HomeMy WebLinkAbout09-03-2024 City Council Work Session Packet
CITY COUNCIL WORK SESSION
Mayor
Amáda Márquez Simula
Councilmembers
Connie Buesgens
Kt Jacobs
Rachel James
Justice Spriggs
City Manager
Aaron Chirpich
City Hall—Shared Vision Room, 3989 Central Ave NE
Tuesday, September 03, 2024
6:00 PM
AGENDA
ATTENDANCE INFORMATION FOR THE PUBLIC
Members of the public who wish to attend may do so in-person, or by using Microsoft Teams Meeting
at columbiaheightsmn.gov/joinameeting: ID 278 254 427 462, Passcode pfepBS. For questions, please
contact Administration at 763-706-3610.
Auxiliary aids or other accommodations for individuals with disabilities are available upon request when
the request is made at least 72 hours in advance. Please contact Administration at 763 -706-3610 to
make arrangements.
CALL TO ORDER/ROLL CALL
WORK SESSION ITEMS
1. Proposed Changes to the Fire Department Relief Association By-Laws. (15 Minutes)
2. Overview of Proposed 2025 Budget. (30 Minutes)
3. Safe Streets for All Citywide Safety Action Plan Update. (30 minutes)
4. Anoka County Update: 40th Avenue, Central To Main Final Layout And Report. (30
minutes)
5. MnDOT - Central Avenue Future Planning And Funding. (30 minutes)
6. Sullivan Lake Total Maximum Daily Load (TMDL) Study. (30 Minutes)
7. Winter Parking Ordinance Updates. (15 Minutes)
8. Council Corner. (15 Minutes)
Updates from council regarding schedules, information sharing and priorities for continued
education.
Proclamation Planning.
Discuss Location of Community Forum on Council Meeting Agenda.
9. Old Business.
ADJOURNMENT
1
City of Columbia Heights AGENDA September 03, 2024
City Council Work Session Page 2
Auxiliary aids or other accommodations for individuals with disabilities are available upon request when the request is
made at least 72 hours in advance. Please contact Administration at 763-706-3610 to make arrangements.
2
ITEM: Presentation of Proposed Changes to the Fire Department Relief Association By-Laws.
DEPARTMENT: Fire BY/DATE: Assistant Fire Chief O’Brien / September,
03, 2024
CORE CITY STRATEGIES: (please indicate areas that apply by adding an “X” in front of the selected text below)
_Healthy and Safe Community
_Equitable, Diverse, Inclusive, and Friendly
_Trusted and Engaged Leadership
_Thriving and Vibrant Destination Community
X Strong Infrastructure and Public Services
_Sustainable
BACKGROUND:
In Minnesota, a fire department relief association is a governmental entity that receives and manages public
money, including state aid and supplemental state aid for retirement benefits for firefighters and other
emergency first responders. The association is separate from the fire department, but affiliated with it, and is
governed by its own board of trustees. The board includes three municipal representatives, and the association
is also subject to reporting requirements from the Office of the State Auditor and other state and federal
agencies. The relief association is required to maintain its own checking and savings accounts.
The purpose of the relief association is to help cities recruit and retain experienced firefighters by providing
good retirement benefits.
SUMMARY OF CURRENT STATUS:
The Relief Association occasionally updates its by-laws, and such changes must be approved through a
special vote by the entire membership. On July 17, 2024, the Association proposed several by-law
amendments. All of these proposed changes were approved by the members. The final step in this process is
to present the approved amendments to the Columbia Heights City Council for their consideration and
approval, as they hold the ultimate authority for final approval of any by-law changes.
STAFF RECOMMENDATION:
Assistant Chief O’Brien and Firefighter Jen Pena will attend the work session to provide a brief presentation on
the Relief Association, discuss the proposed by-law changes, and share the outcomes of the voting process. It
is recommended that the City Council approve the by-law changes at the September 9th 2024 City Council
meeting.
RECOMMENDED MOTION(S):
CITY COUNCIL WORK SESSION MEETING
AGENDA SECTION WORK SESSION ITEM
MEETING DATE 3 SEPTEMBER 2024
3
Item 1.
City of Columbia Heights - Council Letter Page 2
MOTION: Approve the proposed Fire Department Relief Association by-law adoptions and amendments.
ATTACHMENT(S):
Relief Association Proposed by-law adoptions and amendments.
4
Item 1.
Bylaws: Proposed Changes
7/17/24
1. Officer term dates
A NO vote would mean to keep the bylaws as-is:
Terms: May 1-April 30
7.1 Trustee Terms. The Trustees shall be elected to staggered three-year terms. There
will be two (2) Trustees elected by the membership each year at the annual meeting of the
Association and begin their individual terms on May 1 following the meeting.
8.1 Annual Meeting of the Members. The annual (regular) meeting of the members
shall be held in February on a date designated by the Board. The place of the meeting shall be
designated and may be changed from time to time by the Board of Trustees.
A YES vote would mean to change the bylaws to read:
Terms: January 1-December 31
7.1 Trustee Terms. The Trustees shall be elected to staggered three-year terms. There
will be two (2) Trustees elected by the membership each year at the annual meeting of the
Association, and begin their individual terms on January 1 following the meeting.
8.1 Annual Meeting of the Members. The annual (regular) meeting of the members
shall be held in November on a date designated by the Board. The place of the meeting shall be
designated and may be changed from time to time by the Board of Trustees.
2. Administrative separation
A NO vote would mean to keep the bylaws as-is:
4.6 Separation. For records retention and administration of the Association, the
Board may request that a Deferred Member complete and submit a Membership Separation
Form.
A YES vote would mean the bylaws would be changed to add 4.6.1:
4.6 Separation. For records retention and administration of the Association, the
Board may request that a Deferred Member complete and submit a Membership Separation
Form.
4.6.1 If a completed separation form is not received within 30 days, a certified letter
may be issued. If the completed separation form is not received within 60 days of the certified
letter, the member will be placed in deferred member status upon Board’s approval.
5
Item 1.
3. Relief Association start date
A NO vote would mean the bylaws would remain as-is:
Upon the date a member completes the minimum required certifications established by the Fire
Department, such member shall accrue service credit for all active service. The minimum
required certifications of the Fire Department are defined as EMT and Firefighter II.
A YES vote would mean that bylaws would be changed to read:
Upon the date of hire to the Fire Department, such member shall accrue service credit for all
active service.
4. Officer compensation and bi-annual review
A NO vote would keep the compensation policy as-is:
Base Audit Meeting
President $1000 $100 $50
Vice President $200 $300 $20
Secretary $800 $0 $50
Treasurer $1000 $100 $20
Trustee $0 $0 $20
A YES vote would change the compensation policy to be the following and to review bi-annually
(every two years):
Base Audit Meeting
President $1400 $200 $50
Vice President $ 300 $400 $30
Secretary $1200 $200 $50
Treasurer $1200 $200 $50
Trustee $0 $0 $30
6
Item 1.
ITEM: Overview of Proposed 2025 Budget (30 minutes)
DEPARTMENT: Finance BY/DATE: Joseph Kloiber, Fin Dir/Aug 27, 2024
CORE CITY STRATEGIES: (please indicate areas that apply by adding an “X” in front of the selected text below)
_Healthy and Safe Community
_Equitable, Diverse, Inclusive, and Friendly
_ Trusted and Engaged Leadership
_Thriving and Vibrant Destination Community
X Strong Infrastructure and Public Services
X Sustainable
BACKGROUND:
A PowerPoint presentation on this topic with live narration by the Finance Director will be presented at the
September 3rd work session, with time for questions from and/or discussion amongst the City Council. The
presentation will be based on pages 1-7 from the City Manager’s 2025 Proposed Budget distributed to the City
Council on August 26th. Copies of that document are also available within the Finance Department section of
the City website.
SUMMARY OF CURRENT STATUS:
Under state statute, the City Council must adopt a proposed property tax levy by September 30th or the
proposed tax levy for the subsequent year is set equal to the current year levy by default. A draft copy of the
resolution required to approve the proposed 2025 budget and tax levy is included at pages 11-12 of the City
Manager’s 2025 Proposed Budget.
STAFF RECOMMENDATION:
Staff recommends including this resolution in the agenda for the September 23rd City Council Meeting.
ATTACHMENT(S):
None
CITY COUNCIL WORK SESSION MEETING
AGENDA SECTION WORK SESSION ITEM
MEETING DATE SEPTEMBER 3, 2024
7
Item 2.
ITEM: Safe Streets for All Citywide Safety Action Plan Update.
DEPARTMENT: Public Works BY/DATE: Assistant City Engineer / August 27, 2024
CORE CITY STRATEGIES: (please indicate areas that apply by adding an “X” in front of the selected text below)
X Healthy and Safe Community
_Equitable, Diverse, Inclusive, and Friendly
_Trusted and Engaged Leadership
_Thriving and Vibrant Destination Community
_Strong Infrastructure and Public Services
_Sustainable
BACKGROUND:
The City’s Safe Streets for All (SS4A) Citywide Safety Action Plan project kicked off in June 2024 with the help
of the consultant hired, Bolton & Menk. Since June, the consultant has worked on community and stakeholder
outreach to gather feedback on areas of concern throughout the City. Collection and analysis of crash data is
another task that the consultant has been working on in the background.
Connor Cox from Bolton & Menk has been invited to provide an update on the SS4A project, to engage and
gather feedback from the Council, and discuss next steps for development of the safety action plan.
SUMMARY OF CURRENT STATUS:
Work on the SS4A plan kicked off in June 2024 with an anticipated completion date in June 2025 .
STAFF RECOMMENDATION:
None – discussion only.
RECOMMENDED MOTION(S):
MOTION: None – discussion only.
CITY COUNCIL WORK SESSION MEETING
AGENDA SECTION WORK SESSION ITEM
MEETING DATE SEPTEMBER 3, 2024
8
Item 3.
ITEM: Anoka County Update: 40th Avenue, Central To Main Final Layout And Report.
DEPARTMENT: Public Works BY/DATE: Director of Public Works / August 27,
2024
CORE CITY STRATEGIES: (please indicate areas that apply by adding an “X” in front of the selected text below)
_Healthy and Safe Community
_Equitable, Diverse, Inclusive, and Friendly
_Trusted and Engaged Leadership
_Thriving and Vibrant Destination Community
X Strong Infrastructure and Public Services
_Sustainable
BACKGROUND:
Anoka County has hired Bolton & Menk to complete a corridor study of 40 th Avenue from Main Street to
Central Avenue. The first community open house was held in November 2023 to gather feedback from
residents and businesses on the wants and needs of the corridor. A second open house was held on March 7th
to review public feedback and provide options for the final corridor layout.
SUMMARY OF CURRENT STATUS:
Bryan Nemeth from Bolton & Menk along with Jerry Auge, Assistant County Engineer, and Jack Forslund,
Transportation Planner, from Anoka County have been invited to provide a presentation to review the final
site layout and public process from the two community open houses, project website and staff review. The
County is asking for Council review and concurrence on the final corridor layout . It is intended to use this final
corridor plan to apply for funding at both the State and Federal levels.
Attached please find the final corridor plan prepared by Bolton & Menk for Anoka County. The report details:
Existing conditions
Crash history
Study focus and need of the corridor
Issues and goals
Roadway alternatives
Public involvement process and feedback
Final Recommendation
Cost Estimate
STAFF RECOMMENDATION:
Review of final corridor plan for 40th Avenue from Main Street to Central Avenue. Staff has reviewed the final
corridor plan and concurs with the report final recommendations.
CITY COUNCIL WORK SESSION MEETING
AGENDA SECTION WORK SESSION ITEM
MEETING DATE SEPT 3, 2024
9
Item 4.
City of Columbia Heights - Council Letter Page 2
RECOMMENDED MOTION(S):
None – Review / Discussion only.
ATTACHMENTS: CSAH 2_40TH Avenue Corridor Study – Final Report
10
Item 4.
Submitted by:
Bolton & Menk, Inc.
111 Washington Ave S #650
Minneapolis, MN 55401
CSAH 2/40th Avenue NE
Corridor Study
Anoka County
July 2024
11
Item 4.
Prepared by: Bolton & Menk, Inc. Certification
CSAH 2/40th Avenue NE Corridor Study
Certification
Corridor Study
For
Anoka CSAH 2/40th Avenue NE
Columbia Heights, Anoka County, MN
July 2024
PROFESSIONAL ENGINEER
I hereby certify that this plan, specification, or 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.
Signature:
Typed or Printed Name: Bryan T. Nemeth, P.E.
Date: July 12, 2024 License Number: 43354
12
Item 4.
Prepared by: Bolton & Menk, Inc. Table of Contents
CSAH 2/40th Avenue NE Corridor Study
Table of Contents
I. Introduction .......................................................................................................................................... 1
II. Existing Roadway Conditions ................................................................................................................ 2
Typical Roadway Sections ..................................................................................................................... 2
Traffic Volumes ..................................................................................................................................... 2
Traffic Speeds........................................................................................................................................ 3
Pedestrian Facilities .............................................................................................................................. 3
Bicycle Facilities .................................................................................................................................... 3
Land Use ............................................................................................................................................... 3
Traffic Control ....................................................................................................................................... 4
Traffic Operations (Intersection Level of Service) ................................................................................ 4
Crash History ......................................................................................................................................... 8
III. Purpose and Need .............................................................................................................................. 10
Traffic Safety – Primary Need ............................................................................................................. 10
Infrastructure Condition and Space – Primary Need .......................................................................... 10
Walkability/Bikeability – Primary Need .............................................................................................. 11
Vehicle Mobility – Secondary Need .................................................................................................... 11
IV. Issues Summary and Goals of Improvements .................................................................................... 12
Public Input on Potential Roadway Revisions ..................................................................................... 12
V. Roadway Improvement Alternatives .................................................................................................. 13
Benefits/Impact from Roadway Improvements ................................................................................. 14
Stakeholder Feedback on Improvement Concepts ............................................................................ 16
VI. Recommended Improvement Concept .............................................................................................. 22
Alignment With Project Goals ............................................................................................................ 22
Implementation Timeline and Cost Estimates .................................................................................... 23
Items to Confirm in Final Design ......................................................................................................... 24
13
Item 4.
Prepared by: Bolton & Menk, Inc. Table of Contents
CSAH 2/40th Avenue NE Corridor Study
Figures
Figure 1: Study Area ...................................................................................................................................... 1
Figure 2: Existing Traffic Volumes ................................................................................................................. 5
Figure 3: Traffic Control ................................................................................................................................ 6
Figure 4: Improvement Concept A .............................................................................................................. 18
Figure 5: Improvement Concept B .............................................................................................................. 19
Figure 6: Improvement Concept C .............................................................................................................. 20
Figure 7: Improvement Concept D .............................................................................................................. 21
Figure 8: Recommended Improvement Concept........................................................................................ 25
Tables
Table 1: Existing Traffic Operations .............................................................................................................. 7
Table 2: Study Area Crash Rates ................................................................................................................... 8
Table 3: Study Area Types and Severities ..................................................................................................... 9
Table 4: Traffic Operations With 2-Lane Roadway + Traffic Control Revisions .......................................... 17
Table 5: Evaluation of Roadway Improvement Concepts ........................................................................... 26
Appendices
Appendix A: Concept Layouts
Appendix B: Turning Movement Data
Appendix C: Traffic Control Warrant Analysis
Appendix D: Crash Data
Appendix E: Public Engagement
Appendix F: Recommended Concept Cost Estimate
Appendix G: Presentations to Project Management Team, City Council, and County Transportation
Committee
14
Item 4.
Prepared by: Bolton & Menk, Inc. Introduction
CSAH 2/40th Avenue NE Corridor Study Page 1
I. Introduction
This report has been prepared to document results from the CSAH 2/40th Avenue NE corridor study in
Columbia Heights, Anoka County, Minnesota. The extents of this corridor study are between Main Street
and Central Avenue (TH 65).
County State Aid Highway (CSAH) 2 is currently scheduled for reconstruction in 2025 (Main to TH 47)
and 2027 (TH 47 to TH 65). The purpose of the CSAH 2 Corridor Study is to evaluate potential roadway
and intersection improvements and to determine a preferred cross section for 40th Avenue NE. Options
will be prioritized which are realistic and support economic vitality, safety, mobility, and access for all.
Figure 1: Study Area
Study Area
15
Item 4.
Prepared by: Bolton & Menk, Inc. Existing Roadway Conditions
CSAH 2/40th Avenue NE Corridor Study Page 2
This study has been completed to identify a future roadway design that helps meet City and County
transportation system goals. The project goals include:
• Identifying a future roadway design that is compatible with local and regional transportation
needs
• Providing safe, efficient, and reliable mobility for all travel modes
• Prioritizing the safety and comfort of pedestrians and bicyclists through expansion of
multimodal infrastructure
• Establishing present and future traffic control needs for each intersection
• Providing safe and comfortable transportation options for all modes of travel to Huset Park
• Supporting the existing and future planning goals of the City of Columbia Heights
Primary transportation system objectives to meet the goals for the CSAH 2 corridor are:
• Right-sizing the roadway for anticipated vehicle traffic demands
• Reducing crash potential on the corridor
• Providing appropriate traffic control at intersections
• Mitigating high vehicle speeds that exist today
• Adding bicycle-compatible facilities to the corridor
• Improving pedestrian facilities along the corridor
• Adding green space to improve infiltration and roadway drainage after rainfall events
II. Existing Roadway Conditions
Within the study area, CSAH 2 is an urban two-lane major collector roadway from Main Street NE to
University Avenue and an urban four-lane minor arterial roadway between University Avenue and
Central Avenue.
Typical Roadway Sections
• Between Main Street and University Avenue (TH 47) – One wide lane in each travel direction
with parking allowed on both sides of the roadway
• Between University Avenue and Central Avenue – Two lanes in each travel direction with
parking allowed on both sides of the roadway
Traffic Volumes
• Between Main Street and University Avenue – 2,400 vehicles per day
o One lane in each travel direction (as exists today) is appropriate for traffic volumes on
this segment of CSAH 2
• Between University Avenue and Central Avenue – 5,500 to 6,000 vehicles per day
o The existing four-lane undivided section of CSAH 2 on this segment can accommodate
up to 20,000 vehicles per day
o Existing traffic volumes could be accommodated by a two-lane undivided roadway
section. Two-lane undivided roadways in urban areas can typically accommodate traffic
volumes up to 10,000 vehicles per day
o Daily traffic capacity estimates are based on information in the Highway Capacity
Manual and in the Metropolitan Council Regional Transportation Policy Plan
• Based on a review of development potential along CSAH 2 and regional traffic forecasting
completed as part of the Anoka County 2040 Transportation Plan, traffic growth potential on the
16
Item 4.
Prepared by: Bolton & Menk, Inc. Existing Roadway Conditions
CSAH 2/40th Avenue NE Corridor Study Page 3
corridor is limited without significant redevelopment. As such, traffic analysis described
throughout this report is based on existing traffic data
• Existing study area traffic data is shown in Figure 2
Traffic Speeds
• Existing speed limit – 30 mph
• Observed traffic speeds from field-collected data:
o Between Main Street and University Avenue – 27 to 33 mph
o Near 4th Street NE – 31 to 38 mph
o Near Madison Street NE – 30 to 36 mph
o Near Van Buren Street – 20 to 30 mph
• Reducing vehicle speeds between University Avenue and Central Avenue is a primary goal for
future roadway improvements
• Field-collected vehicle speed data by location is shown in Figure 2
Pedestrian Facilities
• Between Main Street and University Avenue – Sidewalks are present in some areas on both
sides of the roadway, however gaps exist on both the north and south sides
• Between University Avenue and Central Avenue, sidewalks are directly adjacent to the curb on
both sides of the roadway (no boulevards).
o A lack of boulevards places pedestrians closer to moving traffic, reduces the amount of
green space for rainwater infiltration, and reduces the amount of snow storage space
o The lack of boulevards also requires objects like light poles and signs to be within the
walking area, which can be challenging for users with mobility issues
Bicycle Facilities
• There are no existing bicycle facilities on the corridor
• Bicycles currently must either ride on sidewalks or ride on the roadway with moving vehicle
traffic
Land Use
• Residential land use is generally confined to the blocks west of University Avenue and is
primarily zoned as R-2A – One- and Two-Family Residential District, with R-3 – Multiple Family
Residential District zoning along University Avenue
• Between University Avenue and Central Avenue, almost all land is zoned as commercial and is
divided into three general zones: GB – General Business District, LB – Limited Business District,
and CBD – Central Business District
o Between University Avenue and 7th Street NE is zoned as General Business District
o Between 7th Street NE and Quincy St NE is zoned as Limited Business District
o The eastern-most two blocks, between Jackson Street NE and Central Avenue, are zoned
as Central Business District
17
Item 4.
Prepared by: Bolton & Menk, Inc. Existing Roadway Conditions
CSAH 2/40th Avenue NE Corridor Study Page 4
Traffic Control
• Traffic signals are present at University Avenue (TH 47) and at Central Avenue (TH 65). These
traffic signals are owned and operated by the Minnesota Department of Transportation
(MnDOT).
• All-way stop control is present at Main Street, at Jefferson Street, and at Jackson Street
o Based on a review of 13-hour traffic data (6 am to 7 pm) at each intersection, all-way
stop control is not warranted at any of these intersections since traffic volumes are
below thresholds recommended in the Minnesota Manual on Uniform Traffic Control
Devices.
o Warrant analysis results are provided in Appendix C
o Research has found that unwarranted all-way stop control can increase traffic speeds
due to drivers perceiving such traffic control as unnecessary
o It is common to remove unwarranted all-way stop control and convert these
intersections to either two-way stop control or roundabout control
• The remainder of intersections on CSAH 2 within the study area have stop control on the
northbound and southbound approaches, with no control on eastbound and westbound CSAH
2
• Traffic control on CSAH 2 within the study area is shown in Figure 3
Traffic Operations (Intersection Level of Service)
Existing traffic operations on CSAH 2 are acceptable, with all intersections operating at Level of Service
(LOS) B or better throughout the day. Traffic operations analysis results for existing AM and PM peak
hour traffic conditions are summarized in Table 1. Existing AM and PM peak hour turning movement
data is provided in Appendix B.
• Level of service (LOS) is a metric used to describe the quality of traffic flow. Levels of service
range from LOS A to LOS F, with LOS A representing good traffic flow with very little delay and
LOS F representing a breakdown of traffic flow with major traffic delays.
o Level of service analysis was performed using the Synchro 11 analysis software. Synchro
implements the intersection level of service analysis methodology prescribed in the
Highway Capacity Manual
o In Minnesota, operations at LOS D or better are typically considered acceptable
• Given the low vehicle traffic delays that exist today, the number of through lanes can be
reduced to one lane in each travel direction without significant impacts to vehicle delays. More
details related to how this roadway space can be reallocated and the impacts such changes
would have on vehicle traffic delays are provided later in this report.
18
Item 4.
Prepared by: Bolton & Menk, Inc. Existing Roadway Conditions
CSAH 2/40th Avenue NE Corridor Study Page 5
Figure 2: Existing Traffic Volumes
19
Item 4.
Prepared by: Bolton & Menk, Inc. Existing Roadway Conditions
CSAH 2/40th Avenue NE Corridor Study Page 6
Figure 3: Traffic Control
20
Item 4.
Prepared by: Bolton & Menk, Inc. Existing Roadway Conditions
CSAH 2/40th Avenue NE Corridor Study Page 7
Table 1: Existing Traffic Operations
NB A A
SB A A
EB A A
NB A A
SB A A
EB A A
WB A A
NB A A
EB A A
WB A A
SB A A
EB A A
WB A A
NB B B
SB B A
EB C C
WB D C
SB A A
EB A A
WB A A
NB B B
SB A B
EB A A
WB A A
SB A B
EB A A
WB A A
NB A A
EB A A
WB A A
SB A B
EB A A
WB A A
NB A A
SB B B
EB A A
WB A A
NB A A
SB A A
EB A A
WB A A
SB A A
EB A A
WB A A
SB A A
EB A A
WB A A
NB B A
EB A A
WB A A
NB A A
SB A A
EB A A
WB A A
NB B B
SB B B
EB A A
WB A A
NB A B
SB B B
EB C C
WB D D
B B
-
- -
A A
- -
-
- -
-
- -
- -
- -
-
-
-
- -
A A
-
- -
B B
AM Peak Overall
Intersection LOS
PM Peak Overall
Intersection LOS
A A
- -
-
PM Peak
Approach LOS
University Avenue Signal
Intersection
Washington St NE /
Mill St NE TWSC
Jefferson St NE AWSC
Central Ave NE Signal
Van Buren St NE
Jackson St NE
Monroe St NE
Madison St NE
TWSC
AWSC
TWSC T-
Intersection
TWSC T-
Intersection
Quincy St NE TWSC
6th St NE TWSC T-
Intersection
Summit St NE TWSC T-
Intersection
7th St NE TWSC T-
Intersection
4th St NE TWSC
5th St NE TWSC
2nd St NE TWSC
Edgemoor Pl NE TWSC T-
Intersection
3rd St NE TWSC T-
Intersection
Traffic Control Approach
AM Peak
Approach LOS
Main Street AWSC
21
Item 4.
Prepared by: Bolton & Menk, Inc. Existing Roadway Conditions
CSAH 2/40th Avenue NE Corridor Study Page 8
Crash History
Crash history along the CSAH 2/40th Avenue NE corridor was reviewed to identify potential safety
concerns. Crash analysis considered crashes that occurred between 2018 and 2022. Key takeaways from
crash analysis are:
• One fatal pedestrian crash was reported on the north approach of the intersection of CSAH 2
and University Avenue. This crash was unrelated to the design of CSAH 2. No other study area
crashes resulted in fatalities or serious injuries.
• The crash rate between University Avenue and Central Avenue is above the critical crash rate,
indicating an elevated crash rate that should be mitigated through future roadway
improvements
o The critical crash rate is a crash rate that is calculated using statistical analysis. If a field-
observed crash rate is above the critical crash rate, it is likely that the existing roadway
design is contributing to high crash rates. Study area crash rates are summarized in
Table 2.
o 28 total crashes between University Avenue and Central Avenue, with rear end and
angle crashes are the most common crash types. Study area crashes by crash type are
summarized in Table 3.
• The crash rate at the intersection of CSAH 2 and Jefferson Street is nearly two times the
Minnesota average for all-way stop controlled intersections. The crash rate is however below
the critical crash rate
o Six crashes were reported at this intersection, with three angle crashes and two rear
end crashes
• Crash rates elsewhere are either close to or below the Minnesota statewide average for similar
roadways/intersections
• Crash data is provided in Appendix D
Table 2: Study Area Crash Rates
Intersections
Observed Statewide
Average
Critical
Rate
Critical
Index Observed Statewide
Average
Critical
Rate
Crash
Index
Main Street AWSC 1 0.24 0.27 1.03 0.23 0.00 0.22 14.89 0.00
University Avenue Signal 22 0.41 0.51 0.77 0.54 1.87 0.69 3.08 0.61
4th Street NE TWSC 2 0.18 0.13 0.45 0.40 0.00 0.31 7.03 0.00
5th Street NE TWSC 1 0.09 0.13 0.45 0.20 0.00 0.31 7.10 0.00
Jefferson Street AWSC 6 0.53 0.27 0.71 0.75 0.00 0.22 6.41 0.00
Jackson Street AWSC 1 0.10 0.27 0.74 0.14 0.00 0.22 7.29 0.00
Van Buren Street TWSC 1 0.10 0.13 0.47 0.21 0.00 0.31 7.45 0.00
Central Avenue Signal 22 0.40 0.51 0.77 0.52 0.00 0.69 3.05 0.00
Segments
Observed Statewide
Average
Critical
Rate
Critical
Index Observed Statewide
Average
Critical
Rate
Crash
Index
Main Street to
University Avenue 0.22 1 1.06 0.38 2.53 0.42 0.00 1.52 70.58 0.00
University Avenue
to Jefferson Street 0.37 18 4.85 0.37 1.31 3.70 0.00 0.82 20.34 0.00
Jefferson Street to
Central Avenue 0.36 10 2.57 0.37 1.29 1.99 0.00 0.82 19.58 0.00
Fatal & Serious Injury Crash Rate
Segment Segment
Length
Total Crashes
(5 Years)
Total Crash Rate Fatal & Serious Injury Crash Rate
Intersection Traffic
Control
Total Crashes
(5 Years)
Total Crash Rate
22
Item 4.
Prepared by: Bolton & Menk, Inc. Existing Roadway Conditions
CSAH 2/40th Avenue NE Corridor Study Page 9
Table 3: Study Area Types and Severities
Fatal Serious
Injury
Minor
Injury
Possible
Injury
Property
Damage
Only
Unknown Pedestrian Bicycle
Run Off
the Road
Other
Single
Vehicle
Side
Swipe
Same
Direction
Side
Swipe
Opposite
Direction
Rear End Head On Left Turn Angle Other
Main Street 1 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0
University Avenue 22 1 0 5 3 13 0 1 1 0 1 2 1 11 0 1 3 1
4th Street NE 2 0 0 1 1 0 0 0 0 0 0 0 0 1 0 0 1 0
5th Street NE 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0
Jefferson Street 6 0 0 0 3 3 0 0 0 1 0 0 0 2 0 0 3 0
Jackson Street 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0
Van Buren Street 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0
Central Avenue 22 0 0 5 1 16 0 1 1 5 0 1 0 6 0 1 5 2
Fatal Serious
Injury
Minor
Injury
Possible
Injury
Property
Damage
Only
Unknown Pedestrian Bicycle
Run Off
the Road
Other
Single
Vehicle
Side
Swipe
Same
Direction
Side
Swipe
Opposite
Direction
Rear End Head On Left Turn Angle Other
Main Street to
University Avenue 1 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0
University Avenue
to Jefferson Street 18 0 0 2 4 12 0 0 0 1 0 0 0 7 0 0 5 5
Jefferson Street to
Central Avenue 10 0 0 1 1 8 0 0 0 1 1 0 0 4 0 1 2 1
Intersection
Total
Crashes
2018-
2022
Severity Crash Type
Segment
Total
Crashes
2018-
2022
Severity Crash Type
23
Item 4.
Prepared by: Bolton & Menk, Inc. Purpose and Need
CSAH 2/40th Avenue NE Corridor Study Page 10
III. Purpose and Need
The purpose and need defines the transportation problems and deficiencies in the CSAH 2/40th Avenue
NE study area (Main Street to Central Avenue). The formation of the purpose and need is based upon
existing conditions data and stakeholder input received early in the study process. The identification of
needs helps build a common focus among stakeholders on the scope and timing of improvements
through defining the “who, what, where, why, and when” of the transportation needs.
The identified needs and opportunities within the study area will also serve as the cornerstone for
creation and evaluation of alternatives that satisfy the specific project area needs. Primary needs
include the transportation problem(s) that have been substantiated and recognized by the project
partners as priority issues to be solved.
Primary needs lead to the initiation of specific improvements/project(s) that resolve current or future
concerns.
Secondary needs include other transportation problems or opportunities in the study area that may be
able to be addressed, if feasible, at the same time that the primary needs are addressed.
Below is an assessment of the Anoka County State Aid Highway 2 corridor study area needs.
Traffic Safety – Primary Need
• Traffic safety is a primary need throughout the study corridor. The safety assessment identified
“hot spots” along CSAH 2 where vehicle crash history data identifies safety concerns. The safety
analysis included a review of historical crash data at intersections and along roadway segments.
In addition to vehicle crashes, the analysis considered pedestrian and bicycle crashes.
• The intersection crash analysis shows that none of the intersections have statistically significant
safety concerns, with no intersections having a critical index value greater than one (critical
index > 1 indicates the observed crash rate is higher than the critical crash rate). The segment
crash analysis however shows that two segments, the entire stretch between University Avenue
and Central Avenue, are considerably above the critical crash rate. University Avenue to
Jefferson Street has a critical index of 3.70, and the critical index between Jefferson Street to
Central Avenue is 1.99, indicating that the corridor is operating out of the normal range and is in
need of safety improvement.
• Public comments identified close call crashes between pedestrians and vehicles at crossing
locations, especially near bus stops, with the multiple lanes of approach, high speeds, and the
long crossing length.
Infrastructure Condition and Space – Primary Need
• Pavement conditions are an important component for maintaining safe driving conditions.
Locations where the pavement experiences fatigue/alligator cracking, there are potholes with
patching, and locations with transverse or longitudinal cracking can compromise the
smoothness of the driving surface. This in turn can result in loss of vehicle control, a reduction in
a driver’s or bicyclist’s ability to perform maneuvering tasks and can increase the frequency of
lost loads and debris on the roadway. CSAH 2 in the study area is a bituminous surface and is
currently deteriorating and reaching the end of the useful service life.
• City staff and the community noted that there are drainage issues along the corridor with
frequent flooding during rainfall events and in the spring with snowfall melt. Additionally, snow
events can impact the corridor with plowed snow blocking parking spaces and the adjacent
sidewalks.
24
Item 4.
Prepared by: Bolton & Menk, Inc. Purpose and Need
CSAH 2/40th Avenue NE Corridor Study Page 11
Walkability/Bikeability – Primary Need
• Columbia Heights, especially near CSAH 2, is a very walkable and bikeable community, as within
and surrounding the study area there are numerous destinations for pedestrians and bicyclists.
Within a block of the study corridor, there are two parks—Edgemoor Park and Huset Park, a
school, two churches, a daycare center, a community center, and numerous businesses. Access
to these destinations should not just be available for those with access to vehicles, therefore
improving the ability to walk and bike along the corridor is a primary need.
• Currently, sidewalks are present on both the north and south side of the corridor between
University Avenue and Central Avenue. Between Main Street NE and University Avenue the
sidewalk is only on one side of the street and jumps between the north and south side of the
street depending on the block. There is not a consistent sidewalk on this stretch. Additionally,
the compliance with ADA standards throughout the study area is inconsistent. Specific ADA-
related issues include multiple pedestrian ramps not meeting current standards and some utility
poles within walking areas on sidewalks. This non-compliance with ADA standards poses a safety
concern for the most vulnerable users of the transportation system.
• Currently, there are no dedicated bike facilities along CSAH 2. When evaluating concepts, bike
facilities will be considered and prioritized as an option.
Vehicle Mobility – Secondary Need
• The typical capacity of a two-lane roadway is between 10,000 and 12,000 vehicles per day.
Existing daily traffic volumes are well within the capacity of a two-lane roadway. On the two-
lane major collector section between Main Street and University Avenue, there are an average
of 2,400 vehicles per day. Daily traffic volumes are around 6,000 vehicles per day on the four-
lane minor arterial section between University Avenue and Central Avenue.
• None of the intersections within the study area currently are experiencing failing operations or
significantly long queues, and there does not appear to be any capacity issues along the
corridor.
• Collected travel speeds along the corridor indicate speeds higher than the speed limit. Options
to reduce traffic speeds should be considered.
25
Item 4.
Prepared by: Bolton & Menk, Inc. Issues Summary and Goals of Improvements
CSAH 2/40th Avenue NE Corridor Study Page 12
IV. Issues Summary and Goals of Improvements
Based on existing conditions analysis and the purpose and need, roadway improvement alternatives
developed throughout this study are intended to address the following current issues:
• No dedicated bicycle facilities, especially for children and novice bicyclists
• Lack of space between vehicular traffic and pedestrians on the sidewalk
• Lack of boulevards between University Avenue and Central Avenue
o Creates drainage and snow storage challenges
o Requires objects like signs and light poles to be within walking space
• Excess vehicle capacity that could be reallocated for improved bicycle and pedestrian
infrastructure
o Reducing the number of through lanes to one through lane in each direction would
mitigate crash potential, especially where crash rates are elevated between University
Avenue and Central Avenue. This is primarily through reduction in sideswipe and right-
angle crashes. The reduction in lanes also reduces the potential for safety implications
where a vehicle stops for a pedestrian crossing the roadway but blocks adjacent vehicle
sight lines.
o A lane reduction would also be expected to result in lower travel speeds
• Unwarranted all-way stop control at Main Street, Jefferson Street, and Jackson Street
Public Input on Potential Roadway Revisions
Existing transportation system issues and potential improvements to mitigate these issues were
presented to the public in Fall of 2023. Stakeholders were able to review project materials online and
were also invited to attend an in-person meeting on November 2, 2023. More details about the public
engagement process are provided in Appendix E.
Throughout this Fall 2023 engagement process, the following themes emerged:
• General support for reducing the number of vehicle travel lanes
o Some concerns about vehicles getting “stuck” behind slower moving or stopped vehicles
such as garbage trucks and buses if there are fewer lanes
• General support for maintaining on-street parking on the corridor
o Some concerns about reducing the number of on-street parking spaces
• General support for bike facilities, but mixed responses on facility type
o Highest support was for dedicated bi-directional bikeway, followed by shared use path
o Low support for on-street bike lanes
• General support for reducing vehicle speeds
• General support for improving pedestrian crossing comfort and safety
• General understanding related to removal of unwarranted all-way stop control
• Concerns about snow storage and impacts to on-street parking after snowfall events
26
Item 4.
Prepared by: Bolton & Menk, Inc. Roadway Improvement Alternatives
CSAH 2/40th Avenue NE Corridor Study Page 13
V. Roadway Improvement Alternatives
Guided by existing conditions analysis and stakeholder input, four different preliminary roadway
improvement alternatives were developed:
Concept A
• 2-lane typical roadway section
• Bi-directional bikeway on the south side of the roadway
• Sidewalks on both sides of roadway (with grass boulevards)
• Curb extensions added at intersections
• Mini roundabout at Jefferson Street
• Adds bus turnouts at some locations
• Maintains on-street parking, but with fewer spaces (Similar to Concept C, fewer spaces than
Concepts B/D)
o University Avenue to Central Avenue – Maintains 98 spaces (151 spaces today)
o Main Street to University Avenue – Maintains 14 spaces (67 spaces today)
• Concept A is shown in Figure 4, with a larger layout available in Appendix A
Concept B
• 2-lane typical roadway section
• Bi-directional bikeway on the south side of the roadway
• Sidewalks on both sides of roadway (with grass boulevards)
• Curb extensions added at intersections
• Mini roundabout at Jefferson Street
• No bus turn outs (in-line bus stops)
• Maintains on-street parking, but with fewer spaces (similar to Concept D, more spaces
maintained than Concepts A/C)
o University Avenue to Central Avenue – Maintains 119 spaces (151 spaces today)
o Main Street to University Avenue – Maintains 22 spaces (67 spaces today)
• Concept B is shown in Figure 5, with a larger layout available in Appendix A
Concept C
• 2-lane typical roadway section
• Shared use path on the south side of the roadway
• Sidewalk on the north side of the roadway (with grass boulevards)
• Curb extensions added at intersections
• Narrow shoulders available for cyclists that would prefer to bike on the roadway (wider where
on-street parking is provided)
• Mini roundabout at Jefferson Street
• Adds bus turnouts at some locations
• Maintains on-street parking, but with fewer spaces (similar to Concept A, fewer spaces than
Concepts B/D)
o University Avenue to Central Avenue – Maintains 101 spaces (151 spaces today)
o Main Street to University Avenue – Maintains 14 spaces (67 spaces today)
• Concept C is shown in Figure 6, with a larger layout available in Appendix A
27
Item 4.
Prepared by: Bolton & Menk, Inc. Roadway Improvement Alternatives
CSAH 2/40th Avenue NE Corridor Study Page 14
Concept D
• 2-lane typical roadway section
• Shared use path on the south side of the roadway
• Sidewalk on the north side of the roadway (with grass boulevards)
• Curb extensions added at intersections
• Narrow shoulders available for cyclists that would prefer to bike on the roadway (wider where
on-street parking is provided)
• Mini roundabout at Jefferson Street
• No bus turn outs (in-line bus stops)
• Maintains on-street parking, but with fewer spaces (similar to Concept B, more spaces than
Concepts A/C)
o University Avenue to Central Avenue – Maintains 122 spaces (151 spaces today)
o Main Street to University Avenue – Maintains 22 spaces (67 spaces today)
• Concept D is shown in Figure 7, with a larger layout available in Appendix A
Benefits/Impact from Roadway Improvements
Traffic Flow
Traffic Operations
A similar feature across all concepts is narrowing the vehicle travel space along the corridor to have one
lane in each direction without turn lanes. All options also assume the all-way stop control at Jefferson
Street is converted to a mini-roundabout and the all-way stop control at both Main Street and Jackson
Street is converted to side-street stop control.
These changes are not expected to introduce operational concerns along the corridor, with traffic
analysis showing that all intersections are expected to operate at peak hour LOS B or better with the
revised vehicle traffic configuration.
Anticipated intersection levels of service under a two-lane design with traffic control revisions are
summarized in Table 4.
Traffic Speeds
The reduced number of travel lanes (all concepts) is expected to reduce vehicle speeds on 40th Avenue.
Traffic calming benefits from improvements would also be enhanced by curb extensions that would be
provided at intersections along the corridor.
Crash Reduction
Converting the roadway from four lanes to two lanes (all concepts) is expected to provide a significant
crash reduction along the corridor. Safety research shows an average crash reduction of 46 percent
when reducing the number of through lanes from two in each direction to one in each direction.
28
Item 4.
Prepared by: Bolton & Menk, Inc. Roadway Improvement Alternatives
CSAH 2/40th Avenue NE Corridor Study Page 15
Bike and Pedestrian Facilities
The configuration of bike and pedestrian facilities is one of the primary differences between different
improvement concepts. Multimodal provisions across alternatives can be grouped into two different
improvement types:
• Dedicated off-street bike facility (south side of 40th Avenue) with sidewalks present on both
sides of 40th Avenue
o Applies to Concepts A and B
o A dedicated bike facility has the benefit of providing separate dedicated spaces for bikes
and pedestrians. Given the different travel speeds of these users, this configuration
reduces the potential for conflicts between pedestrians and cyclists
o This however leaves less space available for wider boulevards/green spaces and brings
bike and pedestrian facilities closer to right-of-way lines
• Shared use path (for bikes and pedestrians) on the south side of 40th Avenue with a sidewalk on
the north side of 40th Avenue
o Applies to Concepts C and D
o This configuration still provides an off-street option for less advanced cyclists, however
this space is shared with pedestrians. Concepts C and D both include narrow shoulders
(wider where on-street parking is also provided) which can serve as a bikeable space for
those users that prefer to ride on the roadway
o The benefit of this option is more right-of-way flexibility. The narrower improvement
footprint provides more space for added boulevard width/green space and more space
between bike and pedestrian facilities and adjacent right-of-way lines
Curb Extensions
Curb extensions are proposed at intersections in all improvement concepts. Curb extensions reduce
pedestrian crossing distances, improve the visibility of pedestrians (especially near parked cars), and
offer traffic calming/vehicle speed reduction benefits. An additional benefit of curb extensions is more
clearly indicating where on-street parking is permitted.
On-Street Parking
The number of on-street parking spaces is another key differentiator between different improvement
options. All improvement options reduce the number of on-street parking spaces, but some maintain
more parking than others:
• More on-street parking – Concepts B and D
• Less on-street parking – Concepts A and C
Bus Stops
While bus stop features have some variation between concepts (i.e. in-line bus stops or bus turnouts),
concepts developed as part of this study generally maintain the existing number of bus stops and the
location of bus stops. As roadway improvements advance into later stages of project development,
Metro Transit should be consulted to collaboratively make final decisions related to the number,
placement, and configuration of bus stops, especially due to transit changes related to the future BRT
and transit route changes on Central Avenue.
29
Item 4.
Prepared by: Bolton & Menk, Inc. Roadway Improvement Alternatives
CSAH 2/40th Avenue NE Corridor Study Page 16
Stakeholder Feedback on Improvement Concepts
The concepts described above (Concepts A, B, C, and D) were shown to the public at an in-person event
in March 2024. An online input tool was also made available for interested stakeholders. More detailed
information from public engagement is provided in Appendix E, with a summary provided below:
• Consensus that maintaining on-street parking supply is important (Concepts B and D provide the
most on-street parking)
o Parking was not identified as a significant need west of University Avenue
• Some opposition to reducing the number of travel lanes (applies to all concepts), but many
stakeholders are supportive of this change to reduce vehicle speeds, reduce pedestrian crossing
distances, and make the corridor more comfortable for pedestrians and cyclists.
• Mixed opinions on preferred bike facility types, but the general consensus is that an off-street
facility is desirable (applies to all concepts). Some more advanced cyclists did however state
their preference for on-street facilities like bike lanes
• Desire for improved pedestrian crossings across 40th Avenue, especially near bus stops (all
concepts improve pedestrian crossings throughout the study area)
• Stakeholders were mostly understanding of traffic control revisions where unwarranted all-way
stop control is currently in place (applies to all concepts) but would like to see enhanced
pedestrian crossing facilities such as rectangular rapid flashing beacons if possible.
Based on the feedback that was received throughout the engagement process, Concept D tends to
match community preferences more closely than other concepts. This is largely due to the higher on-
street parking supply, the provision of an off-street shared pedestrian and bike facility (with the option
for more advanced bicyclists to ride on the roadway), the larger boulevard areas for snow storage, and
the lower maintenance associated with a shared use path compared to a separate sidewalk and
dedicated bikeway on the south side of the roadway. Using this information, a Recommended Concept
was developed, which is described in the next section of this report.
30
Item 4.
Prepared by: Bolton & Menk, Inc. Roadway Improvement Alternatives
CSAH 2/40th Avenue NE Corridor Study Page 17
Table 4: Traffic Operations With 2-Lane Roadway + Traffic Control Revisions
NB A A
SB A A
EB A A
NB A A
SB A A
EB A A
WB A A
NB A A
EB A A
WB A A
SB A A
EB A A
WB A A
NB B B
SB B A
EB C C
WB D C
SB A B
EB A A
WB A A
NB B B
SB B B
EB A A
WB A A
SB A B
EB A A
WB A A
NB A A
EB A A
WB A A
SB B B
EB A A
WB A A
NB A B
SB B B
EB A A
WB A A
NB A A
SB A A
EB A A
WB A A
SB A B
EB A A
WB A A
SB A B
EB A A
WB A A
NB B A
EB A A
WB A A
NB A B
SB B B
EB A A
WB A A
NB B `B
SB B B
EB A A
WB A A
NB A B
SB B B
EB D D
WB D D
AM Peak
Approach
LOS
PM Peak
Approach
LOS
2nd St NE TWSC
Edgemoor Pl NE TWSC T-
Intersection
Main Street TWSC T-
Intersection
Intersection Traffic Control Approach
3rd St NE TWSC T-
Intersection
TWSC T-
Intersection
University Avenue Signal
4th St NE TWSC
Central Ave NE Signal
Madison St NE TWSC T-
Intersection
Monroe St NE TWSC T-
Intersection
Quincy St NE TWSC
Jackson St NE TWSC
Van Buren St NE TWSC
7th St NE TWSC T-
Intersection
Washington St NE / Mill St
NE TWSC
Jefferson St NE Roundabout
5th St NE TWSC
6th St NE TWSC T-
Intersection
Summit St NE
AM Peak
Overall
Intersection
LOS
PM Peak
Overall
Intersection
LOS
- -
- -
- -
- -
B B
- -
- -
- -
- -
- -
- -
A A
- -
- -
B B
- -
- -
- -
31
Item 4.
Prepared by: Bolton & Menk, Inc. Roadway Improvement Alternatives
CSAH 2/40th Avenue NE Corridor Study Page 18
Figure 4: Improvement Concept A
32
Item 4.
Prepared by: Bolton & Menk, Inc. Roadway Improvement Alternatives
CSAH 2/40th Avenue NE Corridor Study Page 19
Figure 5: Improvement Concept B
33
Item 4.
Prepared by: Bolton & Menk, Inc. Roadway Improvement Alternatives
CSAH 2/40th Avenue NE Corridor Study Page 20
Figure 6: Improvement Concept C
34
Item 4.
Prepared by: Bolton & Menk, Inc. Roadway Improvement Alternatives
CSAH 2/40th Avenue NE Corridor Study Page 21
Figure 7: Improvement Concept D
35
Item 4.
Prepared by: Bolton & Menk, Inc. Recommended Improvement Concept
CSAH 2/40th Avenue NE Corridor Study Page 22
VI. Recommended Improvement Concept
After receiving stakeholder input on improvement concepts described above, a recommended concept
was developed that incorporates the most supported features across concepts that were previously
identified. Generally, Concept D was the basis of the recommended concept, with the key change being
additional on-street parking supply (especially between University and Central Avenues).
The recommended concept has the following features:
• 2-lane typical roadway section
• Shared use path on the south side of the roadway
• Sidewalk on the north side of the roadway (with grass boulevards)
• Curb extensions added at intersections, especially near bus stops if possible
• Narrow shoulders available for cyclists that would prefer to bike on the roadway (wider where
on-street parking is provided)
o Note that these are 4 feet in width and are not 5-foot bike lanes
• Mini roundabout at Jefferson Street
• Mix of bus turn outs and in-line bus stops
• Maintains on-street parking, but with fewer spaces than existing
o University Avenue to Central Avenue – Maintains 147 spaces (approx. 151 spaces today)
o Main Street to University Avenue – Maintains 25 spaces (approx. 67 spaces today)
Parking was not identified as a significant need west of University Avenue, but
can be increased if needed
o Wider parking spaces to allow for bicyclist use and to mitigate snow impacts
The Recommended Concept is shown in Figure 8, with a larger layout provided in Appendix A.
Alignment With Project Goals
The recommended concept aligns with all project goals and objectives:
• Right-sizing the roadway for anticipated vehicle traffic demands
o The recommended roadway design (two-lane undivided roadway section) can
accommodate daily traffic demands of around 10,000 to 12,000 vehicles per day
o Existing traffic volumes on 40th Avenue between University Avenue and Central Avenue
are between 5,000 and 6,000 vehicles per day. Given the built-out nature of the area,
minimal traffic growth is expected without significant redevelopment
If significant redevelopment plans emerge, traffic impact analysis should be
performed before development approval. Typical redevelopment types that
would be expected on the corridor are not anticipated to increase traffic
substantially, but this should be confirmed
• Reducing crash potential on the corridor
o The reduction in travel lanes is expected to reduce crash potential along the corridor
o Safety research shows an average crash reduction of 46 percent when converting from
two travel lanes in each direction to one travel lane in each direction
• Providing appropriate traffic control at intersections
o The concept removes unwarranted all-way stop control where it currently exists
Jefferson Street – Replaces all-way stop control with a mini roundabout
Main Street – Replaces all-way stop control with westbound stop control
36
Item 4.
Prepared by: Bolton & Menk, Inc. Recommended Improvement Concept
CSAH 2/40th Avenue NE Corridor Study Page 23
Jackson Street – Replaces all-way stop control with northbound/southbound
two-way stop control
o Acceptable traffic operations are expected at all three intersections listed above with
the recommended traffic control (peak hour intersection LOS B or better with new
traffic control)
• Mitigating high vehicle speeds that exist today
o The conversion to a two-lane undivided roadway will reduce vehicle speeds
o Traffic calming benefits will be enhanced by curb extensions at intersections
• Adding bicycle facilities to the corridor
o The concept adds a shared use path on the south side of 40th Avenue
o Trail provides access to Huset Park
• Improving pedestrian facilities along the corridor
o The concept fills in existing sidewalk gaps and adds a boulevard to increase the amount
of space between pedestrians and moving traffic
o Narrower roadway section and curb extensions improve the ability to cross 40th Avenue
• Adding green space to improve roadway drainage after rainfall events
o The concept adds grass boulevards on both sides of the corridor
o Additional green space allows more rainfall to infiltrate into the ground, reducing the
amount of runoff that needs to be accommodated by stormwater infrastructure
• A matrix summarizing details and benefits associated with the Recommended Concept and the
other four concepts that were considered is provided in Table 5.
Implementation Timeline and Cost Estimates
The current construction schedule for CSAH 2/40th Avenue from Main Street to University Avenue is in
2025. This section is not anticipated to include additional right-of-way needs but some may be needed
at the TH 47/University Avenue intersection to meet Americans with Disabilities Act (ADA) design
standards. Since the University Avenue intersection is signalized and the lanes are dependent on both
sides of University, the intersection reconstruction may occur with the TH 47 to TH 65 project but for the
cost estimate is split between each side of University.
• The estimated project cost is: $3,000,000
The current construction schedule for CSAH 2/40th Avenue from University Avenue to Central Avenue is
in 2027. There is a need for right-of-way acquisition at Jefferson Street and potentially at TH
47/University Avenue and TH 65/Central Avenue.
• The estimated project cost is: $11,000,000
37
Item 4.
Prepared by: Bolton & Menk, Inc. Recommended Improvement Concept
CSAH 2/40th Avenue NE Corridor Study Page 24
Items to Confirm in Final Design
Some specific design elements should be confirmed in final design once more detailed survey
information is available. These items include:
• Bus stop locations and configurations
o Metro Transit should be consulted to review boarding and alighting data at each existing
bus stop to determine if changes to CSAH 2 transit operations would better tie into the
future F Line BRT route on TH 65/Central Avenue.
o Detailed survey information can also help guide decision making, especially as it relates
to meeting Americans with Disabilities Act (ADA) design standards
• Turning radii for bicycles at intersections
o Design standards indicate that it is desirable for bicyclists to be able to navigate
horizontal curves at a minimum of 5 miles per hour (mph), which would require a
minimum 18-foot turning radius if they are not required to stop. This is in contrast to
the previous recommendation to account for higher speed bicyclists traveling at 12 mph
with a minimum 27-foot turning radius. While the higher speed may be a goal it would
likely not be attainable at Jefferson without extensive right-of-way impacts. Final design
to determine the bicyclist speed achievable between 5 and 12 mph.
• Paved unloading areas between on-street parking and adjacent sidewalks
o These pathways should be added between the parking and the trail/sidewalk for access
to properties. These generally will align with door access locations.
o Detailed survey information can also help verify ADA design standards are being met
• Easements and right-of-way will need to be confirmed at all locations on the corridor
o Specifically, the current easements (if any) at the intersection of CSAH 2/40th Avenue
and TH 65/Central Avenue will need to be reviewed in coordination with the ADA design
and legal records. The project design requires reconstruction to the right-of-way line
and, especially on the NW corner of Central Avenue, a potential easement or right-of-
way need to connect the pedestrian facilities along Central Avenue with the facilities on
40th Avenue. The space is currently paved with sidewalk and is used for that function but
will need to be defined legally given the corner constraints. The radius at the location is
revised in the recommended concept from the current condition to accommodate buses
that currently jump the curb in that location and impact pedestrian safety.
38
Item 4.
Prepared by: Bolton & Menk, Inc. Recommended Improvement Concept
CSAH 2/40th Avenue NE Corridor Study Page 25
Figure 8: Recommended Improvement Concept
39
Item 4.
Prepared by: Bolton & Menk, Inc. Recommended Improvement Concept
CSAH 2/40th Avenue NE Corridor Study Page 26
Table 5: Evaluation of Roadway Improvement Concepts
Transit Considerations Parking Supply Streetscape Considerations
Description +/- Description +/- Description +/- +/- +/- +/-
Existing/No
Build
● East of University
Avenue: Sidewalks on
both sides of roadway,
adjacent to curb
● West of University
Avenue: Sidewalks on
both sides of roadway,
but gaps exists
(-) Walking adjacent to the curb can be
uncomfortable
(-) Sidewalk gaps are especially challenging for ADA
users
● No bike faciliPes (-) Except advanced cyclists, most users are not
comfortable riding on the street with moving traffic
● Two lanes in each direcPon
with no turn lanes
● OperaPons no worse than
LOS B
(-) High crash rate between University Avenue
and Central Avenue
(-) High traffic speeds exist today
(-) No additional amenities at bus
stops, bus stops are essentially at
bus turnouts (use shoulder)
(+) Parking mostly permitted on both
sides from University to Central
(provides 151 on-street parking spaces)
(+) Parking mostly permitted on both
sides from Main to University (provides
67 on-street parking spaces)
(-) No boulevards east of University
Avenue
Concept A
● Sidewalks on both
sides of roadway
● Adds curb extensions
at intersections
(+) Fills in existing sidewalk gaps east of Univers ity
Avenue
(+) Boulevard between sidewalk and curb provides
separation between pedestrians and moving traffic
(+) Separate bike and pedestrian facilities more
comfortable for slower moving pedestrians
(+) Curb extensions reduce crossing distances and
improve pedestrian visibility
● Off street bike facility
on south side of
roadway
(+) Provides a dedicated bike facility
(+) Off-street facilities are typically considered
more comfortable for novice and intermediate level
cyclists
(-) Some more advanced cyclists prefer on-street
facilities and on-street facilities are not provided
● One lane in each direcPon
with no turn lanes
● Mini roundabout at
Jefferson St
● OperaPons no worse than
LOS B
(+) Expected crash reduction with 2 lane
configuration (safety research estimates a 46%
crash reduction)
(+) 2 lane design should reduce traffic speeds -
traffic calming enhanced by curb extensions
(+) Adds bus turnouts in some locations to
reduce travel impact to buses stopping
(-) Adds bus turnouts in some
locations which can increase transit
travel time and variability
(+) Bus pads added for improved user
experience
(-) Reduces on street parking supply by
around 35% from University to Central
(provides 98 on-street parking spaces)
(-) Reduces on street parking supply by
around 79% from Main to University
(provides 14 on-street parking spaces)
(+) Adds boulevards east of University
Avenue and widens boulevards west of
University Avenue
(+) Wider boulevards provide more space
between sidewalks and moving traffic
(+) Grass boulevards help mitigate
roadway drainage challenges and
provide snow storage space
Concept B
● Sidewalks on both
sides of roadway
● Adds curb extensions
at intersections
(+) Fills in existing sidewalk gaps east of Univers ity
Avenue
(+) Boulevard between sidewalk and curb provides
separation between pedestrians and moving traffic
(+) In-line bus stops shorten pedestrian crossings
(+) Separate bike and pedestrian facilities more
comfortable for slower moving pedestrians
(+) Curb extensions reduce crossing distances and
improve pedestrian visibility
● Off street bike facility
on south side of
roadway
(+) Provides a dedicated bike facility
(+) Off-street facilities are typically considered
more comfortable for novice and intermediate level
cyclists
(-) Some more advanced cyclists prefer on-street
facilities and on-street facilities are not provided
● One lane in each direcPon
with no turn lanes
● Mini roundabout at
Jefferson St
● Removes Mill St connecPon
to CSAH 2/40th Ave (Mill St
cul-de-sac)
● OperaPons no worse than
LOS B
(+) Expected crash reduction with 2 lane
configuration (safety research estimates a 46%
crash reduction)
(+) 2 lane design should reduce traffic speeds -
traffic calming enhanced by curb extensions
(-) In-line bus stops may increase travel time
(-) Mill St would need to be removed from Sate
Aid system if connection to 40th Ave is
eliminated
(+) In-line bus stops reduce transit
travel time and variability
(+) Bus pads added for improved user
experience
(-) Reduces on street parking supply by
around 21% from University to Central
(provides 119 on-street parking spaces)
(-) Reduces on street parking supply by
around 67% from Main to University
(provides 22 on-street parking spaces)
(+) Adds boulevards east of University
Avenue and widens boulevards west of
University Avenue
(+) Wider boulevards provide more space
between sidewalks and moving traffic
(+) Grass boulevards help mitigate
roadway drainage challenges and
provide snow storage space
Concept C
● Sidewalk on north
side of roadway and
shared use path on
south side of roadway
● Adds curb extensions
at intersections
(+) Fills in existing sidewalk gaps east of Univers ity
Avenue
(+) Boulevard between sidewalk and curb provides
separation between pedestrians and moving traffic
(+) Curb extensions reduce crossing distances and
improve pedestrian visibility
(-) Shared facility for bicyclists and pedestrians may
be undesirable to pedestrians
● Shared use path on
south side of roadway
● Narrow shoulders on
roadway offer extra
space for more
advanced cyclists
(+) Provides an off-street bikeable space for less
advanced cyclists
(-) Shared space for cyclists and pedestrians may
be undesireable for more advanced cyclists
(+) More advanced cyclists can utilize narrow
shoulder to remain on the roadway
(-) Bicyclists mix with slower moving pedestrians
● One lane in each direcPon
with no turn lanes
● Mini roundabout at
Jefferson St
● OperaPons no worse than
LOS B
(+) Expected crash reduction with 2 lane
configuration (safety research estimates a 46%
crash reduction)
(+) 2 lane design should reduce traffic speeds -
traffic calming enhanced by curb extensions
(+) Adds bus turnouts in some locations to
reduce travel impact to buses stopping
(-) Adds bus turnouts in some
locations which can increase transit
travel time and variability
(+) Bus pads added for improved user
experience
(-) Reduces on street parking supply by
around 33% from University to Central
(provides 101 on-street parking spaces)
(-) Reduces on street parking supply by
around 79% from Main to University
(provides 14 on-street parking spaces)
(+) Adds boulevards east of University
Avenue and widens boulevards west of
University Avenue
(+) Wider boulevards provide more space
between sidewalks and moving traffic
(+) Grass boulevards help mitigate
roadway drainage challenges and
provide snow storage space
Concept D
● Sidewalks on north
side of roadway and
shared use path on
south side of roadway
● Adds curb extensions
at intersections
(+) Fills in existing sidewalk gaps east of Univers ity
Avenue
(+) Boulevard between sidewalk and curb provides
separation between pedestrians and moving traffic
(+) Curb extensions reduce crossing distances and
improve pedestrian visibility
(-) Shared facility for bicyclists and pedestrians may
be undesirable to pedestrians
● Shared use path
(south side of CSAH
2/40th Ave)
● Narrow shoulders on
roadway offer extra
space for more
advanced cyclists
(+) Provides an off-street bikeable space for less
advanced cyclists
(-) Shared space for cyclists and pedestrians may
be undesireable for more advanced cyclists
(+) More advanced cyclists can utilize narrow
shoulder to remain on the roadway
(-) Bicyclists mix with slower moving pedestrians
● One lane in each direcPon
with no turn lanes
● Mini roundabout at
Jefferson St
● OperaPons no worse than
LOS B
(+) Expected crash reduction with 2 lane
configuration (safety research estimates a 46%
crash reduction)
(+) 2 lane design should reduce traffic speeds -
traffic calming enhanced by curb extensions
(-) In-line bus stops may increase travel time
(+) In-line bus stops reduce transit
travel time and variability
(+) Bus pads added for improved user
experience
(-) Reduces on street parking supply by
around 19% from University to Central
(provides 122 on-street parking spaces)
(-) Reduces on street parking supply by
around 67% from Main to University
(provides 22 on-street parking spaces)
(+) Adds boulevards east of University
Avenue and widens boulevards west of
University Avenue
(+) Wider boulevards provide more space
between sidewalks and moving traffic
(+) Grass boulevards help mitigate
roadway drainage challenges and
provide snow storage space
Recommended
Concept
● Sidewalks on north
side of roadway and
shared use path on
south side of roadway
● Adds curb extensions
at intersections
(+) Fills in existing sidewalk gaps east of Univers ity
Avenue
(+) Boulevard between sidewalk and curb provides
separation between pedestrians and moving traffic
(+) Curb extensions reduce crossing distances and
improve pedestrian visibility
(-) Shared facility for bicyclists and pedestrians may
be undesirable to pedestrians
● Shared use path
(south side of CSAH
2/40th Ave)
● Narrow shoulders on
roadway offer extra
space for more
advanced cyclists
(+) Provides an off-street bikeable space for less
advanced cyclists
(-) Shared space for cyclists and pedestrians may
be undesireable for more advanced cyclists
(+) More advanced cyclists can utilize narrow
shoulder to remain on the roadway
(-) Bicyclists mix with slower moving pedestrians
● One lane in each direcPon
with no turn lanes
● Mini roundabout at
Jefferson St
● OperaPons no worse than
LOS B
(+) Expected crash reduction with 2 lane
configuration (safety research estimates a 46%
crash reduction)
(+) 2 lane design should reduce traffic speeds -
traffic calming enhanced by curb extensions
(-) In-line bus stops may increase travel time
(+) In-line bus stops reduce transit
travel time and variability
(+) Bus pads added for improved user
experience
(+) Maintains the highest on street
parking supply from University to
Central (provides 147 on-street parking
spaces, or around 97% of the existing
supply)
(-) Reduces on street parking supply by
around 63% from Main to University
(provides 25 on-street parking spaces)
(+) Adds boulevards east of University
Avenue and widens boulevards west of
University Avenue
(+) Wider boulevards provide more space
between sidewalks and moving traffic
(+) Grass boulevards help mitigate
roadway drainage challenges and
provide snow storage space
Pedestrian FeaturesOption Bicycle Features Vehicle Traffic Features
40
Item 4.
Appendix A: Concept Layouts
41
Item 4.