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Portland Avenue Multimodal Study Final Report Bloomington, Minnesota BLMGT 140965 | October 26, 2017

Portland Avenue Multimodal Study

Final Report Bloomington, Minnesota

SEH No. BLMGT 140965

October 26, 2017

I hereby certify that this report was prepared by me or under my direct supervision, and that I am a duly Licensed Professional Engineer under the laws of the State of Minnesota.

Heather Kienitz, PE

Date: October 25, 2017 License No.: 46802

Reviewed By: Nikki Farrington, PE Date: October 25, 2017

Short Elliott Hendrickson Inc. 3535 Vadnais Center Drive St. Paul, MN 55110-5196 651.490.2000

SEH is a registered trademark of Short Elliott Hendrickson Inc.

PORTLAND AVENUE MULTIMODAL STUDY BLMGT 140965 i

Contents

Letter of Transmittal Certification Page Title Page Table of Contents

1 Introduction .......................................................................... 1

2 Existing Conditions ............................................................... 3 2.1 Non-motorized Facilities ....................................................................................... 4

2.2 Parking ................................................................................................................. 5

2.3 Transit .................................................................................................................. 5

2.4 Traffic Control ....................................................................................................... 6

3 Study Guidance and Community Engagement .................... 6 3.1 Study Advisory Committee (SAC) ......................................................................... 7

3.2 Open House Meetings .......................................................................................... 7

3.3 Study Website ...................................................................................................... 8

3.4 Digital Media ......................................................................................................... 8

4 Data Collection ..................................................................... 8 4.1 Intersection Count Data ........................................................................................ 8

4.2 Pedestrian and Bicycle Count Data .................................................................... 15

4.3 Corridor Data ...................................................................................................... 17

4.4 Gap Study .......................................................................................................... 17

4.5 Delay Study ........................................................................................................ 18

4.6 Speed Study ....................................................................................................... 18

4.7 On-Street Parking ............................................................................................... 19

4.8 Crash Data ......................................................................................................... 20

5 Traffic Operations Analysis and Concepts ......................... 22 5.1 Existing Conditions Traffic Operations Analysis ................................................. 23

5.2 2040 Traffic Forecasts ........................................................................................ 29

5.3 Near-term Concept Options ................................................................................ 35

5.4 2040 Traffic Operations Analysis ........................................................................ 40

5.5 Model Travel Time and Queue Results .............................................................. 55

5.6 Long-term Vision Concept .................................................................................. 64

5.7 82nd Street Traffic Signal .................................................................................... 65

Contents (continued)

PORTLAND AVENUE MULTIMODAL STUDY BLMGT 140965 ii

6 Planning Level Cost Estimates ........................................... 67

7 Evaluation Criteria and Matrix ............................................ 68 7.1 Evaluation Matrix ................................................................................................ 69

8 Study Advisory Committee Recommended Option ............ 73

9 City Council Adoption of Recommendations ...................... 75 9.1 Near-term Recommendations ............................................................................. 75

9.2 Long-term Recommendations ............................................................................ 76

List of Tables Table 1 – Portland Avenue Daily Traffic Volume .................................................................... 17

Table 2 – Portland Avenue AM and PM Peak Hour Gap Study ............................................. 18

Table 3 – Portland Avenue Delay Study Summary ................................................................ 18

Table 4 – Portland Avenue Speed Data Summary ................................................................. 19

Table 5 – 2040 Daily Traffic Forecasts ................................................................................... 29

Table 6 – 2040 Driveway Average Delay Comparison ........................................................... 42

Table 7 – 2017 and 2040 Corridor Travel Time Between American Boulevard and Old

Shakopee Road ................................................................................................................ 55

Table 8 – Evaluation Matrix .................................................................................................... 71

List of Figures Figure 1 – Portland Avenue Multimodal Study Corridor ........................................................... 2

Figure 2 – Existing Typical Cross Section ................................................................................ 4

Figure 3 – Existing AM Turning Movement Volumes.............................................................. 11

Figure 4 – Existing PM Turning Movement Volumes.............................................................. 13

Figure 5 – Pedestrian and Bicycle Volumes 7:00 AM to 7:00 PM .......................................... 16

Figure 6 – Existing AM Level of Service ................................................................................. 25

Figure 7 – Existing PM Level of Service ................................................................................. 27

Figure 8 – 2040 AM Turning Movement Volumes .................................................................. 31

Figure 9 – 2040 PM Turning Movement Volumes .................................................................. 33

Figure 10 – Option 1 – Three-Lane with Bicycle Lane, Midblock ........................................... 37

Figure 11 – Option 1 – Three-Lane with Bicycle Lane, Intersection ....................................... 38

Figure 12 – Option 2 – Two-Lane with Bicycle Lane, Midblock .............................................. 39

Figure 13 – Option 2 – Two-Lane with Bicycle Lane, Intersection .......................................... 40

Figure 14 – 2040 No Build AM Level of Service ..................................................................... 43

Contents (continued)

PORTLAND AVENUE MULTIMODAL STUDY BLMGT 140965 iii

Figure 15 – 2040 No Build PM Level of Service ..................................................................... 45

Figure 16 – 2040 Build Option 1 – AM Level of Service ......................................................... 47

Figure 17 – 2040 Build Option 1 – PM Level of Service ......................................................... 49

Figure 18 – 2040 Build Option 2 – AM Level of Service ......................................................... 51

Figure 19 – 2040 Build Option 2 – PM Level of Service ......................................................... 53

Figure 20 – 2040 Model Queue Results – American Boulevard ............................................. 57

Figure 21 – 2040 Model Queue Results – 82nd Street ............................................................ 58

Figure 22 – 2040 Model Queue Results – 86th Street ........................................................... 59

Figure 23 – 2040 Model Queue Results – 88th Street ............................................................ 60

Figure 24 – 2040 Model Queue Results – Valley View Middle School and 90th Street .......... 61

Figure 25 – 2040 Model Queue Results – 92nd Street ............................................................ 62

Figure 26 – 2040 Model Queue Results – Old Shakopee Road ............................................. 63

Figure 27 – Long Term Vision – Midblock .............................................................................. 64

Figure 28 – Long Term Vision – Intersection .......................................................................... 65

Figure 29 – Study Advisory Committee Recommended Option ............................................. 74

Figure 30 – Option 1 Cross Section ....................................................................................... 76

Figure 31 – Long-term Vision Option Cross Section .............................................................. 77

List of Appendices Appendix A Community Engagement

Appendix B Valley View Middle School Data

Appendix C Crash Data

Appendix D Traffic Operations Analysis

Appendix E 2040 Traffic Forecasts

Appendix F Concept Options

Appendix G 82nd Street Traffic Signal Warrant Analysis

Appendix H Planning Level Cost Estimates

Appendix I City Council Meeting Minutes – July 10, 2016

BLMGT 140965 Page 1

Portland Avenue Multimodal Study Final Report

Prepared for City of Bloomington, Minnesota

1 Introduction This multimodal study has been conducted for Portland Avenue between American Boulevard and Old Shakopee Road in the City of Bloomington. The purpose of the multimodal study was to explore options for improving roadway safety and operations and to address the current and future needs of autos, pedestrians, bicyclists, and transit. In the near term, a planned roadway resurfacing project led by Hennepin County along the majority of the study corridor provides an opportunity to address these needs and to incorporate an on-street bicycle facility; which is identified in The City of Bloomington’s Alternative Transportation Plan (ATP). Specifically, the ATP identifies Portland Avenue as a Community Corridor, with an on-street bicycle facility, providing connections to destinations within the city and to adjacent cities.

In addition to addressing near term needs, the multimodal study also developed a long term vision for the Portland Avenue corridor, identifying improvements to further enhance multimodal safety and mobility through a future project that is not yet planned or funded.

The goals identified by the City of Bloomington and project team for the Portland Avenue Multimodal Study are:

1. Develop recommendations to optimize use of the existing right-of-way for traffic capacity and safety needs.

2. Develop a plan for intersection and signal improvements along the Portland Avenue study corridor.

3. Identify and recommend options for improvements that could be made with a near-term resurfacing project.

4. Identify and recommend options for long-term improvements that could be part of a potential future reconstruction project that is not currently planned or funded.

5. Address pedestrian mobility and crossing safety concerns both along and crossing the corridor.

PORTLAND AVENUE MULTIMODAL STUDY BLMGT 140965 Page 2

Figure 1 – Portland Avenue Multimodal Study Corridor


2 Existing Conditions Portland Avenue is a north-south corridor extending from Bloomington through Richfield and into Minneapolis. This 2.3 mile segment of Portland Avenue between American Boulevard and Old Shakopee Road travels through a primarily residential neighborhood and provides direct access to several institutional destinations – two churches, Valley View Middle and Elementary Schools, Valley View Playfield, the Hennepin County Oxboro Library and the Bloomington Family Aquatic Center. The land uses along the corridor have direct driveway access to Portland Avenue with approximately 172 driveways.

Portland Avenue is a four-lane Hennepin County roadway (County State Aid Highway 35 or CSAH 35). The speed limit along the study corridor is 35 mph.

The typical width of the corridor is 44-feet between the curbs with a right-of-way of 66-feet. Generally, Portland Avenue does not include separate turn lanes at intersections with exceptions at the intersections of American Boulevard and Old Shakopee Road. At Old Shakopee Road there is a channelized southbound right-turn lane and at American Blvd there is a channelized northbound right-turn lane as well as left-turn lanes for northbound and southbound Portland Avenue. Figure 2 shows the typical cross section at a midblock location along the study corridor.

Existing Portland Avenue Study corridor layout and residential character


Figure 2 – Existing Typical Cross Section

2.1 Non-motorized Facilities Sidewalks are in place along both sides of Portland over the entire length of the study corridor. There is typically a 5-foot boulevard between the street and the 4-foot sidewalk with the exception of the segment between 81st Street and American Boulevard, where the sidewalk is adjacent to the street. The narrow sidewalks and a lack of dedicated space for bicyclists impact multimodal travel in the area.


2.2 Parking Parking is generally permitted along both sides of Portland Avenue for the majority of the study corridor, with some exceptions. Where parking is permitted, parking is prohibited 7-9 AM and 3-6 PM Monday through Saturday. There are No Parking Zones scattered along the study corridor on both sides of the street as follows:

Between American Boulevard and the north leg of 81st Street

Between the northern limits of the school zone near 8730 Portland Avenue and 92nd Street

Between the northern driveway of Old Shakopee Park multifamily housing and Old Shakopee Road

2.3 Transit Metro Transit route 553 is an express bus route which uses Portland Avenue along the entire length of the study area, with weekday-only service for five northbound buses between 6:13 AM and 8:15 AM and five southbound buses between 4:12 PM and 6:22 PM. Bus stops for this route are located virtually every block – 17 stops on each side of Portland Avenue between American Boulevard and Old Shakopee Road. However, buses only stop at locations where passengers are waiting to board or have signaled the driver of their desire to alight. Ridership data was provided by Metro Transit for each stop along the corridor showing relatively low transit use. The

The narrow Portland Avenue sidewalks become even narrower during winter months due to snow storage needs.


data show that average daily transit boarding and exiting along the Portland Study Corridor is less than 1 person per day at active transit stops. Based on the data provided, a single bus will stop an average of less than 3 times along the corridor (10 total buses per day).

2.4 Traffic Control There are five signalized intersections along the corridor with the following traffic signal phasing:

American Boulevard – permissive/protected left turn phasing for Portland Avenue

82nd Street – permissive left turn phasing for Portland Avenue

86th Street – permissive left turn phasing for Portland Avenue

90th Street – permissive left turn phasing for Portland Avenue

Old Shakopee Road – provides split phasing for Portland Avenue

An actuated pedestrian crossing including a Rectangular Rapid Flashing Beacon (RRFB) is provided at Bischoff Lane serving Valley View Middle and Elementary Schools. The remaining 15 intersections are controlled with two-way stop control for the cross-street (east-west streets).

3 Study Guidance and Community Engagement The Portland Avenue Multimodal Study process included a public and agency involvement program that was initiated at the beginning of the study. There were several elements to the program, which are detailed below.

Bischoff Lane Pedestrian Crossing and Rectangular Rapid Flashing Beacon


3.1 Study Advisory Committee (SAC) The SAC was formed to provide technical input to the study and to review the technical work of the project team. The group was also responsible for review of concept options and sharing information and gathering feedback from pertinent agency groups. At the end of the process, the SAC recommended a preferred near-term option.

The SAC included staff from the following agencies and departments or functional groups:

Bloomington Public Schools – District #271

Metro Transit, Street Operations

Hennepin County, Public Works Engineering

Hennepin County, Transportation Planning

City of Bloomington Public Works, Engineering

City of Bloomington Public Works, Street Maintenance

City of Bloomington, Fire Department

City of Bloomington, Parks & Recreation

City of Bloomington, Legal/Risk Manager

SEH Consultant Team

The SAC participated in three meetings over the course of the project including a corridor walking tour at the first meeting on March 14, 2017. The group identified concerns along the corridor and had the opportunity to experience it as a pedestrian as well as a motorist as the meeting was held on the corridor at Oxboro Library. The remaining two meetings were held on April 12, 2017 and May 16, 2017. A separate meeting was also held on April 25th with representatives from Bloomington Public Schools to provide an update due to schedule conflicts for SAC meetings 1 and 2.

3.2 Open House Meetings The study process included two public open house meetings at Valley View Middle School. The two meetings were advertised on the City of Bloomington project webpage, City Facebook page and in the Sun Current. Email invitations were sent to the Bloomington Bicycle Alliance and 2,000 direct mailings (postcards) were sent to property owners.

The first public open house was held on March 28, 2017 with approximately 53 individuals attending. The meeting was the first public event for the project and it was held in an open house/workshop style format with no formal presentation. Project staff were available to answer questions and participate in one-on-one discussions with attendees. Project staff also guided participants through a series of planning games and activities as well as three different comment opportunities. A summary of Open House #1 is included in Appendix A.

Attendees at Open House #1 participated in a planning game to select a street cross section


Open House #2 was held on May 9, 2017. Approximately 43 individuals signed in and 27 people indicated that they were not at Open House #1. The purpose of the meeting was to present the analysis and evaluation work completed and gather feedback on two-near term concept options and one long-term vision concept option. Project staff guided participants through a series of analysis boards, an evaluation matrix, and conceptual layouts while also providing various opportunities for the public to provide comments. A summary of Open House #2 is included in Appendix A.

3.3 Study Website A study website was developed and maintained by the City of Bloomington on the internet at https://www.bloomingtonmn.gov/eng/portland-avenue-multi-modal-corridor-study. The site provided an additional means of distributing information and gathering input with an e-subscribe and e-mail reply feature.

3.4 Digital Media The City of Bloomington’s YouTube channel featured an informational video on the Portland Avenue Multimodal Study. The video production included the potential concept options for near-term condition and a notice for Open House #2 encouraging the public to attend, review the study materials and provide feedback on the concept options. A link to the feature was posted to the City’s social media accounts. The video can be found at https://www.youtube.com/watch?v=SOiqgHC-xK4.

4 Data Collection Fully understanding the impacts of potential concept options for Portland Avenue was critical to safely balancing the needs of all users. The first step in this process was to gather and evaluate data such as current travel speeds, crashes, traffic operations, gaps in traffic, and auto, pedestrian and bicycle demands.

4.1 Intersection Count Data As part of this project, 13-hour intersection turning movement counts were collected in March of 2017 along Portland Avenue at key intersections for which no recent data were available. The turning movement count data was collected from 6:00 AM to 7:00 PM. The following is a list of the study intersections at which 13-hour traffic counts were conducted:

Portland Avenue at American Boulevard – Signalized

Portland Avenue at 82nd Street (South Leg) – Signalized

Portland Avenue at 88th Street – Unsignalized

Portland Avenue at 92nd Street – Unsignalized

Portland Avenue at Old Shakopee Road – Signalized

Intersection turning movement count data was provided by Hennepin County for these intersections:

Portland Avenue at 86th Street – Signalized

Portland Avenue at 90th Street – Signalized


In addition, the City of Bloomington also collected peak hour turning movement counts at the intersection of Portland Avenue at 82nd Street (north leg) from 7:00 AM – 9:00 AM and from 12:00 PM – 6:00 PM.

Due to the arrival of students at Valley View Middle School coinciding with the morning peak hour, the City also obtained data at the southern driveway of Valley View Middle School from 7:00 AM – 9:00 AM. This driveway has one-way outbound or exiting operation. Vehicular queue lengths were also recorded at the driveway during this time period and can be found in Appendix B.


Valley View Middle School

Portland Avenue Multimodal Study Figure 3

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4.2 Pedestrian and Bicycle Count Data The City of Bloomington provided previously collected data for pedestrian and bicycle use along the corridor. Counts of pedestrians and bicyclists were obtained on October 28, 2016 between 7:00 AM and 7:00 PM at two locations along the study corridor:

81st Street

92nd Street

Figure 5 summarizes the count data.


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*data taken 10.28.16

*data taken 10.28.16

E 81st St

E 90th St

Bicycle & Pedestrian Volumes: 7:00 am to 7:00 pm


4.3 Corridor Data Daily traffic volume counts were obtained at three locations along the corridor in March 2017 and compared to Average Annual Daily Traffic (AADT) along Portland Avenue from MnDOT traffic flow maps for the most current AADT’s from 2011 and 2014. The daily count data obtained for the study (2017 ADT) and the MnDOT AADT data are very similar and shown in the table below.

Table 1 – Portland Avenue Daily Traffic Volume

Portland Avenue Location

Volume

Northbound Southbound 2017 ADT

MnDOT AADT Map

North of 82nd Street 4,040 3,646 7,690 8,100

North of Southern Driveway at Valley View Middle

School 3,123 2,647 5,770 5,900

North of 96th Street 1,775 2,101 3,880 3,800

4.4 Gap Study When considering a reduction in the number travel lanes along a street it is useful to have “before and after” data to assess impacts. At unsignalized intersections and the multiple driveways there is a concern that vehicles will have acceptable gaps in traffic to enter or cross Portland Avenue. To assess this a vehicle gap study was completed at the Portland Avenue intersections at 88th Street and 92nd Street for both the eastbound and westbound left turning vehicles during the AM and PM peak hours. A gap study is used to determine the number of gaps and the size, or length of time, of gaps in the vehicular traffic stream for unsignalized intersections and access points. A gap is defined as the time duration (in seconds), measured at the same point in space, between the rear bumper and the front bumper of two consecutive vehicles. Per the American Association of State Highway and Transportation Officials (AASHTO) 2011 Green Book, the average left turn gap needed from a minor approach to make a turn onto the roadway is 7.5 seconds for a passenger vehicle.

At the intersection of Portland Avenue and 88th Street, during the AM peak hour there were 8 vehicles making an eastbound left turn with approximately 146 available gaps greater than 7.5 seconds during the peak hour – nearly 2.5 gaps per minute. Likewise, during the PM peak hour, there were a total of 34 vehicles making an eastbound left hand turn with approximately 138 available gaps greater than 7.5 seconds during the peak hour – 2.3 gaps per minute.

At the intersection of Portland Avenue at 92nd Street, during the AM peak hour there were 19 vehicles making an eastbound left turn and 22 vehicles making a westbound left turn with approximately 148 available gaps greater than 7.5 seconds during the peak hour – nearly 2.5 gaps per minute. During the PM peak hour there were 16 vehicles on 92nd Street making an eastbound left turn and 9 vehicles making a westbound left turn with approximately 141 available gaps greater than 7.5 seconds during the peak hour – 2.3 gaps per minute.


Table 2 shows a summary of the gap study that was completed at the two study intersections.

Table 2 – Portland Avenue AM and PM Peak Hour Gap Study

Portland Avenue @ Peak Hour Volume

# of Left Turn Gaps

88th Street AM 8 146 PM 34 138

92nd Street Eastbound AM 19 148 PM 16 141

92nd Street Westbound AM 22 148 PM 9 141

4.5 Delay Study An approach delay study was completed at 88th Street and 92nd Street for both the AM and PM peak hours. A delay study is used to evaluate the performance of an intersection approach in allowing traffic to enter and pass through, or to enter and turn onto another route. The delay study reports the average stopped time of vehicles on the minor approach, the maximum stopped time of vehicles, the average queue of vehicles, the maximum queue of vehicles and the queue density. A queue density is the average queue length when a queue of vehicles was present at the intersection.

Table 3 shows a summary of the delay for the eastbound approach of 88th Street as well as the eastbound and westbound approaches of 92nd Street. The vehicle queues, average and maximum stopped vehicle times compared favorably with the modeling output from the SimTraffic software package when the existing conditions analysis was conducted (Section 5.1).

Table 3 – Portland Avenue Delay Study Summary

Portland Avenue @ Peak Hour

Average Stopped Time (s)

Maximum Stopped Time (s)

Average Queue (cars)

Maximum Queue (cars)

Queue Density (cars)

88th Street AM 9.77 31 0.07 4 1.38 PM 11.24 78 0.15 3 1.11

92nd Street Eastbound

AM 9.69 37 0.09 1 1.00 PM 7.12 22 0.089 2 1.04

92nd Street Westbound

AM 6.20 26 0.13 3 1.08 PM 8.870 56 0.08 3 1.27

4.6 Speed Study Motor vehicle speeds were collected along Portland Avenue north of 82nd Street, north of the Valley View Middle School southern driveway as well as north of 96th Street utilizing tube data collection equipment. The current speed limit along Portland Avenue is 35 mph. The average speed and 85th percentile speed on Portland Avenue north of 82nd Street was found to be 36 mph and 42 mph, respectively. The average speed and 85th percentile speed on Portland Avenue north of the Valley View Middle School southern driveway was found to be 37 mph and 41 mph,


respectively. The average speed and 85th percentile speed on Portland Avenue north of 96th Street was found to be 36 mph and 42 mph, respectively.

Table 4 shows a summary of the speed data collected.

Table 4 – Portland Avenue Speed Data Summary

Roadway Section 85th Percentile Speed (mph)

Average Speed (mph)

Portland Avenue north of 82nd Street 42 36 Portland Avenue north of Valley View Middle School southern Driveway

41 37

Portland Avenue north of 96th Street 42 36

4.7 On-Street Parking City staff reviewed the Portland Avenue corridor at three separate time periods to document the number and location of parked vehicles on the street. There were no parked vehicles observed on Portland Avenue between American Boulevard and Old Shakopee Road during the data collection periods:

Wednesday March 1, 2017, after 10:00 PM

Thursday March 2, 2017, after 10:00 PM

Saturday March 4, 2017, at 4:00 AM

City staff also made inquiries at the following churches to learn if they typically utilize the on-street parking supply for worship.

Bloomington Lutheran Church


Bloomington Lutheran (9350 Portland Avenue S) – Stated that they do not use on-street parking and that their parking lot is adequate to hold all parishioners during Sunday services.

Atonement Lutheran (601 E. 98th Street) – Stated that they do not use on-street parking and that their parking lot is adequate to hold all parishioners during Sunday services.

Brazilian Church of Hope/United Methodist (8000 Portland Avenue) – The existing No Parking restrictions on Portland Avenue are in effect 365 days a year. The church stated that they share a very large parking lot.

4.8 Crash Data A three-year crash history was obtained using MnDOT’s Crash Mapping Analysis tool (MnCMAT). The data obtained from this database includes all reported crashes along Portland Avenue within the study area between 2013 and 2015. It is important to recognize that some crashes do not get logged into the MnCMAT system or even reported at all. It is difficult to estimate the number of crashes that go unreported so the crash analysis includes only reported crash data.

The MnCMAT crash data was summarized and compared to data for similar MnDOT facilities. There were a total of 94 reported crashes in the study area. Of the reported crashes, 74 were intersection related crashes and the remaining 20 were segment crashes, meaning they occurred at least 200 feet away from a street intersection.

4.8.1 Description of Rates Crash and severity rates were calculated for all intersections and segment sections along Portland Avenue in the study area. The rates were compared to MnDOT Statewide average rates for similar intersections and street segments.

Crash rate – Crash rate analysis is a useful tool to determine how a specific intersection compares to the average intersection or segment on the street network. The calculation is based on the number of vehicles entering an intersection and the units are expressed as the number of crashes per million entering vehicles for intersections and per million vehicle miles traveled for segments.

Critical crash rate – While the crash rate calculation allows for comparison of locations with similar designs but different volumes, the critical crash rate calculation adjusts the average rate based on exposure and is a statistically adjusted crash rate to account for the random nature of crashes. If an intersection or segment crash rate is at or above the critical rate, there is a sustained crash issue.

4.8.2 Crash Data Review The summary of crash types and severity as well as a comparison of the Portland Avenue crash rates to state-wide average and critical rates can be found in intersection and segment tables in Appendix C.

The data showed that there were no fatal or incapacitating injury crashes reported. No intersection or segment crash rates exceeded the critical crash rate. No pedestrian crashes were reported but two bicycle crashes were reported, one at American Boulevard and the other at Old Shakopee Road. The bicycle crash at American Boulevard occurred between a bicyclist crossing against the traffic signal and an eastbound vehicle. The bicycle crash at Old Shakopee Road


occurred between a southbound bicyclist crossing against the traffic signal and an eastbound vehicle starting from a stopped position.

With exception of the American Boulevard intersection the two intersections with the highest number of crashes and crash rates are at 86th Street and 90th Street, each having 13 crashes over the 3-year period. For these two signalized intersections the majority of crashes were right angle crashes. A review of the detailed data for the intersection at 86th Street showed that 4 of the 13 crashes occurred between a left turning motorist and a through motorist on Portland Avenue. A review of the detailed data for the intersection at 90th Street showed that 1 of the 13 crashes occurred between a left turning motorist and a through motorist on Portland Avenue. There were 8 right angle crashes reported at 86th Street and 6 reported at 90th Street.

The County provided collision diagrams for the 86th and 90th Street intersections including crashes from 2012 to 2014. In 2012, the data showed that there were 7 left-turn crashes at the 86th Street intersection and 1 left-turn crash at the 90th Street intersection (Appendix C).

The segment between 82nd and 86th Street included 8 right angle crashes. Review of this data showed that all occurred at the 84th Street intersection. No specific pattern can be identified for these crashes. Three of the right angle crashes were between northbound and eastbound vehicles and three were between southbound and westbound vehicles. The remaining two were between northbound and westbound vehicles and the southbound and eastbound vehicles. At this intersection the northbound and southbound vehicles have the right-of-way due to the side street stop control on 84th Street.


5 Traffic Operations Analysis and Concepts Traffic operations analysis was conducted to understand and document how effectively automobiles are able to navigate through the study corridor under existing conditions, proposed conditions and future conditions. The traffic operations analysis includes several factors:

The number of autos at each intersection (traffic volumes)

The geometry at each intersection (number of lanes)

The length of the green, red and pedestrian intervals at a traffic signal (traffic signal timing)

The amount of time autos spend at each intersection (delay)

How much space waiting autos need (queuing distances)

A traffic operations model was developed using the Synchro/SimTraffic 9.0 software package, a macro and micro simulation tool used to analyze operations along a corridor and at intersections. Traffic signal timing may be optimized with the software and the input data as well as the output measures of effectiveness (MOEs) are easily transferred into spreadsheets for analysis purposes and tabular summaries. The traffic data for the model are described in previous sections of this document and traffic signal timing parameters from Hennepin County were also incorporated.

Intersection of Portland Avenue and 86th Street


The resulting MOEs for each roadway option modeled provide: the average corridor travel time, the length of queues at intersections, the average delay per vehicle and related Intersection Level of Service. Intersection Level of Service, as defined in the 2010 Highway Capacity Manual, is a qualitative performance measure that represents quality of service indicating how well an intersection is operating. Intersections are ranked from LOS A through LOS F. The LOS results are based on average delay per vehicle, which correspond to the delay threshold values shown in the tables found in Appendix D. LOS A indicates the best traffic operation and LOS F indicates an intersection where demand exceeds capacity. Overall intersection LOS A through D is considered to be acceptable traffic flow conditions in the Twin Cities Metropolitan area.

The traffic operations analysis of the existing conditions and potential future street options with existing (2017) and future (2040) traffic volumes was conducted using existing and proposed geometry and signal operation. The models for the AM and PM peak hours were run in the SimTraffic portion of the software five times and results averaged.

The following eight Portland Avenue intersections were analyzed:

5 Signalized Intersections

American Boulevard

82nd Street – south leg

86th Street

90th Street

Old Shakopee Road

3 Unsignalized Intersections

82nd Street – north leg

88th Street

92nd Street

Driveways

81st Street

94th Street


5.1 Existing Conditions Traffic Operations Analysis The analysis results for the existing AM and PM peak hours are summarized in Figures 6 and 7 which display the overall intersection LOS, along with the LOS by each movement at the intersection, highlighting any specific movements with LOS E or F. The detailed results of the analysis are also tabulated in Appendix D.

Figure 6 shows that during the AM peak hour the intersections analyzed along Portland Avenue operate at LOS C or better. While the American Boulevard intersection overall operates at LOS C, the eastbound left turn operates at LOS E. This is due to the signal cycle length and green time provided to these protected movements at the intersection.

Figure 7 shows that during the PM peak hour the intersections analyzed along Portland Avenue operate at LOS D or better. While the American Boulevard intersection overall operates at


LOS D, the eastbound left turn operates at LOS E. Similar to the AM peak hour, this is due to the signal cycle length and green time provided to these protected movements at the intersection.

Generally, existing traffic operations are acceptable along the corridor and at the cross streets with minor delays encountered with the exception of the American Boulevard approaches to Portland Avenue.


E 86th St


E Old Shakopee Rd

Existing - AM Level of Service

N

P

P

O

O

³

P

³

³

>

>

=PORTLAND AVE S

OLD S

HAKO

PEE R

OAD

B

CD

C C

B

B

C

CB

A

A

A

P

PO

OP

O

OP

PORTLAND AVE S

92ND

ST

A

A

A

AA

AA

AA

AA

A

A

P

P

P

PO

O

O

O

PORTLAND AVE S

90TH

ST

B

CB

B B

BB

A

A

A

A

A

A

=>

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³³³

PORTLAND AVE S

VALL

EY VI

EWMI

DDLE

SCHO

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A

A

A

A

A

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P

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PORTLAND AVE S

88TH

ST

=>

A

A

A

A

A

A

A

P

P

P O

>

O

>

P

PORTLAND AVE S

86TH

ST

B

BB

B B

BA

A

B

A

A

A

A

=>

=>

³

³O P ³

O

PORTLAND AVE S

82ND

ST (N

)

82ND

ST (S

)

³P AA

C

A

AA

AA

AA

A

A

A

A

³

³

P

>>

³ ³

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³

=

=

³

>

>

PORTLAND AVE S

AMER

ICAN B

OULE

VARD

E

C

EE

B B

D

D

B

B

A

C

A

A

EE


82nd St

86th St

88th St

90th St

92nd St



E 86th St


E Old Shakopee Rd

Existing - PM Level of Service

N

P

P

O

O

³

P

³

³

>

>

=PORTLAND AVE S

OLD S

HAKO

PEE R

OAD

B

CD

C C

B

B

C

CA

A

A

A

P

PO

OP

O

OP

PORTLAND AVE S

92ND

ST

A

A

A

AA

AA

AA

AA

A

A

P

P

P

PO

O

O

O

PORTLAND AVE S

90TH

ST

B

BB

B A

BB

A

A

A

A

A

A

=>

³

³³³

PORTLAND AVE S

VALL

EY VI

EWMI

DDLE

SCHO

OL

AA

A

³

P

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PORTLAND AVE S

88TH

ST

=>

A

A

A

A

A

A

A

P

P

P O

>

O

>

P

PORTLAND AVE S

86TH

ST

B

BC

B B

BB

B

B

A

A

A

A

=>

=>

³

³O P ³

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PORTLAND AVE S

82ND

ST (N

)

82ND

ST (S

)

³P AA

B

B

AA

AA

AA

A

A

A

A

³

³

P

>>

³ ³

P >>

³

=

=

³

>

>

PORTLAND AVE S

AMER

ICAN B

OULE

VARD

E

D

EE

B C

D

E

C

C

A

D

A

B

EEE


82nd St

86th St

88th St

90th St

92nd St



5.2 2040 Traffic Forecasts A comparison was made of daily traffic forecasts for Portland Avenue and major cross streets in the study area from three different methods and sources including historical trend analysis, the City’s Comprehensive Plan (2008 version, subject to change in the latest Transportation Plan updates) and the latest Metropolitan Council Regional Travel Demand Model (RTMD).

The historical data analysis indicates a declining trend for all of the roadway segments on Portland Avenue in the study area while the City’s 2008 Comprehensive Plan showed that the annual growth rates vary from 2.5% in the north end to 3.8% in the south end. The RTDM analysis indicates the annual growth rates vary from 0.2% in the north end to 1.1% in the south end.

Based on review of the forecast comparison with City staff, it was determined that the results from the RTDM should be used since the model likely most accurately reflects the most current socio-economic data and growth rates in the study area. Table 5 shows the forecast daily volumes at three locations along the study corridor based on the RTDM. Appendix E includes a map showing the existing daily volumes and 2040 daily forecasts in the study area.

Table 5 – 2040 Daily Traffic Forecasts

Roadway Section 2040 Daily Traffic Volume

Portland Avenue north of 82nd Street 9,600

Portland Avenue north of Valley View Middle School southern Driveway

6,500

Portland Avenue north of 96th Street 4,800

The daily traffic growth rates were then applied to the existing AM and PM peak hour turning movement counts to develop 2040 AM and PM peak hour turning movement forecasts. Adjustments were made in the process to account for different growth rates on different approaches. Figures 8 and 9 illustrate the forecasted 2040 AM and PM peak hour turning movements.


Left Blank Intentionally


E 86th St


E Old Shakopee Rd

2040 No Build - AM Turning Movement Volumes

N

P

P

O

O

³

P

³

³

>

>

=PORTLAND AVE S

OLD S

HAKO

PEE R

OAD

656590

1655545

20 915 30

10 635 80

P

PO

OP

O

OP

PORTLAND AVE S

92ND

ST

1024515

2021020

30 15 605 10 25

P

P

P

PO

O

O

O

PORTLAND AVE S

90TH

ST

4525035

11518040

25 560

115

15 150 75

=>

³

³³³

PORTLAND AVE S

VALL

EYVIE

WMI

DDLE

SCHO

OL

420

165

155

125

³

P

³O

PORTLAND AVE S

88TH

ST

=>

25360

35270

25 10

P

P

P O

>

O

>

P

PORTLAND AVE S

86TH

ST

3529040

3019550

65 525

125

25 155 20

=>

=>

³

³O P ³

O

PORTLAND AVE S

82ND

ST (N

)

82ND

ST (S

)

³P3905

75360

24510

40215

5 10

25 35

³

³

P

>>

³ ³

P >>

³

=

=

³

>

>

PORTLAND AVE S

AMER

ICAN B

OULE

VARD

E

6529080

85185210

65 655

195

20 235 40


82nd St

86th St

88th St

90th St

92nd St



E 86th St


E Old Shakopee Rd

2040 No Build - PM Turning Movement Volumes

N

P

P

O

O

³

P

³

³

>

>

=PORTLAND AVE S

OLD S

HAKO

PEE R

OAD

305055

1158070

45 805 40

45 915

110

P

PO

OP

O

OP

PORTLAND AVE S

92ND

ST

520025

2028050

15 5 2525 20 25

P

P

P

PO

O

O

O

PORTLAND AVE S

90TH

ST

2019540

8525550

20 250 35

70 500 85

=>

³

³³³

PORTLAND AVE S

VALL

EYVIE

WMI

DDLE

SC

HOOL

300

370

0 0

³

P

³O

PORTLAND AVE S

88TH

ST

=>

10265

40365

20 40

P

P

P O

>

O

>

P

PORTLAND AVE S

86TH

ST

1524065

50330100

40 365 70

40 525 25

=>

=>

³

³O P ³

O

PORTLAND AVE S

82ND

ST (N

)

82ND

ST (S

)

³P41015

25325

49020

45455

10 10

55 90

³

³

P

>>

³ ³

P >>

³

=

=

³

>

>

PORTLAND AVE S

AMER

ICAN B

OULE

VARD

E

65275130

145325200

120

790

435

100

1065 180


82nd St

86th St

88th St

90th St

92nd St



5.3 Near-term Concept Options Two near-term concept options were identified that could be implemented as part of the planned resurfacing project. The study goals, data, analysis and stakeholder feedback provided the foundation to develop the two options. Because the resurfacing project provides an opportunity to repurpose the space between the curbs along the street, the goal was to identify options to most efficiently use that space for all modes. Thus, both concepts developed include on-street bicycle facilities.

The existing street provides four lanes for vehicle use during the peak periods and allows limited on-street parking in the right lane, potentially reducing the continuous travel way to one-lane in each direction during the off-peak period. The overnight parking data sample obtained and church parking information show that the on-street parking supply was not being utilized along the corridor. Further, discussions with stakeholders at Open House #1 indicated that residents along Portland Avenue were reluctant to park on the street for fear of their vehicle being stuck. Thus the two concept options do not provide for on-street parking. Either option would require a change in the parking restrictions on this corridor to prohibit parking.

The two near-term concept options are described in detail below. Options 1 and 2 presented in this report are conceptual in nature to illustrate the general cross section and layout along the corridor. The design elements shown for each concept will require additional refinement for near-term implementation including placement of signing, pavement marking details, civil street design and traffic signal design.

5.3.1 Concept Option 1 A three-lane cross section is proposed for Option 1. A three lane cross section provides one lane in each direction and a continuous two-way center left turn lane. The daily traffic capacity of a three-lane cross section is generally between 14,000 and 17,000 depending upon the number of left-turning vehicles. The future 2040 traffic forecast volumes along Portland Avenue are well within the capacity range of a three-lane street – 4,800 near Old Shakopee Road and 9,600 near American Boulevard.

A continuous center left-turn lane provides a safety benefit, in particular where there are several driveways and intersections such as along the study corridor where there are 172 driveways and 20 intersections. All left turns from Portland Avenue onto a side street or into a driveway would have their own separate lane. Because these left-turning vehicles would be removed from through lanes, there is a reduction in the potential for rear-end crashes and sideswipe crashes due to weaving around vehicles stopped waiting to turn. This also improves the flow of traffic by eliminating stopped left-turns from blocking through motorists.

The three-lane street concept has adequate space to also provide 5.5-foot bicycle lanes in each direction along the curbs. The number of bicyclists on the sidewalk shown in Figure 5 indicate that there is a demand for bicycle travel along the Portland Avenue corridor. Providing a dedicated on-street space will accommodate some of those current sidewalk bicyclists, removing them from the path of slower moving pedestrians and separating them from faster moving autos. The City of Bloomington ordinance allowing sidewalk bicycling would not be changed with this concept option.


Four-to-Three-Lane Conversions

The City of Bloomington and Hennepin County have converted several of their undivided four lane roadways to three-lane roadways. Some of these streets are located in the City of Bloomington, and others are nearby, including Portland Avenue to the north in Richfield. Below is a list of nearby four-lane to three lane conversions with the associated daily traffic volumes:

86th Street – 5,000 to 9,100 vehicles per day (vpd)

106th Street – 8,800 to 11,700 vpd

Lyndale Avenue – 7,100 to 6,300 vpd

W 90th/Poplar Bridge Road - 4,900 vpd

Nine Mile Creek Parkway – 1,500 vpd

W 84th Street – 5,700 vpd

Veness Road – 3,900 vpd

Portland Avenue (Richfield) – 11,500 vpd

Nicollet Avenue (Richfield) – 9,200 to 10,800 vpd

Penn Avenue (Richfield) – 10,800 vpd

66th Street (Richfield) – 11,400 to 13,500 vpd

Figures 10 and 11 show the midblock and intersection cross section for Option 1. The full concept layout for Option 1 between American Boulevard and Old Shakopee Road can be found in Appendix F.


Figure 10 – Option 1 – Three-Lane with Bicycle Lane, Midblock


Figure 11 – Option 1 – Three-Lane with Bicycle Lane, Intersection


5.3.2 Concept Option 2 The development of concept Option 2 included the assumption that four continuous through lanes of traffic were not needed to support future 2040 traffic forecast volumes of 4,800 to 9,600 vehicles per day on Portland Avenue. Generally, traffic operations data indicates that two-lane streets begin to experience noticeable problems once traffic volumes exceed 10,000 to 12,000 motor vehicles per day. Based on this information, a two-lane street concept was proposed for Option 2 with left-turn lanes located at key signalized intersections where there are higher volumes on the cross streets.

This concept includes the on-street bicycle facility as identified in the City ATP; however it is enhanced through the addition of a painted buffer between bicyclists and motor vehicles. This concept provides a higher quality bikeway which typically attracts a wider range of bicyclists (age and ability) due to the perceived comfort and safety provided by a buffer space. The bike lane is five feet in width from the face of the curb and an adjacent three-foot painted buffer space between signalized intersections as shown in Figure 12. The typical signalized intersection design for Option 2 is shown in Figure 13.

The full concept layout for Option 2 between American Boulevard and Old Shakopee Road can be found in Appendix F.

Figure 12 – Option 2 – Two-Lane with Bicycle Lane, Midblock


Figure 13 – Option 2 – Two-Lane with Bicycle Lane, Intersection

5.4 2040 Traffic Operations Analysis The future operations analysis was conducted for the existing (no-build) condition maintaining four-lanes on Portland Avenue and the two near-term concept options using 2040 traffic volumes.

Concept Options 1 and 2, along with changes to the roadway geometry, included the following modifications to traffic signals:

Removal of split phasing at Old Shakopee Road

Removal of traffic signal at 82nd Street

Permissive left-turn phasing at all intersections except American Boulevard which was modeled with existing protected left-turns for eastbound and westbound and permissive/protected phasing for northbound and southbound.

Signal phase timing optimization, existing cycle lengths were maintained


The results of the traffic operations analysis for the No-Build condition are summarized in Figures 14 and 15. The analysis results for Option 1 are shown in Figures 16 and 17 and results for Option 2 are shown in Figures 18 and 19. These figures display the overall intersection LOS the LOS by movement at the intersection, highlighting any specific movements with LOS E or F. The detailed results of the analysis are also tabulated in Appendix D.

For the AM peak hour all of the intersections analyzed along Portland Avenue for all of the design options operate at LOS C or better. While the American Boulevard intersection overall operates at LOS C, the eastbound left turn operates at LOS E for all of the options and the westbound left-turn also operates at LOS E for Option 2. This is due to the signal cycle length and green time provided to these protected movements at the intersection. Additional refinement of the traffic signal green time for the eastbound through and left-turn movements might result in improved LOS of D for the eastbound through movement.

The No Build option (see Figure 15) shows that during the PM peak hour the intersections analyzed along Portland Avenue operate at LOS B or better with the exception of American Boulevard which operates at LOS E. The westbound left turn operates at LOS E while the eastbound movements all operate at LOS F. This is due to the signal cycle length and green time provided to these protected movements at the intersection. Additional refinement of the traffic signal green time for the eastbound movements might result in improved LOS of E or D for some of the movements.

Analysis for Options 1 and 2 (see Figures 17 and 19) shows that during the PM peak hour the intersections analyzed along Portland Avenue operate at LOS D or better. While the American Boulevard intersection overall operates at LOS D for both options, the eastbound left turn operates at LOS E. Similar to the AM peak hour, this is due to the signal cycle length and green time provided to these protected movements at the intersection.

Generally, the 2040 traffic volumes under all three options operate at acceptable levels along the corridor and at the cross streets with minor delays encountered with the exception of the American Boulevard approaches to Portland Avenue. It is important to note that the model does not include all of the unsignalized intersections nor driveways thus it is likely that under Option 2 where there are no left-turn lanes at these locations, increased delay would be experienced throughout the corridor where left-turning motorists must wait for a gap in oncoming traffic in a lane shared with through traffic.

5.4.1 Driveways The model also includes analysis at three locations to review delay to vehicles exiting a residential or school driveway. As noted in Section 5.0, these locations are the Valley View Middle School exit and near 81st and 94th Streets (Appendix D Tables). The delay at these locations is summarized in Table 6.


Table 6 – 2040 Driveway Average Delay Comparison

Driveway Location and Exiting Description

No Build

Average Delay (seconds per

vehicle)

Option 1

Average Delay (seconds per

vehicle)

Option 2

Average Delay

(seconds per vehicle)

Driveway near 81st Street AM Peak – exiting left 10.8 6.9 17.1 AM Peak – exiting right 4.1 4.9 5.0 PM Peak – exiting left 10.1 24.1 16.8 PM Peak – exiting right 2.3 10.2 3.9 Driveway near 94th Street AM Peak – exiting left 4.6 6.9 6.8 AM Peak – exiting right 1.3 2.1 2.0 PM Peak – exiting left 5.0 8.0 6.6 PM Peak – exiting right 1.9 1.7 1.6 Valley View Middle School Exit

AM Peak – exiting left 9.5 14.6 14.3 AM Peak – exiting right 5.6 8.2 8.2

For the most part, there is an increase in delay for all of the driveways for both Option 1 and 2. The largest increases would be during the PM peak hour at the north end of the corridor, where traffic volumes are the highest, near the intersection of 81st Street. During the PM peak, vehicles trying to get on Portland Avenue by turning left out of the driveway would have an increase of 14 seconds per vehicle for Option 1 and 6.7 seconds per vehicle for Option 2. Option 1 does provide a 3.9 sec/vehicle reduction in delays during the AM peak hour for vehicles turning left. The driveway near 94th Street would experience some increase in delay of up to 3 seconds per vehicle more for both options. At the Valley View Middle School exit, vehicles turning left would have 4.8 to 5.1 seconds more of delay for vehicles turning left and 2.6 seconds for vehicles turning right.


E 86th St


E Old Shakopee Rd

2040 No Build - AM Level of Service

N

P

P

O

O

³

P

³

³

>

>

=PORTLAND AVE S

OLD S

HAKO

PEE R

OAD

B

DD

C C

C

B

C

CB

A

A

A

P

PO

OP

O

OP

PORTLAND AVE S

92ND

ST

A

A

A

AA

AA

AA

AA

A

A

P

P

P

PO

O

O

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PORTLAND AVE S

90TH

ST

B

DB

B B

BB

A

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A

A

=>

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VALL

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A

A

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88TH

ST

=>

A

A

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86TH

ST

B

CB

C C

BA

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A

A

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=>

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PORTLAND AVE S

82ND

ST (N

)

82ND

ST (S

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>

PORTLAND AVE S

AMER

ICAN B

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VARD

E

CB B

D

D

C

B

A

C

A

A

EE


82nd St

86th St

88th St

90th St

92nd St



E 86th St


E Old Shakopee Rd

2040 No Build - PM Level of Service

N

P

P

O

O

³

P

³

³

>

>

=PORTLAND AVE S

OLD S

HAKO

PEE R

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B

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C

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A

A

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OP

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92ND

ST

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A

A

AA

AA

AA

AA

A

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PORTLAND AVE S

90TH

ST

B

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B B

AB

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A

A

=>

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VALL

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EWMI

DDLE

SCHO

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AA

A

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PORTLAND AVE S

88TH

ST

=>

A

A

A

A

A

A

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86TH

ST

B

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BB

B

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A

B

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=>

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ST (N

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82ND

ST (S

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AMER

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E

E

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C C

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F

C

C

A

F

A

C

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82nd St

86th St

88th St

90th St

92nd St



E 86th St


E Old Shakopee Rd

2040 Build Option 1 - AM Level of Service

N

P

P

>

O

³

P

³

³

>

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=PORTLAND AVE S

OLD S

HAKO

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B

CC

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>

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PORTLAND AVE S

92ND

ST

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A

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PORTLAND AVE S

90TH

ST

B

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B B

BB

B

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A

A

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=>

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VALL

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EWMI

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A

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PORTLAND AVE S

88TH

ST

=>

A

B

A

A

A

A

A

P

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>

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PORTLAND AVE S

86TH

ST

B

CB

C D

BA

B

B

B

A

B

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=>

=>

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>

PORTLAND AVE S

82ND

ST (N

)

82ND

ST (S

)

P AA

B

A

AA

AA

AA

A

A

A

A

³

³

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=

=

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>

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PORTLAND AVE S

AMER

ICAN B

OULE

VARD

E

C

E

B B

D

D

B

B

A

C

A

A

EE


82nd St

86th St

88th St

90th St

92nd St



E 86th St


E Old Shakopee Rd

2040 Build Option 1 - PM Level of Service

N

P

P

>

O

³

P

³

³

>

>

=PORTLAND AVE S

OLD S

HAKO

PEE R

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B

CC

C C

A

A

B

BA

A

A

A

P

P>

OP

>

OP

PORTLAND AVE S

92ND

ST

A

A

A

AA

AA

AA

AA

A

A

P

P

P

P>

O

>

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PORTLAND AVE S

90TH

ST

B

BC

C B

BB

B

B

A

A

A

A

=>

³

³

PORTLAND AVE S

VALL

EY VI

EWMI

DDLE

SCHO

OL

AA

A

³

P>

PORTLAND AVE S

88TH

ST

=>

A

B

A

A

A

A

A

P

P

P >

>

>

>

P

PORTLAND AVE S

86TH

ST

B

BC

D D

BB

B

B

A

B

B

B

=>

=>

³

> P ³

>

PORTLAND AVE S

82ND

ST (N

)

82ND

ST (S

)

P AA

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³

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=

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PORTLAND AVE S

AMER

ICAN B

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E

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EE

C C

D

E

C

C

A

D

A

B

EEE


82nd St

86th St

88th St

90th St

92nd St



E 86th St


E Old Shakopee Rd

2040 Build Option 2 - AM Level of Service

N

P

P

>

O

³

P

³

³

>

>

=PORTLAND AVE S

OLD S

HAKO

PEE R

OAD

B

CB

C C

A

A

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BA

A

A

B

OP

OP

PORTLAND AVE S

92ND

ST

OP OPA

B

A

AA

AA

AA

AA

A

A

P

P

P >

O

>

O

PORTLAND AVE S

90TH

ST

P

B

CB

B B

BB

B

B

A

A

A

A

=>

³

³

PORTLAND AVE S

VALL

EY VI

EWMI

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A

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³

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PORTLAND AVE S

88TH

ST

=>

A

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A

A

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PORTLAND AVE S

86TH

ST

B

DB

C C

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=>

=>O P O

PORTLAND AVE S

82ND

ST (N

)

82ND

ST (S

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PORTLAND AVE S

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E

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82nd St

86th St

88th St

90th St

92nd St



E 86th St


E Old Shakopee Rd

2040 Build Option 2 - PM Level of Service

N

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OLD S

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PORTLAND AVE S

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82nd St

86th St

88th St

90th St

92nd St



5.5 Model Travel Time and Queue Results The traffic analysis model provides several Measures of Effectiveness (MOE) in addition to Level of Service (LOS) which allow for comparison of no-build and build options. The travel time between American Boulevard and Old Shakopee Road was obtained from the model results. Table 7 shows that the travel time between the no-build condition and near-term Options 1 and 2 are less than one minute difference.

As noted in the previous section, under Option 2, the model does not include all of the unsignalized intersections and driveways so it is likely that increases in delay could be experienced throughout the corridor at these locations where left-turning motorists must wait for a gap in oncoming traffic in a lane shared with through traffic.

Table 7 – 2017 and 2040 Corridor Travel Time Between American Boulevard and Old Shakopee Road

Scenario Direction

Travel Time (minutes)

2017 2040

AM PM AM PM

No Build NB 5.3 5.6 5.5 5.8

SB 5.2 5.2 5.2 5.7

Build Option 1

NB 5.1 5.4 5.4 5.7

SB 5.0 5.3 5.1 5.6

Build Option 2

NB 5.2 5.3 5.4 5.8

SB 4.9 5.4 5.1 5.6

Several intersections were reviewed to compare the length of queued vehicles with 2040 traffic volume demands. This includes the maximum queue that occurred and the average queue, which represents the average of the two-minute maximum queues that occurred during the AM and PM peak hours. A single queued vehicle is assumed to be approximately 25-feet, which accounts for space in front and behind the vehicle as well as vehicle length.

The intersections include:

American Boulevard

82nd Street

86th Street

88th Street


90th Street

92nd Street

Old Shakopee Road

Figures 20 through 26 show the 2040 average and maximum queues on aerial maps to provide clear understanding of the extent of the queued vehicles for stakeholders and decision makers. The queues for the No-Build condition, with four lanes on Portland Avenue, are illustrated with gray and black lines, including the queue length in feet as a whole number. In example, on


Figure 20, the 2040 AM peak image shows a number 55 on the gray line north of American Boulevard. This means the average queue was 55-feet long for the southbound American Boulevard approach during the AM peak hour.

Option 1 queues are illustrated with yellow and orange lines and Option 2 queues are illustrated with light blue and dark blue lines.

American Boulevard – The northbound and southbound queues are similar during the AM peak hour and during the PM peak hour Options 1 and 2 have southbound queues between 80 and 100-feet longer than No-build.

82nd Street – The eastbound queue lengths are similar between No-build and Options 1 and 2 despite the removal of the traffic signal in the Build options.

86th Street – The average queues for northbound and southbound at this intersection increase between No-build and the two build options by approximately 50-feet. The maximum queues generally increase by 80 to 145-feet between the No-build and build options. Further traffic signal cycle length or phase timing optimization may be warranted at this location under Option 1 and Option 2 to reduce the maximum queue lengths, however, the average delay discussed above results in LOS C or better for the northbound and southbound approaches.

88th Street – The average and maximum queues are similar across all three alternatives.

Valley View Middle School – The average eastbound queues are comparable between the No-build and build options. The eastbound maximum queue length increases by 70-feet from the No-build to Build Option 1. The eastbound maximum queue length increases by 110-feet from the No-build to Build Option 2.

90th Street – The average queues for northbound and southbound at this intersection increase between No-build and the two build options by approximately 15-feet to 35-feet. The maximum queues generally increase by approximately 35-feet to 110-feet between the No-build and build options.

92nd Street – The queue lengths are similar between No-build and Options 1 and 2.

Old Shakopee Road – The queue lengths are similar between No-build and Options 1 and 2.

American Blvd

5th

Ave

S

Port

land

Ave

195

200

110

100

370

225

70

400

300

220

145

95

2040 AM PeakNo Build vs Build

2040 PM PeakNo Build vs Build

American Blvd

E 81st St

5th

Ave

S

Port

land

Ave

200

185

75

70

200

165

7070

210

190

55

75

¯ 0 80 16040Feet

Model Queue Results- American BlvdPortland Avenue Multimodal Study

Figure20

Build Option 2 Max

Build Option 2 Avg

Build Option 1 Max

Build Option 1 Avg

No Build Opt Max

No Build Opt Avg

Port

land

Ave

E 82nd St110

105

65

40

15

45

355

3

105

105

180

200

40

5

5

Port

land

Ave

E 82nd St

90

80

8025

2015

135

60

3025

75

20

25

20

2

¯ 0 50 10025Feet

Figure21

2040 PM PeakOption 1 vs Option 2

2040 AM PeakOption 1 vs Option 2

Build Option 2 Max

Build Option 2 Avg

Build Option 1 Max

Build Option 1 Avg

No Build Opt Max

No Build Opt Avg

Model Queue Results- E 82nd StreetPortland Avenue Multimodal Study

E 86th Street

Portland Ave

190

150

9060

335

230

140

100

305

215

140

110



E 86th Street

Portland Ave

150

135

7055

245

170

80

225

125

300

130

100

¯ 0 100 20050Feet

Model Queue Results- E 86th StreetPortland Avenue Multimodal Study

Figure22

Build Option 2 Max

Build Option 2 Avg

Build Option 1 Max

Build Option 1 Avg

No Build Opt Max

No Build Opt Avg

6050

205

65 20

50 2040

5

Bischoff LaBischoff La

E 88th StE 88th St

Portland Ave

Portland Ave

80

40

15

60

45520

555 15

20

¯ 0 60 12030Feet

Model Queue Results- E 88th StreetPortland Avenue Multimodal Study

Figure23



Build Option 2 Max

Build Option 2 Avg

Build Option 1 Max

Build Option 1 Avg

No Build Opt Max

No Build Opt Avg

Portland Ave

E 90th St

230

135

100

65

230

140

105

65

140

100

6540



Portland AveE 90th St

240

230

170

85

80

60

220

195

185

8580

551

130

120

100

60

50

40

¯ 0 80 16040Feet

Model Queue Results- Valley View Middle School & E 90th StreetPortland Avenue Multimodal Study

Figure24

Build Option 2 Max

Build Option 2 Avg

Build Option 1 Max

Build Option 1 Avg

No Build Opt Max

No Build Opt Avg

E92nd Street

Portland Ave

90

70

60

32

30

15

2

30

75

6565 30

20

5030 25


E92nd Street

Portland Ave

90

80

60

25

40

25 102

9025

9260

40

20

50

40

¯ 0 60 12030Feet

Model Queue Results- E 92nd StreetPortland Avenue Multimodal Study

Figure25


Build Option 2 Max

Build Option 2 Avg

Build Option 1 Max

Build Option 1 Avg

No Build Opt Max

No Build Opt Avg

Old Shakopee RoadPo

rtlan

d Ave

110

105

105

4040

90

70100

45 45

35

30



Old Shakopee Road

Portl

and A

ve75

100

5025

130

7525

110

40

2550

65

¯ 0 60 12030Feet

Model Queue Results- Old Shakopee RoadPortland Avenue Multimodal Study

Figure26

Build Option 2 Max

Build Option 2 Avg

Build Option 1 Max

Build Option 1 Avg

No Build Opt Max

No Build Opt Avg


5.6 Long-term Vision Concept A project goal included the development of options for long-term improvements that could be part of a potential future reconstruction project that is not currently planned or funded. This option is the Long-term Vision Concept. For this concept the existing right-of-way width of 66-feet was repurposed to provide a balance of multimodal safety and access along the corridor.

The Long-term Vision includes a three-lane cross section with bike lanes similar to Option 1. Also included are medians at key intersections to provide a refuge for crossing pedestrians in conjunction with the left-turn lane. The concept locates the medians at the following unsignalized intersections: 82nd Street, 84th Street, 88th Street, Bischoff Lane, 92nd Street, 94th Street and 96th

Street. The medians should be placed on one approach to an intersection, rather than both approaches where possible.

The bike lanes are constructed with 5.5-foot gutter pans to eliminate the seam between the gutter and the street surface within the bike lane. A concrete bike lane will also serve to delineate the bicycle space from the auto space due to the difference in the color of bituminous and concrete.

The Long-term Vision concept includes continuous 4-foot boulevards between the street and the 6-foot sidewalks along each side of Portland Avenue. The expanded sidewalks will better serve pedestrians walking side by side along the corridor while the boulevard provides a buffer from the street.

Figure 27 – Long Term Vision – Midblock


Figure 28 – Long Term Vision – Intersection

Due to the medians and adjacent travel lane widths a State Aid variance may be needed for the designs at median locations and the expanded sidewalk widths may require a sidewalk easement.

Additional features of the concept are the elimination of the northbound bus bay near Bischoff Lane and removal of the southbound channelized right-turn lane at Old Shakopee Road. Traffic operations analysis showed acceptable operation without the “free right” movement (Appendix D) and the proposed design slows turning motorists, improves the sight distance of pedestrians and shortens the pedestrian crossing.

The midblock and intersection cross sections for the Long-term Vision option are shown in Figures 27 and 28. The concept layout for select segments between American Boulevard and Old Shakopee Road can be found in Appendix F. The traffic operations analysis for this concept showed acceptable operation along the corridor similar to Option 1, the results are tabulated in Appendix D.

5.7 82nd Street Traffic Signal At the request of Hennepin County a signal justification analysis was completed. Based on the results a signal is no longer warranted for this location. Both concept options evaluated include the removal of the existing traffic signal at 82nd Street and installation of a pedestrian refuge median north of the intersection. The traffic volume at 82nd Street does not currently meet the

* State Aid Variance

** Potential Future Sidewalk Easement


traffic volume requirements for a traffic signal to be maintained. These requirements, called traffic signal warrants, are set forth by the Minnesota Manual on Uniform Traffic Control Devices (MMUTCD).

The MMUTCD states that existing signalized intersections that do not meet the requirements of 60% of Warrant 1 and meet no other warrant shall be considered unjustified and thus a candidate for removal. Per the MMUTCD, the signal removal decision process shall be followed as set forth in the "User Guide for Removal of Not Needed Traffic Signals", FHWA-IP-80-12, November 1980.

The traffic signal warrant analysis tables are found in Appendix G.


6 Planning Level Cost Estimates Planning level cost estimates were developed for the two near-term concept options along with the long-term vision full reconstruction alternative. With a planned mill and overlay scheduled for the corridor, the near-term cost estimates take into account the difference in cost for implementing the two concept options instead of simply replacing the four-lane roadway as it is today. Therefore, the near-term costs do not include the cost for the mill and overlay work, but do account for the following:

Additional signing required for two-way center left turn lane, turn lanes and bike lanes

Additional pavement marking costs associated with the two-way center left turn lane, turn lanes and bike lanes

Mast arm extensions and signal head relocations due to the change in lane geometry to center heads above travel lanes

Installation of all required infrastructure for Flashing Yellow Arrow left turns as follows:

86th Street – all directions

90th Street – NB and SB

Old Shakopee Road – all directions

Removal of the 82nd Street signal

Replacement of catch basins along the curb that would be a hazard for bicyclists to traverse over – those that have grates parallel to the path of travel

Median improvements, when applicable

The planning level cost estimates for each of the concept options are:

Option 1 - $378,000 Option 2 - $339,000

Vision Option - $4,507,000

The detail for the Near-term Option 1 and 2 planning level cost estimates are shown in Appendix H, Tables H1 and H2.

The Long-Term Vision cost estimate accounts for right-of-way/easement needs, signal costs for relocation at Old Shakopee Road, and full reconstruction costs for the roadway with the concrete gutter pan and medians (Appendix H, Table H3).


7 Evaluation Criteria and Matrix Evaluation criteria was developed to assist in understanding the degree to which each concept would meet the project goals and objectives. The Study Advisory Committee and Project Team provided input into what information would be useful in determining an alternative’s ability to meet the project goals and used as evaluation criteria to determine key differentiators between the alternatives. The evaluation criteria are as follows:

Parking Reduction or changes to existing parking on the corridor were documented.

Bicycle Facilities Meets goal of the Bloomington Alternative Transportation Plan that recommended an on-

street bicycle facility on Portland Avenue

Level of Traffic Stress (LTS) of the Bicycle Facility quantifies the comfort of a bicyclist using the facility. (Source: Standards for Levels of Traffic Stress, from Low Stress Bicycling and Network Connectivity, 2012; Maaza C. Mekuria, Ph.D., P.E., PTOE; Mineta Transportation Institute)\

Transit Transit stop conflicts documents the number of bus stops that would be impacted by

each alternative either by blocking the bike lane or partially blocking a travel lane as it stops to pick up/drop off passengers.

Transit frequency and stops for boarding and exiting looks at the number of passengers boarding or exiting buses at each stop and the number of times a bus would likely stop along the corridor.

Total number of transit stops locations documents the total number of transit stops for both directions of Portland Avenue along the corridor.

Driving Future (2040) automobile travel time from American Boulevard to Old Shakopee Road in

both the morning and evening rush hours.

Future (2040) intersection level of service documents the amount of delay a vehicle will experience.

Intersection delay due to left turning vehicles acknowledges that some alternatives that do not provide a left turn lane will have added delay for the through travel lane as they wait for left turning vehicles to turn.

Side street and driveway intersections documents the number of intersection and driveways that may be impacted by change in delay and also the potential frequency that left-turning vehicles may impact through vehicles traveling along Portland.

Side street and driveway access looks specifically at how vehicles entering Portland Avenue from another local street or from a driveway may be impacted by the potential alternatives in terms of number of lanes that would be crossed.


Traffic Safety Lower motor vehicles travel speeds are proven to be a safety feature for autos,

pedestrian and bicyclists, thus alternatives that would potentially lower speeds are more beneficial from a safety perspective.

Intersection conflicts quantify the number of potential interactions between vehicles that could result in crashes. For example, a four-lane roadway would have eight conflict locations at a side street location (one direction of travel on the side street would have a conflict point at each of the four travel lanes they cross resulting in eight total for both directions of travel).

Mid-block conflict points is similar to intersection conflict points.

Different crash types are more likely to occur under specific roadway geometry.

Traffic signal improvements, such as providing flashing yellow arrow when dedicated left turn lanes are provided, can be a safety improvement.

Crash reduction accounts for different roadway geometry having lower crash rates based on reductions in the number of conflict points and supporting data.

Walking Pedestrian crossing of Portland Avenue criteria captures the benefits of pedestrians

crossing fewer lanes making it easier to find gaps in traffic.

Pedestrian and vehicle conflicts documents the expected safety benefits for pedestrians depending on the roadway configuration.

Effective crossing distance is also an indicator of pedestrian safety benefits due to minimizing the amount of time a pedestrian is within a travel lane and potentially in the path of a vehicle.

Implementation Right-of-way impacts were considered and compared between alternatives.

Costs were also an evaluation criteria.

7.1 Evaluation Matrix The evaluation matrix served as a decision-making tool to evaluate near-term concept options based on these specific criteria. The matrix was set up with the concepts listed along the top and the evaluation criteria, grouped by travel mode, parking, implementation considerations and mode-interaction categories, along the side of Table 8. The compilation of all of the evaluation results in one matrix allowed for each alternative to be compared against the other. This was facilitated by color coding text within the matrix based on the results when compared to criteria and the other concepts.

The concept with the most beneficial results used green text and the concept with the lowest benefits were colored red. Blue text was also used when the difference between the alternatives was relatively similar with only a slight difference in results. When looking down a column of the matrix, this provides a quick understanding of which alternatives performed the best and which alternative was the lowest performing for each evaluation criteria.


Left Blank Intentionally

Existing Near‐Term Option 1 Near‐Term Option 2

Four‐Lane Street 3‐Lane Street with Bike Lanes and Center Left‐turn lane 2‐Lane Street with Bike Lanes and Left Turn Lanes at Signalized Intersections

PARKING

Loss of motor vehicle parkingPeak Hour Parking Restrictions

Mon‐Sat 6‐9 AM, 3‐6 PM.

Sunday Unrestricted

No Parking Allowed No Parking Allowed

No Yes Yes

No Bicycle Facility On‐Street Bicycle Facility On‐Street Bicycle Facility

Transit Frequency and stops for boarding and exiting

Total Number of Transit Stop Locations

Northbound Southbound

AM: 5.5 minutes AM: 5.2 minutes

PM: 5.8 minutes PM: 5.7 minutes







American Blvd: LOS C (AM), LOS E (PM)

All other intersections: LOS A to LOS B

American Blvd: LOS C (AM), LOS D (PM)


American Blvd: LOS C (AM), LOS D (PM)


Intersection delays due to left turning traffic

More DelayThrough traffic is delayed waiting for left‐turning traffic to proceed or weaves around

left turning traffic at intersections

Less DelaySeparating left‐turning traffic has been shown to reduce delays at unsignalized

intersections and driveways

More DelayThrough traffic is delayed waiting for left‐turning traffic to proceed at 16

unsignalized intersections and 172 driveways

Side street and driveway intersections

Side street and driveway access

No ImprovementSide‐street and driveway traffic must:

‐ cross more lanes to enter Portland Ave

‐ back into motor vehicle through lanes

ImprovedSide‐street and driveway traffic can more comfortably enter Portland Ave because

there are fewer lanes to cross. This can reduce side‐street delay.

Driveway traffic backs into the center left‐turn lane to join far travel lane and into

bike lane/partial through lane to join adjacent travel lane.

ImprovedSide‐street and driveway traffic can more comfortably enter Portland Ave because

there are fewer lanes to cross. This can reduce side‐street delay.

Driveway traffic backs into the through lane to join far travel lane and into buffered

bike lane lane to join adjacent travel lane.

TRAFFIC SAFETY

Motor Vehicle Travel Speeds

Higher Motor Vehicle Speeds 4‐lane roadways typically operate at speeds higher than three and two lane streets.

Higher speed differential due to ability of traffic to weave and pass slower motorists

and left‐turning motorists

Lower Motor VehicleSpeeds Typically operate at speeds lower than 4‐lane roadways. Reduction of speed

differential due to more consistent traffic flow without left‐turn blocking and

inability to weave along the corridor.

Lower Motor Vehicle Speeds Typically operate at speeds lower than 4‐lane roadways. Traffic may weave into

bicycle space to avoid blocking by left‐turning motorist.

8 4 4

Intersection Conflict Points

6 3 3

Midblock Conflict Points

Rear End: crash potential of turning traffic

Right Angle: crash potential due to obscured sight line of opposing multilane

traffic

Weaving: crash potential due to multiple travel lanes in each direction

Rear End: reduction in crash potential of left‐turns

Right Angle: reduction due to improved sight line of opposing single lane traffic

Weaving: reduction in weaving crash potential

Head On: Additional low speed head‐on crash potential

Rear End: crash potential of left and right turns

Right Angle: reduction due to improved sight line of opposing single lane traffic

Weaving: reduction in weaving crash potential

Traffic Signal ImprovementsN/A

Signal ImprovementLeft Turns ‐ Center left turn lane provides the opportunity to implement upgraded

left‐turn signals (flashing yellow arrow) which can improve safety for left turns

82nd St Traffic Signal Removal ‐ the signal does not have enough volume to

warrant it, thus it will be removed. A pedestrian refuge median is included in the

proposed option to serve crossings and transit users

Signal ImprovementLeft Turns ‐ Center left turn lane provides the opportunity to implement upgraded

left‐turn signals (flashing yellow arrow) which can improve safety for left turns

82nd St Traffic Signal Removal ‐ the signal does not have enough volume to

warrant it, thus it will be removed. A pedestrian refuge median is included in the

proposed option to serve crossings and transit users

Crash ReductionN/A 33‐50% Reduction in Crashes

(Hennepin County)

29‐44% Reduction in overall crashes(Crash Modification Factors Clearinghouse)

Pedestrian Crossings of Portland Avenue

Pedestrian crossings are more challengingPedestrians must cross 4 lanes of traffic without refuge area. Can make finding a gap

in cross traffic more difficult

Pedestrian crossings are easier, less complexCenter turn lane provides a refuge area for pedestrians to cross one direction of

traffic at a time. Can make finding a gap in cross‐traffic easier

Pedestrian crossings are improvedFewer lanes to cross can make finding a gap in cross‐traffic easier.

Increased Pedestrian Crash Potential Reduced Pedestrian Crash Potential Reduced Pedestrian Crash Potential

Pedestrian and Auto Conflicts

"Multiple threat" crash potential ‐ crossing pedestrians are obscured by motor

vehicles on a multilane roadway.

Reduced "multiple threat" crash potential ‐ crossing pedestrians encounter only one

through lane of traffic in each direction, though left turning motor vehicle may

obscure view of crossing pedestrian

Reduced "multiple threat" crash potential ‐ crossing pedestrians encounter only one

through lane of traffic in each direction

Effective crossing distance

Longer CrossingsLonger effective crossing distance due to four travel lanes; most exposure to motor

vehicle traffic with f travel lanes to cross

Shorter CrossingsShorter effective crossing distance due to decrease from 4 to 3 travel lanes, reduced

exposure to motor vehicle traffic; center turn lane space may be used as a refuge

Shortest CrossingsShortest effective crossing distance due to decrease from 4 to 2 travel lanes, reduced

exposure to motor vehicle traffic; buffered bike space may be used as a refuge

IMPLEMENTATION

None To be implemented as part of planned

resurfacing project

NoneTo be implemented as part of planned

resurfacing project

CostsN/A

$$ $$

* Standards for Levels of Traffic Stress, from Low Stress Bicycling and Network Connectivity, 2012; Maaza C. Mekuria, Ph.D., P.E., PTOE; Mineta Transportation Institute

Average Daily Transit boarding and exiting along the Portland Study Corridor is less than 1 person per day at active transit stops.

A single bus will stop an average of less than 3 times along the corridor (10 total buses per day)

This will result in minimal blocking of through traffic by transit vehicles

BICYCLE FACILITIES

Meets goal of Bloomington Alternative Transporation Plan

Level of Traffic Stress (LTS)* of Bicycle Facility

High (LTS 4)No dedicated bicycle facilities, auto traffic speeds

40 mph or more, a level of stress beyond LTS 3

Medium (LTS 3)More traffic stress than LTS 2, yet less than the stress of integrating with multilane

traffic, dedicated bicycle facilities, next to moderate‐speed traffic that are not

multilane

Medium (LTS 2)Suitable to most adult cyclists but demanding more attention than might be

expected from children

Options are relatively equal

DRIVING

Right‐of‐way impacts

WALKING

TRANSIT

Transit Stop ConflictsSome Conflict

Buses stop in outside lane, blocking lane

Do not need to merge back into traffic lane

More ConflictBuses stop in bike lane, blocking bike lane, partially blocking single through lane;

buses must merge back into traffic lane

Some ConflictBuses stop in buffered bike lane, blocking buffered bike lane; buses must merge back

into traffic lane

Existing and Options are relatively equal

Existing and Options are relatively equal at the studied intersections

Future (2040) Auto Traffic Travel Time

(American Boulevard to Old Shakopee Road)

Future (2040) Intersection Level of Service (LOS)

8 four‐leg intersections (4 signalized)

12 three‐leg intersections

98 east side driveways

74 west side driveways

17 Northbound Transit Stops

17 Southbound Transit Stops

N/A

Portland Avenue Multimodal StudyEvaluation Matix

Evaluation Criteria

with

with

with

6/2/2017


8 Study Advisory Committee Recommended Option One of the roles of the Study Advisory Committee was to select a preferred option to recommend for implementation in conjunction with the planned resurfacing project. Based on results of the analysis conducted, the stakeholder feedback provided at the public meetings and review of the evaluation matrix, the Study Advisory Committee recommended Option 1.

Option 1 includes the following elements:

One auto lane in each direction with a continuous two-way center left-turn lane and dedicated bike lanes in each direction.

Provision of ramps connecting to the sidewalk between 81st Street and American Boulevard for bicyclists to enter and exit the Portland Avenue bike lanes.

The committee supported the results of the analysis that a signal wasn't justified at 82nd Street and that, if removed, an enhanced pedestrian crossing at this location should be constructed.

Installation of Flashing Yellow Arrow traffic signal heads and related infrastructure at all four legs of 86th Street and Old Shakopee Road and on the north and south legs at 90th Street.

Removal of split phasing at Old Shakopee Road.

Removal of three northbound and three southbound transit stops as follows:

Northbound Portland Avenue at 88th Street (#609), between 88th and 86th Streets (#610) and between 86th and 84th Streets (# 612).

Southbound Portland Avenue between 84th and 86th Streets (#456), between 86th and 88th Streets (#458) and at 88th Street (#459).

The Study Advisory Committee noted the following reasons for the recommendation:

Option 1 provides continuous left turn lane offering greatest safety and access benefit to residents immediately impacted by project

The two-way center left-turn lane reduces vehicle conflicts while accommodating the left-turns on the corridor.

The reduction in multiple threat crash potential and the ability to have two-stage pedestrian crossings

While the buffered lanes of Option 2 would provide a high quality bicycle facility there are significant operational and safety benefits of the three-lane section on Portland Avenue with several driveways and intersections

The improved flow with the two-way center left-turn lane will likely result in less delay to transit

Provides a continuous bike lane of consistent width – user expectation.

The two-way center left-turn lane minimizes potential occurrences of motorists going around turning motorists using the bike lane

The three-lane cross sections is a familiar design to Bloomington motorists

Option 1 is more compatible with the Long-term Vision than Option 2


Figure 29 – Study Advisory Committee Recommended Option


9 City Council Adoption of Recommendations The study results along with the SAC recommendations were presented at the City Council Public Hearing on July 10, 2017. The meeting minutes are located in Appendix I of this report. The Council approved the following recommendations.

9.1 Near-term Recommendations Option 1, which generally includes the following items:

Roadway Geometry and Intersection Control Reconfiguration of Portland Avenue striping from a four-lane cross section to a three-lane

cross section

Bike lanes on each side of the street

Dedicated two-way center left turn lane

Modifications to the existing traffic signal systems such as those required to properly position signal heads over the traffic lanes and changes in to detection infrastructure

No Council action nor comments were made regarding the potential removal of the traffic signal at 82nd Street and Portland Avenue as described in Section 5.7 of this report

Parking Changes to parking regulations on Portland Avenue and to the Official No Parking Zones Map identified in Bloomington City Code Section 8.40 as follows:

Posting “No Parking, Any Time” along the entire corridor from Old Shakopee Road to American Boulevard

Transit Removal of three northbound and three southbound transit stops as follows:

Northbound Portland Avenue at 88th Street (#609), between 88th and 86th Streets (#610) and between 86th and 84th Streets (# 612).

Southbound Portland Avenue between 84th and 86th Streets (#456), between 86th and 88th Streets (#458) and at 88th Street (#459).

The layout for Option 1 is shown in Appendix F and the general street cross section is shown below.


Figure 30 – Option 1 Cross Section

9.2 Long-term Recommendations The long-term vision concept includes the following elements:

Three-lane cross section

Bike lanes on each side of the street

Dedicated two-way center left turn lane

Improved pedestrian crossings of Portland Avenue

Curb adjustments as shown in the layout for the long-term vision concept as shown in Appendix F.

portland avenue multimodal study - city of bloomington mn...portland avenue multimodal study final...

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