 750 600 500 740 1050
WB I-394 Entrance EB I-394 Exit ENs�-EX 3000 2500 2000 580 360 Aux. Lane
EB I-394 Exit EB I-394 Entrance EX-EN 750 600 500 690 860
EB I-394 Entrance 16th Street Exit ENs�-EX 3000 2500 2000 940 800
INTERCHANGE TYPE
Uniformity of interchange types along a freeway corridor has the potential to reduce congestion and safety
problems. Uniformity allows drivers to anticipate lane changing, merging, and exiting maneuvers between
interchanges.
Along US 169, between I-494 and I-694 there are multiple interchange types. All of the system interchanges
are cloverleaf designs at TH 62, I-394, and I-694; i-494 was recently reconstructed to a 3 level design. The
service interchanges along US 169 have multiple interchange types, the most common is the standard
diamond configuration; however there are cloverleaf, partial cloverleaf, and buttonhook types.
Within the City of Golden Valley, I-394 and TH 55 are both cloverleaf designs. Between I-394 and TH 55, the
Betty Crocker Drive interchange is a folded diamond with all ramps on the south side of the overpass. The
Plymouth Avenue interchange is unique diamond type interchange that has connections to the 2-way frontage
roads on both sides of US 169. The Medicine Lake Road interchange has a standard diamond configuration
for northbound US 169 and a low speed buttonhook design for southbound US 169.
SHORT WEAVING AREA
Throughout the study area, there are many locations with short weaving sections. Table 5 shows all locations
of a weaving (entrance to exit)area that is less than the minimum desired spacing of 1500 feet; this is all
weaving areas between I-394 and Plymouth Avenue. All of these locations are aided by the use of auxiliary
lanes between the ramps. All weaving sections with at least 1000 vehicles weaving during the peak hour are
highlighted.
The heaviest weave section is along US 169 is between westbound I-394 and Betty Crocker Drive;
northbound in the AM peak, there are almost 2,200 vehicles that weave between the two ramps located only
500 feet apart. Southbound in the PM peak hour there are over 1,700 vehicles weaving between the I-394
loop ramps with only a weaving distance of 360 feet.
Table 5
Short Weaving Areas
Weave AM Peak Period PM Peak Period
Distance Total Total
Entrance Exit (feet) Enter Exit Weave Enter Exit Weave Comment
� EB I-394 WB I-394 330 650 420 1070 440 210 650 Loops-Aux Lane
`° WB I-394 Betty Crocker 500 1330 860 2190 610 140 750 Auxiliary lane
� Betty Crocker EB TH 55 670 120 640 760 480 220 700 Auxiliary lane
Z EB TH 55 WB TH 55 435 180 610 790 250 380 630 Loops-Aux Lane
WB TH 55 Plymouth Road 880 140 480 620 230 260 490 Auxiliary lane
� Plymouth Road WB TH 55 1040 300 190 490 380 240 620 Auxiliary lane
�° WB TH 55 EB TH 55 380 320 270 590 440 300 740 Loops-Aux Lane
� EB TH 55 Betty Crocker 520 330 440 770 260 110 370 Auxiliary lane
m Betty Crocker WB I-394 400 230 490 720 650 600 1250 Auxiliary lane
�
WB I-394 EB I-394 360 900 550 1450 1170 570 1740 Loops-Aux Lane
Cl�� (�� �
City Administration/Council
763 593 8003 l 763 593 8109(fax)
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Executive Summary
Golden Valley Council/Manager Meeting
June 10, 2014
Agenda Item
4. Environmental Issues
Prepared By
Thomas Burt, City Manager
Summary
Mayor Harris requested this item be placed on the agenda.
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1 Finance De artment
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763 593 8013/763-593-8109(fax)
Executive Summary
Golden Valley Council/Manager Meeting
June 10, 2014
Agenda Item
5. Water Fee on City Utility Bill for Emergency Water Supply
Prepared By
Susan Virnig, Finance Director
Summary
On January 9, the three cities of Golden Valley, Crystal and New Hope met and decided to go
ahead with construction of wells near the Joint Water Commission's reservoirs (1 in Golden
Valley and 2 in Crystal) and restoring a fourth well that exists in New Hope. By this action,the
cities would have an emergency water supply system. Bonds were going to be sold to help
finance the loint Water costs but the cities decided to finance their own portion of the bill.
Council will need to consider an interfund loan to the Water and Sewer Utility Fund from the
Storm Utility Fund to pay the bill from the Joint Water Commission. In order for the Water and
Sewer Utility Fund to make that payment, staff is suggesting an additional water fee of 20 cents
per 1,000 gallons to fund the Emergency Water Supply. This charge will be a separate line item on
the utility bill called Emergency Water System.
The fee will be considered at both meetings in July and start on October 1. The interfund loan will
be considered the first meeting in July. An article about the financing will be in the upcoming City
News.
Attachments
City News May/June 2014 Article -Joint Water Commission to Drill Emergency Wells (1 page)
Joi nt Water Cam m ission GoldenUalley
�`a D►ri I I Erner enc Wel ls
� Y
'Ihe Joint Water Comrrussion(JWC� Cities of Golden Valley, syste�n and utility billing,
Crystal,and New Hope J�ave purchased treated Mississippi meter reading,and water
river water from Minneapolis for inore than 60 years without sampling fu�lctions.
incident,but as a precaution,this year they will drill three
emergency wells that can be used if for any reason Minneapo- ��e JWC reservoirs are
lis water becomes unavailable. capable of storing 28
million gallons ofwater,
"Say we have a long period of drought where water levels enough to meet each
dropped considerably and we couldn't take water from the day's needs for approxi-
river,or something contaminates the Mississippi,or a catas- mately four days (during normal usage).Operators
trophe like a tornado damages one or both of the Minneapolis often fill the reservoirs at night to be ready tor an-
water plants.We could use our backup system,"says Mitch other day of demands fi•om customers.Adequate
Hoef�,a Golden Valley engineer. supplies rnust also be available to provide water for
firefighters.
Water supply emerge» .ry and conservation plans are required
under Minnesota State Statute(473.89�. The three JWC Cities use about seven million gal-
lons ofwater each day.Water demands of
Construetion Sehedule JWC customers have been relatively
After recently securing enough funding for the$�million proj- constant over the past 10 years.In
ect,the JWC�vi111ikely move forward with construction this the summer,water deinands
fall.Construction costs will be shat•ed by three Cities based o�i increase dramatically(often
their ratio of water use,Hoeft says. up to 17 inillion gallons
One well will be built ne�t to the 9-million-gallon JWC reser- eacl�day�when resi-
voir in Golden Valley near Iheodore Wirth Park."I'wo other dences and businesses
wells will be built next to the 19-million-gallon JWC reservoir irrigate their Iawns.
in Crystal.Additionally,an eaisting well in New Hope will be �e most customers
restored. have used in a single
daywas 20 inillion
Should tIze JWCs existing water supply be compromised,the gallons.
�vells would be able to provide an essential amount ofwater
to the three communities for an indefinite period,Hoeft says, If you have questions
about tlie JWC well
adding that the water would be chlorinated but not softened. project,the JWC,or
"'Ihe wells are not intended to be used except in an emergen- Ciry water utilities,
cy,"Hoeft explains."Hopefully we'll never need them,but if contact Public Works at
we do,we'11 have them." 763-593-8030. "1'`
History Of The JWC And Water Use
In 1963,the Cities of Crystal,New Hope,and Golden Valley ��
formed the JWC to purcliase treated water under one contract �:��
from the City of Minneapolis and to efficiently manage the ,._�d,
three Cities'unique water distribution system in a fair and
equitable manner.Each City maintains its own distribution
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763-593-8003/763-593-8709(fax�
Executive Summary
Golden Valley Council/Manager Meeting
June 10, 2014
Agenda Item
6. Mid-year Update
Prepared By
Thomas Burt, City Manager
Summary
The Council has discussed several issues since the first of the year. The following is an update on
those items discussed since the first of the year. Additional updates will be provided at the
meeting.
Teen Commission: The Committee has been approved and we are currently recruiting youth to
serve.
J-Hap, Inc.: Staff continues to work with J-HAP on their application for TIF and will bring this to the
HRA when ready.
Residential Property Maintenance Code: Staff is working on changes to the Code.
Social Media: The City now has a presence on Facebook.
Schullers Tavern: Staff is working on the Comprehensive Plan changes and the rezoning. However,
we have not received any applications from Schullers and we are waiting to move forward.
Railroad Crossing Quiet Zone: Staff has received calls from the neighbors and they have indicated
the problem has gone away. Staff was informed that the railroad was doing maintenance on other
parts of the line and that is what caused the evening use. The railroad has not identified a time they
will meet.
Even Year Election:There was not consensus of the Council to make the change.
On-Street Parking: Staff was directed to prepare an ordinance to ban winter parking and is working
on the ordinance.
Welshire of Bloomington: Staff continues to work with the developer and is waiting for them to
make a TIF application.
Lot Width Definitions: On the June 23 Planning Commission agenda.
Planning Department Neighborhood Meeting Policy: Formal approval schedule on the June 17 City
Council agenda.
Lilac Planting
Douglas Drive Reconstruction Project
Hennepin County Dispatch for Police and Fire Services
Brookview Community Center
Bassett Creek Regional Transit Concept
Ct�"� Q� �"��?�
�„ � CityAdministration/Council
763 593 80031?63-593-8109(fax)
Executive Summary
Golden Valley Council/Manager Meeting
June 10, 2014
Agenda Item
7. Foreclosure Prevention
Prepared By
Thomas Burt, City Manager
Summary
Mayor Harris requested this item be placed on the agenda.