08-22-2005PLANNING COMMISSION
AGENDA
August 22, 2005
7:00 p.m:
Introductory Proceedings
Roll Call
Approval of Minutes: Planning Commission regular meeting of July 25, 2005.
Opportunity for Citizens to Address the Commission on items not on the Agenda
Public Hearing
New Business
ITEM #1 PC Letter 20 Review and authorize sending a list of land use guiding
principals to the Transportation Commission
Old Business
Liaison Reports
School Board
Community Services Advisory Commission
H RA
City Council
Human Services Planning Council
City Hall Task Force
Family-Friendly Initiative Task Force
Transportation Commission
Adjournment
Auxiliary aid for individuals with disabilities are available upon request. Requests must be
made at least 96 hours in advance to the City Clerk at 861 - 9738 ".
Planning Commission Minutes
Regular Meeting
July 25, 2005
MEMBERS PRESENT: Chairperson Donna Drummond, Commissioners: Gordon Hanson,
Maureen Scaglia, Greg Van Sickle, Kyle Hartnett, Jeff Karr and
David Schneider.
MEMBERS ABSENT: Commissioners Kim Houle and Jeff Walz
COUNCIL LIAISON: Martin Kirsch, Mayor
STAFF PRESENT: Melissa Poehlman, Zoning Administrator
Bruce Nordquist, Housing & Redevelopment Manager
Patrick Smith, Community Development Manager
OTHERS PRESENT: Carolyn Krall, Landform
Andrew Gillett, Hennepin County
Chairperson Drummond called the meeting to order at 7:05 p.m.
APPROVAL OF MINUTES
M/Karr, S/Hartnett to approve the PC study session of June 13, 2005, special meeting of June
13, 2005, regular meeting of June 27, 2005 and annual bike tour of July 11, 2005 minutes.
Motion carried: 6 -0
PUBLIC HEARINGS
NEW BUSINESS
ITEM #1 PC Letter #17 — Amend the relevant portions of Richfield City Code
Section 500 to update and clarify subdivision regulations.
ZA Poehlman presented the staff report, highlighting the Background section and parts of the
Critical Issues and Legal sections.
M/Hartnett, S/Hanson to approve the amendments to Section 500 of the City Code.
Motion carried: 6 -0
ITEM #2 PC Letter #18 — Cancellation of public hearing for 7720 Wentworth
Avenue
ZA Poehlman presented the staff report, highlighting the Background section.
M/Karr, S/Hartnett to approve the cancellation of a public hearing regarding 7720 Wentworth
Avenue.
Motion carried: 7 -0
ITEM #3 PC Letter #19 — 66 1h Street and Portland Avenue Reconstruction:
Discussion of Land Use Alternatives
ZA Poehlman presented the staff report, highlighting the Background and Critical Issues
sections, and then introduced consultant Carolyn Krall .of Landform, Andrew Gillett of Hennepin
County and Housing and Redevelopment Manager Bruce Nordquist to present and discuss
possible land use alternatives..
Discussion topics included, but were not limited to housing and mixed use in the northeast
quadrant, changes in land use alternatives due to changes in intersection design, access to gas in
this area, pedestrian safety, consideration for small and family -owned businesses, buffering
future commercial projects from single - family neighborhoods, and the possible layout and
financial feasibility of a civic campus in the northeast quadrant.
OLD BUSINESS
LIAISON REPORTS
School Board: Report from Gordon Hanson & Donna Drummond
Community Services Advisory Commission: Report from Kyle Hartnett
HRA: No report
City Council: Report from Mayor Martin Kirsch
Human Services Planning Council: No report
Transportation Committee: Report from Maureen Scaglia
Family Friendly Initiative Task Force: Report from Gordon Hanson
ADJOURNMENT
M/Karr, S /Hartnett to adjourn the meeting.
Motion carried 7 -0.
The meeting was adjourned by unanimous consent at 8:30 p.m.
Kyle Hartnett
Planning Commission Secretary
AGENDA SECTION:
AGENDA ITEM #
REPORT #
CASE #
NEW BUSINESS
20
wAd PLANNING COMMISSION STAFF REPORT
PC MEETING DATE: AUGUST 22, 2005
ITEM FOR PLANNING COMMISSION CONSIDERATION:
Receive a report on intersection design at 66th Street and Portland Avenue, review additional
land use concepts, review a list of guiding principles.
I. RECOMMENDED ACTION:
By Motion: Review and authorize sending a list of land use guiding
principals to the Transportation Commission.
II. BACKGROUND
The Planning Commission met on July 25, 2005 and provided feedback to staff
concerning land use planning at 66th Street and Portland Avenue. Since then:
The Transportation Consultant, WSB provided intersection design alternatives to the
Transportation Commission.
The land use consultant prepared two additional land use alternatives at the request
of the Planning Commission:
Minimum change
Comprehensive Plan vision
A question and answer newsletter about the project was mailed to every Richfield
property owner, followed by a well attended public open house on August 10.
The mailed newsletter indicated that the Planning Comm_ ision would meet on August
22, 2005 to make land use recommendations. Specific land use recommendations can
be made when intersection alignment decisions have been finalized. The decisions are
scheduled for October 2005. In the interim, the Planning Commission plays a guiding
role in helping the Transportation Commission to determine alignment options that will
make the best land use decisions.
III. BASIS OF RECOMMENDATION
A. POLICY
The Planning Commission plays a guiding role in land. use discussion.
Land use decisions will be needed to compliment roadway design.
Based on a mailing in late July, the public has an expectation that land
use will be discussed on August 22.
082205 66th Street & Portland Ave
B. CRITICAL ISSUES
The improvement of the intersection, no matter the roadway alternative
chosen, will impact land uses in each quadrant.
An appropriate mix of single family, multifamily, and commercial uses
needs to be determined.
The City Council is scheduled to finalize a plan by the end of October and
the moratorium period ends in December.
C. FINANCIAL
Hennepin County is paying for the land use study.
D. LEGAL
The project area has a moratorium on improvements and changes to
buildings while the land use study is conducted.
The moratorium period ends in December.
IV. ALTERNATIVE RECOMMENDATION(S)
N/A
V. ATTACHMENTS
Draft Guiding Land Use Principals
Memo from Tony Heppelman; Intersection Design
Land use concepts A, B, C, D, E, F (E and F are new)
Intersection Improvements Q&A
Summary of August 10 Open House feedback (to be handed out at meeting)
Planning Maps
VI. PRINCIPAL PARTIES EXPECTED AT MEETING
Tony Heppelman, WSB
Proposed Guiding Land Use Principals for Intersection Alignment Options at
66th Street and Portland Avenue
August 22, 2005
The City Council established a moratorium on major building and land use changes at the
referenced intersection in December 2004. Primarily the Transportation Commission and
Planning Commission have been studying roadway and land use impacts and alternatives.
Community leader visioning, neighborhood and community open houses, and ongoing
comment, feedback and analysis have occurred. The following guiding principals are both a
summation and a framework for roadway and land use decisions throughout the rest of 2005.
Strategic
Roadway design is scheduled to be reviewed and approved by the City Council in October
2005.
Final land use considerations and market analysis can follow in response to the approved
design.
Plan approval secures necessary funding and allows property acquisition to proceed for
impacted property.
A construction start of spring 2008 is anticipated (date pending).
Remainder parcels are available to modify land uses and redevelop starting in spring 2009.
Visioning
The intersection is an identifiable gateway and transportation route.
The intersection is unsafe, visually unappealing, congested, and devoid of greenery and
attractive, coordinated pathways and lighting that have become a community standard at
other gateways.
The intersection is a focal point and connection to Veteran's Park.
The intersection is part of a neighborhood of commercial, multi -unit housing and single
family housing uses.
A community campus is envisioned.
A complementary and improved mix of commercial multi -unit housing and single family
housing is envisioned.
Comprehensive Plan /Zoning and Land Use Considerations
While the intersection design continues to be evaluated, the roadway alignment of the selected
design is influenced by existing and future land uses. A northern and eastern alignment is
proposed. This offers the best response to retaining existing uses where possible and the best
opportunities for new uses in the future where existing uses are impacted. The following
information summarizes that position, quadrant by a quadrant.
The Northwest Quadrant
Make the quadrant more park like with a coordinated effort with the existing adjacent
apartment owner. Parking, green space and property access and circulation must be
improved.
The existing commercial area is not adequate in terms of size, off - street parking space, and
buffering to adjacent multi unit residential after roadway improvements are installed.
The commercial property Comprehensive Plan and Zoning designation at the corner should
be modified to allow for medium density multi residential or mixed use.
Near term, single family homes along Portland Avenue and north of 66th street should be
rehabilitated; resources need to be identified.
Long term, higher density single family housing should continue to be designated in the
Comprehensive Plan.
The Southwest Quadrant
The commercial property and multi -unit housing has the potential to remain or be converter'
to new commercial and medium density housing uses long term.
The commercial and higher density single family property Comprehensive Plan and Zoning
designation should continue with a new mixed -use configuration also possible.
Near term, single family homes along Portland Avenue and south of 66th street should be
rehabilitated; resources need to be identified.
The Southeast Quadrant
A north and east alignment affects both the commercial and residential property uses.
The existing T &T service commercial property is reduced in size and may require adjacent,
commercially zoned property that presently has residential uses to remain viable.
The printing shop is removed.
Single family homes between 66th Street and 67th Street are removed.
The Comprehensive Plan and Zoning designation allows commercial uses to be retained
and /or reconfigured; including consideration of a mixed -use option.
The Comprehensive Plan calls for higher density single family uses along Portland Avenue.
The roadway project allows the planned uses to I e implemented. Redevelopment
resources need to be identified.
The-Northeast Quadrant
The BP commercial property is removed by roadway improvement; the size reduction does
not allow independent commercial uses.
As a first step, the remaining parcel at BP introduces a new, sought public realm.
However, the corner parcel remains disconnected from Veteran's Park as the Funeral
Chapel surrounds the remainder.
The Funeral Chapel has expressed concern about the viability of their commercial property
with the roadway improvement.
The Zoning (commercial) is in conflict with the Comprehensive Plan (Public and multi -unit
housing).
The American Legion and Funeral Chapel need to be redesigned to match roadway
improvements.
Additional resources need to be identified long term to expand the desire for a greater
public realm.
Miscellaneous Guiding Principles:
All changes /removal of existing uses should coincide with the planned addition of properly
design buffering next to adjacent single family property.
Marketing experts have insufficient information to determine if roundabouts offer viable
commercial locations.
Streetscape elements (lighting, plantings, pedestrian walkways) need to be introduced
throughout the roadway improvement area. Additional resources need to be identified to
fund these improvements.
Proposed Guiding Land Use Principals for Intersection Alignment Options at
66th Street and Portland Avenue
August 22, 2005
The City Council established a moratorium on major building and land use changes at the
referenced intersection in December 2004. Primarily the Transportation Commission and
Planning Commission have been studying roadway and land use impacts and alternatives.
Community leader visioning, neighborhood and community open houses, and ongoing
comment, feedback and analysis have occurred. The following guiding principals are both a
summation and a framework for roadway and land use decisions throughout the rest of 2005.
Strategic
Roadway design is scheduled to be reviewed and approved by the City Council in October
2005.
Final land use considerations and market analysis can follow in response to the approved
design.
Plan approval secures necessary funding and allows property acquisition to proceed for
impacted property.
A construction start of spring 2008 is anticipated (date pending).
Remainder parcels are available to modify land uses and redevelop starting in spring 2009.
Visioning
The intersection is an identifiable gateway and transportation route.
The intersection is unsafe, visually unappealing, congested, and devoid of greenery and
attractive, coordinated pathways and lighting that have become a community standard. at
other gateways.
The intersection is a focal point and connection to Veteran's Park.
The intersection is part of a neighborhood of commercial, multi -unit housing and single
family housing uses.
A community campus is envisioned.
A complementary and improved mix of commercial multi -unit housing and single family
housing is envisioned.
Comprehensive Plan /Zoning and Land Use Considerations
While the intersection design continues to be evaluated, the roadway alignment of the selected
design is influenced by existing and future land uses. A northern and eastern alignment is
proposed. This offers the best response to retaining existing uses where possible and the best
opportunities for new uses in the future where existing uses are impacted. The following
information summarizes that position, quadrant by a quadrant.
The Northwest Quadrant
Make the quadrant more park like with a coordinated effort with the existing adjacent
apartment owner. Parking, green space and property access and circulation must be
improved.
The existing commercial area is not adequate in terms of size, off - street parking space, and
buffering to adjacent multi unit residential after roadway improvements are installed.
The commercial property Comprehensive Plan and Zoning designation at the corner should
be modified to allow for medium density multi residential or mixed use.
Near term, single family homes along Portland Avenue and north of 66th street should be
rehabilitated; resources need to be identified.
Long term, higher density single family housing should continue to be designated in the
Comprehensive Plan.
WSB
Associates. Inc.
Infrastructure Engineering Planning Construction
MEMORANDUM
DATE: . July 27, 2005
TO: Richfield Transportation Commission
FROM: Anthony Heppelmann, P.E.
RE: O' Street and Portland Avenue Intersection Design
em & 3
701 Xenia Avenue South
Suite #300
Minneapolis, MN 55416
Tel: 763 541 -4800
Fax: 763 541 -1700
The purpose of this memorandum is to present information for evaluation of the alternatives for
the 66`h Street and Portland Avenue Intersection. The memorandum provides information for
each alternative relative to the evaluation criteria identified by the Transportation Commission.
The alternatives used for the evaluation are attached. At the end of the discussion for each
criterion is a proposed scoring based on the discussion in the text. The scoring is on a scale of 1
to 5 with 5 being the best and 1 being the worst. The purpose of the proposed scores are to
provide a relative ranking of each alternative relative to the criterion. The proposed scores
represent WSB's assessment of each alternative relative to the criterion. Commission members
may choose to score the alternatives differently. The scoring for each alternative will be
discussed at the meeting and may be changed.
SAFETY
There are three areas of concern related to safety that have been raised in discussions of the
alternatives:
Vehicle Crashes
Pedestrian Safety
Bicycle Safety
Each of these areas are discussed below.
Vehicle Crashes
The table below summarizes the vehicle crashes that occurred at the 66`b Street and Portland
Avenue Intersection for the three year period between January 1, 2000 and December 31, 2002.
The table shows that left -turn crashes account for 62% of the total crashes at the intersection and
83% of the injury crashes. Rear -end crashes is the next
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highest total accounting for 14% of the total crashes and 7% of the injury crashes. All of the
alternatives proposed can be expected to reduce the left-turn and rear end crashes. They should
also reduce the number of right angle crashes.
Crashes by Group at 66th and Portland Avenue Intersection
1/01/2000 to 12/31/2002
Crash Group Injury
Crashes
Property
Damage
Total
Rear Ends 2 9 11
Left -Turns 25 24 49
Right Angles 1 5 6
Sideswipe 1 4 5
1 vehicle 1 0 1
Not Stated 0 3 3
Others 0 3 3
Total 1 30 48 1 78
For the signalized intersection alternatives the primary improvement affecting vehicle safety is
the addition of the protected left -turn lane. The table below shows the estimated percentage
reduction in crashes that can be expected at a signalized intersection by adding protected left -turn
lanes. These percentages are from studies conducted by the Minnesota Department of
Transportation and a study by the University of Kentucky. These percentages are being used by
the Metropolitan Council to evaluate projects for federal funding.
Estimated Percentage Reduction in Vehicle Crashes by Group
By Adding Protected left -turns to a Signalized Intersection
Crash Group Injury
Crashes
Property
Damage
Rear Ends 30% 30%
Left -Turn 45% 70%
Right Angles 30% 30%
Sideswipe 50% 30%
1 vehicle 0 0
Not Stated 0 0
Others 0 0
Similar data is not available for roundabout intersections. However, because the roundabout
intersection eliminates all left -turn and right -angle conflicts it is reasonable to assume that it
would eliminate all of these crash types. In addition, many rear -end crashes occur because of
sudden or unexpected slowing or stopping by vehicles at the intersection. At a signalized
intersection this is caused by the lights changing. It may also occur when a vehicle suddenly
stops in a through lane to make a left -turn. That is why adding protected left-turn lane will
reduce rear -end crashes. For a roundabout intersection the rear -end crashes on the approaches
can be expected to be much lower than at a signalized intersection since all vehicles must slow
down to enter the intersection and therefore there should be very few sudden stops on the
approaches. However, within the roundabout, rear -end crashes may occur when vehicles enter
the roundabout without an adequate gap in the traffic in the roundabout. For the purpose of this
evaluation it is assumed that a roundabout would have a similar number of rear -end crashes as
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the signalized intersection with left -turn lanes. The roundabout is expected to have a higher
number of sideswipe crashes because this is the primary vehicle conflict that occurs at a
roundabout. For the purpose of this evaluation it was assumed sideswipe crashes for the
roundabout would be 3 times higher than for the signalized intersection alternatives. The tables
below shows the estimated crash reduction for the signalized intersection alternatives versus the
roundabout based on the above discussion and percentages.
Estimated Reduction in 3 -Year Vehicle Crashes at 66`h
and Portland Avenue Intersection
By Adding Left -turn lanes.
Crash Group Injury
Crashes
Property
Damage
Total
Change
Rear Ends 0.6 2:7 3.3
Left -Turn 11.3 16.8 28.1
Right Angles 0.3 0.5 0.8
Sideswipe 0.5 1.2 1.7
1 vehicle 0 0 0
Not Stated 0 0 0
Others 0 0 0
Total Change in Crashes 12.7 22.2 34.9
Total Percentage Reduction 42.3% 46.6% 44.7%
Estimated Reduction in 3 -Year Vehicle Crashes at 66"
i and Portland Avenue Intersection
By Converting to a Roundabout Intersection
Crash Group Injury
Crashes
Property
Damage
Total
Change
Rear Ends 0.6 2.7. 3.3
Left -Turn 25 24 49
Right Angles 1 5 6
Sideswipe 2 8 10
1 vehicle 0 0 0
Not Stated 0 0 0
Others 0 0 0
Total Change in Crashes 24.6 23.7 48.3
Total Percentage Reduction 82.0% 49.4% 61.9%
The second table shows that the roundabout would reduce total crashes by approximately 48
vehicles or by 62% and that it would reduce injury crashes by almost 25 vehicles or 82 %. When
compared to the signalized intersection with left -turn lanes the roundabout would have
approximately 71 % fewer injury crashes and about 31 % fewer total crashes. These'percentages
are consistent with comparison studies between roundabouts and signalized intersections.
The signalized intersection alternatives would all be similar relative to the reduction in vehicle
crashes since they all add left-turn lanes. Adding dual left-turn lanes at some locations is
primarily for capacity reasons and will not have a major impact on traffic safety. A comparison
of the two tables shows that the roundabout design would eliminate almost double the number of
injury crashes compared to a signalized intersection with left-turn lanes. The reduction in
property damage only crashes is only slightly better with the roundabout design.
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Pedestrian Safety
The 66th Street and Portland Avenue intersection is expected to have a relatively high number of
pedestrians because of the transit serving this location and the park and municipal pool that is
located in the northeast corner of the intersection. The impact on pedestrian safety of each
intersection type is discussed below:
Signalized Intersection — Pedestrians have a protected crossing at a signalized intersection and
it is easier for visually impaired pedestrians to cross at signalized intersection because they have
better auditory cues on when and where to cross. The crash data indicates there were no
pedestrian/vehicle crashes during the three year period between January 1, 2000 and December
31, 2002.
Roundabout Intersection — At a roundabout intersection, pedestrians must cross at an
unprotected location and it is more difficult for visually impaired pedestrians to locate the
crossing and know when it is safe to cross. However, at the location they cross, the traffic
speeds have been reduced to about 20 mph. Also, the pedestrian only needs to cross half of the
roadway at a time and they also have fewer lanes to cross. Pedestrians only need to worry about
traffic from one direction when crossing and since the crosswalk is set back from the circle the
drivers focus will be on the road ahead where pedestrians may be crossing. Vehicles are
required to stop for pedestrians in the cross -walk, although that has been a problem in the United
States. Studies in the United Kingdom indicate that pedestrian vehicle crashes at a two -lane
roundabout are slightly less than at a signalized intersection.
Bicylce Safety
Signalized Intersection — Bicycles ride with traffic and obey the traffic signal.
Roundabout Intersection — Bikes are encouraged to use a bike path that is separated from the
roadway at the roundabout intersection. There is no specific data available relative to
bicycle /vehicle crashes at a roundabout intersection.
Proposed Scoring
Option 1 — No -build (1)
Option 2 — Signal with Single Left -Turn Lanes (3)
Option 3 — Signal with Dbl Lefts on 66`h Street (3)
Option 4 — Signal with Dbl Lefts on 66`
h and on Portland (3)
Option 5 — Roundabout (5)
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TRANSPORTATION/TRANSIT
Level of Service
The table below shows the estimated delay and level of service for each alternative for the 2030
traffic forecasts.
66 Street and Portland Avenue
2030 Forecast Level of Service by Alternative
Alternative Delay
Sec/veh
LOS
1- No -Build NA F
2-' Signal w /Sin le Left -turn lanes 39 D
3- Signal w/Dbl Lefts on 66 32 C
4- Signal w/Dbl Lefts on 66 and Portland 26 C
5- Roundabout 1 6 1 A
Alternative 2 does not have any access capacity to accommodate traffic volumes that may be
higher than the 2030 forecasts. The attached table shows what would happen to the level of
service for each alternative if the future volumes are higher than the forecast. The roundabout
intersection has the least delay and the best level of service and the greatest ability to handle
traffic volumes that are greater than forecast.
Transit
There are four routes that stop at the
66th Street and Portland Avenue Intersection. These routes
include:
Route 5 — This route runs north and south on Portland Avenue at 66ffi Street. There are four buses
in each direction during the p.m. peak hour.
Route 515 -- This route runs east and west on 66h Street at Portland Avenue. There are four
buses in each direction during the p.m. peak hour.
Route 553 — This is an express route that only runs during the peak periods. In the p.m. peak
hour there is one southbound bus on Portland Avenue
Route 111 — This is a University of Minnesota bus. In the pm peak hour there is one bus that is
southbound on Portland Avenue and turns left to go east on 66 Street.
In order to facilitate passengers who might want to transfer between the 66"' Street route and the
Portland Avenue route, it is proposed to have the Portland Avenue bus stops on the north side of
66'h Street and the 66th Street bus stops on the east side of Portland Avenue. This would
minimize the distance that transfers must walk. At the near side stops (southbound on Portland
and westbound on 66th Street) buses would stop in the through lane or in the right -turn lane if
one is provided. For the far -side stops a bus pull -out would be provided so that buses would not
block traffic leaving the intersection.
This arrangement will work for both the standard signalized intersection as well as for the
roundabout intersection and therefore transit operations should be similar for all alternatives.
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The far side bus stop .for the roundabout intersection would be after the pedestrian crosswalk.
Since there are only 4 stops per hour in the pm peak hour; buses are not expected to have a
noticeable impact on traffic operations for any of the alternatives. Because the roundabout is
expected to have less average vehicle delay than the other alternatives, the roundabout may
provide a slight benefit to transit users.
Proposed Scoring
Option 1— No -build (1)
Option 2 — Signal with Single Left -Turn Lanes (3)
Option 3 — Signal with Dbl Lefts on 66th Street (4)
Option 4 — Signal with Dbl Lefts on 66h and on Portland (4)
Option 5 — Roundabout (5)
ACCESS
Signalized Intersection Alternatives
All of the signalized intersection alternatives will have a similar impact relative to access. On
Portland Avenue access will be limited to right -in and right -out from 67th
Street to approximately
65th Street, that is about 600 feet north and south of 66h Street. On 66th Street access will be
limited to right -in and right -out from approximately 4h Avenue to Park Avenue, that is about
600 feet east and west of Portland Avenue.' .
Roundabout Intersection.
The roundabout intersection would allow slightly more access. However, restricting access does
help improve safety of the roadway. Medians or splitter islands would be provided about 300 to
400 feet back from the intersection on both Portland Avenue and 66h Street. The vehicle queues
at the roundabout intersection are only 2 to 3 vehicles long, or less than 100 feet. Left -turns from
the roadway or left-turns from the side street beyond the 300 to 400 foot distance from the
intersection would be no different than other sections of the roadway where there is no median.
The perception is that the roundabout also facilitates U -tums better than the signalized
intersection.
ProRosed Scoring
Option 1 — No -build (5)
Option 2 — Signal with Single Left -Turn Lanes (1)
Option 3 — Signal with Dbl Lefts on
66th Street (1)
Option 4 — Signal with Dbl Lefts on 66th and on Portland (1)
Option 5 — Roundabout (3)
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LAND USE/RIGHT -OF -WAY NEEDS
The table below shows the number of parcels impacted by each alternative. The next table
shows the total estimated fair market value of the parcels that are impacted. It was assumed that
the required widening was to the east on Portland Avenue and to the north on 66`h Street for all
of the alternatives in order to provide an equal comparison of the alternatives. The total market
value was used for parcels that are identified as total takes or potential total takes as shown on
the figures. For partial takes only a portion of the fair market value was used. The market
values came from Hennepin County Property Services.
Number of Parcels Impacted By Alternative Assuming Widening to the East and North
Alternative Partial Take Total Take Total Parcels
1- No -Build 0 0 0
2- Signal w /Sin le Left -turn lanes 2 16 18
3- Signal w/Dbl Lefts on 66 2 17 19
4- Signal w/Dbl Lefts on 66h and Portland 2 17 19
5- Roundabout 5 11. 16
Market Value of Properties Impacted By Alternative Assuming Widening to the East and
North
Alternative Partial Take Total Take Total Parcels
1- No -Build 0 0 0
2- Signal w /Sin le Left -turn lanes 300,350 3,868,100 4,168,450
3- Signal w/Dbl Lefts on 66 261,500 5,748,100 6,009,600
4- Signal w/Dbl Lefts on 66h and Portland 261,500 5,748,100 6,009,600
5- Roundabout 349,550 3,157,100 3,506,650
The roundabout will impact the fewest parcels with the lowest total market value. Alternative 2
impacts only two more parcels and the market value of impacted parcels is only slightly higher
than for the roundabout. The big jump in market value of going to double -lefts on 66h Street is
related to the impact on the apartment building in the northwest quadrant of the intersection.
Proposed Scoring
Option 1 — No -build (5)
Option 2 — Signal with Single Left -Turn Lanes (3)
Option 3 — Signal with Dbl Lefts on
66th Street (1)
Option 4 — Signal with Dbl Lefts on 66'' and on Portland (1)
Option 5 — Roundabout (3)
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COMMUNITY THEMES /AESTHETICS
The Roundabout intersection has the least amount of paved area and the greatest opportunity for
landscaping with the center island in the circle. The signalized intersection with left -turn lanes
adds about 12 feet of width to both roadways and the double lefts adds about 24 feet of width
compared to the roundabout intersection. The added paved areas reduces the aesthetic appeal of
the roadway and reduces the areas that may available for aesthetic treatments.
Proposed Scoring
Option 1 —No -build (1)
Option 2 — Signal with Single Left -Turn Lanes (3)
Option 3 — Signal with Dbl Lefts on 66h Street (1)
Option 4 — Signal with Dbl Lefts on
66th and on Portland (1)
Option 5 — Roundabout (5)
NEIGHBORHOOD CONCERNS
Based on comments received at the open houses there are at least three issues that are not
addressed by the other criteria. These include:
Vehicle Queues at the intersection that may block people from getting in and out of their
driveways.
Pedestrian access to the park at Park Avenue.
Familiarity with Roundabout Operations.
Vehicle Oueues
The table below shows the longest vehicle queue expected on each approach to the intersection
for each alternative.
66'h Street and Portland Avenue Intersection
Vehicle Queue Lengths by Approach (feet) In PM Peak Hour
Alternative Southbound Northbound Eastbound Westbound
1- No -Build NA NA NA NA
2- Signal w /Single Left -tum
lanes
799 196 348 380
3- Signal w/Dbl Lefts on 66th 587 192 307 263
4- Signal w/Dbl Lefts on 66
and Portland
419 158 274 259
5- Roundabout 61 19 1 45 23
Pedestrian Access to the Park
There is a pedestrian crossing of
66h Street located at Park Avenue that provides access to the
Richfield pool and to Veterans Park. This pedestrian crossing is proposed to remain with all of
the alternatives. For the signalized intersection alternatives there may be some break in
eastbound traffic when northbound and southbound traffic is going on Portland Avenue. With
CADo=mts and Scttings*asherll.ocal Settings \Temporary internet Files \OLK236\Evaluation of 66th and Portland Avenue Alt.
the roundabout intersection there will be more of a steady stream of traffic in the eastbound
direction. The westbound traffic at this location would be similar for all alternatives. With the
signalized intersection it would be possible to provide a refuge area in the median between the
eastbound and westbound traffic. This could also be done with the roundabout, but it would
J require further restrictions on left - turns.
Familiarity with Roundabout Operations
The roundabout intersection is relatively new for Minnesota and the Twin Cities area. There has
usually been some public opposition to the roundabout intersection when it is first introduced,
but the opposition usually disappears after drivers have a chance to use the intersection. Many
communities quickly add additional roundabout intersections after they see how well they work.
Some driver education will be required in order for the roundabout to operate at its peak
efficiency. Hennepin County is also cautious about implementing a roundabout because of a
lack of operation experience.
Proposed Scoring
Option 1— No -build (1)
Option 2 —. Signal with Single Left -Turn Lanes (3)
Option 3 — Signal with Dbl Lefts on 66h Street (3)
Option 4 — Signal with Dbl Lefts on
66b
and on Portland (3)
Option 5 — Roundabout (1).
MAINTENANCE
Some of the differences in maintenance and construction staging between a roundabout
intersection and a signalized intersection are discussed below.
Snow removal — There is some literature that indicates snow removal in a roundabout is a little
more difficult because of the circle. Snow removal on sidewalks should be similar for all
alternatives.
Signal —The signalized intersections have additional cost for maintenance of the traffic signal
Construction Staging — It is more difficult in some cases to maintain traffic during construction
of a roundabout intersection because of the need to construct the circle in the middle of the
intersection. It is very difficult to reconstruct an intersection like 66`h Street and Portland Avenue
under traffic as a signalized intersection.
Overall there are not major differences among the alternatives relative to maintenance.
Proposed Scoring
Option 1 —No -build (1)
Option 2 — Signal with Single Left -Turn Lanes (3)
Option 3 — Signal with Dbl Lefts on
66th Street (3)
Option 4 — Signal with Dbl Lefts on
66th and on Portland (3)
Option 5 — Roundabout (2)
C:\Dom==ts and Settings\kash=gxm:al Settings \T =porary Internet Files\OLK236\Evaluation of 66th and Portland Avenue Alt
BENEFIT /COST
The estimated construction cost for each of the alternatives is summarized in the following table.
The roundabout intersection has the lowest construction cost.
66`h Street and Portland Avenue Intersection
Estimated Construction Cost
Alternative Construction
Cost
1- No -Build 0
2- Signal w/Single Left -turn lanes 2,890,000
3- Signal w/Dbl Lefts on 66 3,240,000
4- Signal w/Dbl Lefts on 66 and Portland 1 $3,690,000
5- Roundabout 2,560,000
Proposed Scoring
Option 1 — No -build (5)
Option 2 — Signal with Single Left -Tum Lanes (3)
Option 3 — Signal with Dbl Lefts on 66a' Street (2)
Option 4 — Signal with Dbl Lefts on 66h and on Portland (1)
Option 5 — Roundabout (4)
CADo===m and Sctdngs\kashcr Local Settings \Tmtporary loran= Files \OLK236\Evaluatiou of 66th and Pordmd Avmue Ala
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LANDFORM 66TH & PORTLAND LAND USE STUDY July 6, 2005
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LANDFORM 66TH & PORTLAND LAND USE STUDY July 6, 2005
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