Land Use and Transportation Investments: Coordinate transportation investments with land use objectives to encourage development at key nodes.

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1 Chapter 6: Transportation Plan Introduction and Plan Purpose The purpose of the Transportation Plan is to provide the policy and program guidance needed to make appropriate transportation-related decisions when development occurs, when elements of the transportation system need to be upgraded or when transportation problems need to be addressed. The Transportation Plan demonstrates how the City of Lino Lakes will provide for an integrated transportation system that will serve the future needs of its residents and businesses, support the City's development plans, and complement the portion of the metropolitan transportation system that lies within the City s boundaries. The City of Lino Lakes is responsible for operating and maintaining local roadways within its limits. In addition, transit service is provided within the City and the City maintains a system of trails and sidewalks. Maintaining and improving this multi-modal transportation system is important to the ongoing economic health and quality of life of the City and it is needed for people to travel easily and safely to work and other destinations, to develop property and to move goods. Report Organization The Transportation Plan is organized into the following sections: Goals, Policies and Trends Roadway System Plan Transit Plan Bicycle and Trail System Plan Aviation Plan Implementation Plan Goals, Policies, and Trends Guidance for the development of the Transportation Plan is provided by the Metropolitan Council s 2030 Transportation Policy Plan (TPP), which identifies five regional strategies for the maintenance of the transportation system in the region. Land Use and Transportation Investments: Coordinate transportation investments with land use objectives to encourage development at key nodes. Priorities for Transportation Modal Investments: Encourage a multi-modal transportation system including bicycles, pedestrians, roadways and transit. Highway Planning: Plan a cost-effective, safe, multi-modal regional highway system that reflects the needs of a growing population and economy. Improve the Transit System: Tailor transit services to diverse market conditions, improve ridership on transit services, and develop a regional network of transitways on dedicated rights-of-way. Travel Demand Management: Encourage behavioral and land use changes that will result in fewer vehicle trips, particularly during the peak rush hours. To respond to the above themes as well as to serve economic activities and improve the quality of life within Lino Lakes, the City has adopted the following transportation goals and policies: 6-1

2 Goal 1: Plan for and achieve required street improvements and connectivity throughout the City of Lino Lakes. Rationale: Citizens identified the lack of road connectivity as a major concern and they expect this issue to be resolved through good community and infrastructure planning. Policies: 1. Develop a transportation plan that will identify and plan for needed public transportation options and street construction, upgrading, and related funding requirements. 2. Ensure by 2030 that main east/west and north/south transportation corridors are of good quality and allow for potential, required expansion and upgrades, i.e., widening, expanded capacity, turn lanes, and accommodating pedestrian and bicycle facilities. 3. Identify and prepare appropriate plans, official controls, zoning and subdivisions ordinances and regulations, and official maps for land use around identified potential future interchanges. 4. Work to connect neighborhoods by minimizing the use of cul-de-sacs. Goal 2: Ensure that streets and roads are as safe as possible. Rationale: Increased traffic on our roads increases the risk and likelihood of accidents. Policies: 1. Identify potential traffic safety problem areas and adopt plans to lessen risks as traffic volume increases along these problem stretches and intersections. Goal 3: Improve traffic flow despite increase in traffic numbers. Rationale: The safety and convenience of using our streets and roads should not decrease as traffic volume increases. Policies: 1. Plan for an expanded and improved road system to accommodate projected increases in traffic volume accompanying predicted/planned growth and development. 2. Locate high-density housing along traffic corridors. 3. Ensure, as areas are developed, that development bears its proportionate share of transportation improvement costs to the fullest extent possible. 4. Develop mass transit options to serve growing transportation demands. Goal 4: Ensure that local streets are maintained (or reconstructed to) an acceptable level. Rationale: Properly maintained streets maintain the quality of life of the citizens. If a street is allowed to deteriorate to a poor condition, the street must be reconstructed. Current City Charter provisions frustrate the city s ability to be responsible stewards of its streets. Policies: 1. Adopt, fund and steadfastly implement a Comprehensive Pavement Management Plan for the maintenance and reconstruction, to an optimum level, of the city s streets in a responsible and cost-effective manner. 6-2

3 2. Periodically review and monitor the effectiveness of the pavement management plan. Amend policies and/or propose City Charter revisions to insure all components of the plan are implemented in a responsible manner. Goal 5: Reduce unnecessary traffic on Lino Lakes streets and roads. Rationale: Reducing traffic volume reduces the maintenance cost and increases the safety of our streets and roads. Alternative transportation options need to be developed. Policies: 1. Plan for and develop park-and-ride opportunities that are adjacent to our arterial roadways. 2. Find ways to minimize unnecessary heavy vehicle traffic. 3. In cooperation with Anoka County and other local units of government, pursue state and federal funding for mass transit. Goal 6: Promote alternative transportation such as bicycling, walking, transit and rail. Policies: 1. Support the planning and development of the established Rush Line transit corridor (rail and bus) from the central cities through Hugo. 2. Provide local transit opportunities to access the Rush Line corridor. 3. Continue to work with Metro Transit to provide and expand safe, affordable and efficient public transit. 4. Incorporate, where feasible, bicycle and pedestrian infrastructure and safety standards when planning changes, additions, or maintenance to roads, sidewalks, bridges, paths, or other public facilities. 5. Work to physically connect neighborhoods with roads and pedestrian/bicycle links. 6. Encourage sidewalks and separated pathways along all arterial collector, and local streets in developing residential and commercial areas. Goal 7: Maintain and coordinate the transportation system with adjacent communities, Anoka County, Washington County, Metropolitan Council and Mn/DOT. Policies: 1. Use the functional classification system to define and plan existing and new roadways. 2. Develop and utilize access management guidelines in conjunction with Anoka County. 3. Continue to work with surrounding jurisdictions, state and federal agencies to ensure an integrated transportation system. Major Trends and Influencing Factors Several social, economic, and environmental trends will have an effect on the entire Twin Cities Metro Area, including the City of Lino Lakes, over the next 20 years. These include population growth, changes in household size, increases in transportation fuel costs and environmental efforts/concerns. With increased population growth and limited funding for new and/or expanded transportation facilities, congestion on the regional highway system is expected to increase. 6-3

4 Specific transportation issues the City of Lino Lakes faces include: Growing congestion on regional routes such as I-35W and I-35E causing diversion of traffic to county roads and local streets. Increasing traffic and infrastructure needs due to urbanization of the developing areas of Lino Lakes, particularly in areas west and southeast of the regional park reserve within the city. Changing transportation needs due to an aging population. Increasing competition for space among modes (i.e., vehicles and bicycle/pedestrian interests). Limited financial resources needed to maintain and improve the transportation systems as costs are expected to increase. Roadway System Plan The roadway network in the City of Lino Lakes is comprised of two major regional highways, several county roads and a system of local roadways interconnecting the overall network. The city's existing roadway network is shown in Figure 6-1. The City s Municipal State Aid Roadway (MSA) system is shown in Figure 6-2. Continuity of routes within the city is an issue, due to the presence of several large natural features that serve as barriers to cross-city travel (see Issues Map Figure 6-3). These include the Rice Lake Creek Chain of Lakes Regional Park Preserve, several lakes, rivers and streams, and numerous wetland areas. The regional park preserve is the largest natural feature within Lino Lakes and it divides the city diagonally from southwest to northeast. This creates a unique pattern for the city s land use and transportation systems. The majority of north-south and east-west routes within the city are located along the edges of the park preserve. The roadway network portion of the transportation system in Lino Lakes is still developing with some additional elements expected to be added to accommodate growth, improve continuity/connectivity, and respond to congestion, safety and modal issues. This section of the Transportation Plan will address jurisdictional issues, future functional classification, future traffic volumes, congestion, safety, future roadway system improvements, and key transportation implementation policies. The following analysis is consistent with Goal 1, Policy 1, which reads Develop a transportation plan that will identify and plan for needed public transportation options and street construction, upgrading, and related funding requirements. Jurisdictional Classification Roadways in the City of Lino Lakes are administered by different agencies depending upon their jurisdictional classification. The Minnesota Department of Transportation (Mn/DOT) maintains state highways, which include the Interstate system and other Trunk Highways (TH). Anoka County maintains the County State Aid Highway System (CSAH) and other County Roads (CR). The remaining roads are maintained by the City of Lino Lakes. The three jurisdictions cooperate in the planning and improvement of the roadway system in the City. The existing jurisdictional classification is shown in Figure 6-1. The jurisdictional classification system is intended to maintain a balance of responsibility among the agencies and is organized around the principle that the highest volume limited access roadways that carry regional trips are primarily maintained by Mn/DOT, the intermediate volume roadways that carry medium length trips are maintained by Anoka County and the local street system that provides access to individual properties is maintained by the City. Occasionally, because of development, changes in traffic patterns or the construction of new facilities, the jurisdictional classification needs to be adjusted to reflect changes in the way certain roadways are used. There is one jurisdictional transfer planned within the City of Lino Lakes within the Plan s horizon. 6-4

5 WARE RD Columbus UV 23 Blaine!"# 35W ST 53 ST 153 SUNSET AVE APOLLO DR ELM ST 2ND AVE UV 12 4TH AVE CARL ST UV 23 UV UV LAKE DR WOOD DUCK TRL LOIS LN 77TH ST W OAK LN GEORGE WATCH LAKE MARSHAN LAKE RONDEAU LAKE RD RONDEAU LAKE CENTERVILLE LAKE PELTIER LAKE UV 23 W RO NDEAU LA K E DR E PELTIER LAKE DR MAIN ST!"# 35W UV 54 77TH ST E 20TH AVE S Centerville ST 140!"# 35E 22ND AVE E ST 84 80TH ST E Hugo GOLDEN LAKE Circle Pines BALDWIN LAKE RD Shoreview UV 49 BALDWIN LAKE WOODRIDGE LN HODGSON RD LINDA AVE WHITE PINE RD RICE LAKE UV 34 62ND ST RESHANAU LAKE HOLLY DR N ARDS W LAKE CEDAR LAKE SHERMAN LAKE UV 34 UV 21 HOLLY DR E UV 32 UV 49 UV 21 UV 32 SHADOW LAKE DR W BIRCH ST 12TH AVE S North Oaks WILKINSON LAKE AMELIA LAKE ST 84 UV 54 20TH AVE S OTTER LAKE!"# 35E OTTER LAKE RD BALD EAGLE LAKE White Bear Twp Roadway Network and Jurisdictional Classification City of Lino Lakes 2030 Comprehensive Plan Figure 6-1 4, ,000 Feet State County State Aid Highway County Road Municipal Roads Lakes Streams School Open Space/ City Parks County Parks Lino Lakes City Limits July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\figures\Figure_6-01_roadway_network.mxd

6 WARE RD Columbus UV 23 ine Blaine!"# 35W ST 53 ST 153 SUNSET AVE APOLLO DR ELM ST 2ND AVE UV 12 4TH AVE CARL ST UV 23 UV UV LAKE DR WOOD DUCK TRL LOIS LN 77TH ST W OAK LN GEORGE WATCH LAKE MARSHAN LAKE RONDEAU LAKE RD RONDEAU LAKE CENTERVILLE LAKE PELTIER LAKE UV 23 W RO NDEAU LA K E DR E PELTIER LAKE DR MAIN ST!"# 35W UV 54 77TH ST E 20TH AVE S Centerville ST 140!"# 35E 22ND AVE E ST 84 80TH ST E Hugo GOLDEN LAKE Circle Pines BALDWIN LAKE RD UV 49 BALDWIN LAKE WOODRIDGE LN HODGSON RD LINDA AVE WHITE PINE RD Shoreview RICE LAKE UV 34 62ND ST RESHANAU LAKE HOLLY DR N ARDS W LAKE CEDAR LAKE SHERMAN LAKE UV 34 UV 21 HOLLY DR E UV 32 UV 49 UV 21 UV 32 SHADOW LAKE DR W BIRCH ST 12TH AVE S North Oaks WILKINSON LAKE AMELIA LAKE ST 84 UV 54 20TH AVE S OTTER LAKE!"# 35E OTTER LAKE RD BALD EAGLE LAKE White Bear Twp Lino Lakes Municipal State Aid System City of Lino Lakes 2030 Comprehensive Plan Figure 6-2 4, ,000 Feet MUNICIPAL STATE AID SYSTEM EXISTING ROADWAY NON-EXISTING ROADWAY TRANSPORTATION SYSTEM MNDOT COUNTY STATE AID HIGHWAYS COUNTY ROADS CITY Lakes Streams School Open Space/ City Parks County Parks Lino Lakes City Limits July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-2_MSAS.mxd

7 Issues Map City of Lino Lakes 2030 Comprehensive Plan Figure 6-3 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-3_issues_map.mxd

8 Anoka County Road (CR) 153 between 4th Avenue and CR 53 (Sunset Avenue) is planned to be turnedback to the City of Lino Lakes. This is a short segment, mainly serving inter-community travel and thus is better suited as a local road. Three future roadway extensions were also identified for county jurisdiction: A future roadway along the City s west boundary, from County State Aid Highway (CSAH) 14 (125th Avenue) to the north city limits, is planned as an extension of CR 53 (Sunset Avenue) and will be under Anoka County s jurisdiction. An extension of CR 84 (Otter Lake Road) from CSAH 14 (Main Street) to the north city limits will also be under the County s jurisdiction when constructed. An extension of CSAH 14 (Main Street) from Rondeau Lake Road West to the east to connect with CSAH 54 (20th Avenue) is also planned for Anoka County jurisdiction; however, it is not anticipated that this roadway extension would be needed until after the 2030 planning horizon, when the city approaches full build-out. (Note: This extension would include the redesignation of existing CSAH 14 south of Rondeau Lake Road West through the Regional Park and Centerville. This roadway would continue to be a County Road). Functional Classification Roadway functional classification categories are defined by the role they play in serving the flow of trips through the overall roadway system. Table 6-1 illustrates the Metropolitan Council s detailed criteria established for the functional classification of roadways within the Twin Cities Metropolitan Area. The intent of the functional classification system is to create a hierarchy of roads that collect and distribute traffic from neighborhoods to the metropolitan highway system. Roadways with a higher functional classification (arterials) generally provide for longer trips, have more mobility, have limited access and connect larger centers. Roadways with a lower functional classification (collectors and local streets) generally provide for shorter trips, have lower mobility, have more access and connect to higher functioning roadways. A balance of all functions of roadways is important to any transportation network. Figure 6-4 depicts the relationship of the various functional classifications to access and mobility. Figure 6-4: Access/Mobility Relationship 6-8

9 Table 6-1; Roadway Functional Classification Criteria Criteria Place Connections Spacing Roadway Connections Principal Arterial Interconnects metro centers and regional business concentrations Developed areas: 2-3 miles Developing areas: 3-6 miles To interstates, principal arterials and selected minor arterials and collectors Minor Arterial Collector Local Street Interconnects major trip generators Developed areas: 1/2-1 mile Developing areas: 1-2 miles To interstates, principal arterials, other minor arterials, collectors and some local streets Interconnects neighborhoods and minor business concentrations Developed areas: 1/4-3/4 mile Developing areas: 1/2-1 mile To minor arterials, other collectors and local streets Mobility Highest High Moderate Low Access No direct property Limited access to access property Percent of Mileage Percent of Vehicle Miles Traveled Intersections Access to properties is common Interconnects blocks within neighborhoods and land parcels within commercial areas As needed to access land uses To collectors, other local streets and a few minor arterials Unrestricted property access 5-10% 15-25% 5-10% 65-80% 40-65% 15-40% 5-10% 10-30% Grade separated or high-capacity intersection controls Traffic signals and cross-street stops All-way stops and some traffic signals As required for safe operation Parking None Restricted as Restricted as Usually unrestricted necessary necessary Large Trucks No restrictions No restrictions Restricted as necessary Permitted as necessary Typical Average Daily Traffic 15, ,000 5,000-30,000 1,000-15,000 Less than 1,000 Posted Speed Limits mph mph mph Maximum 30 mph Right-of-way Width feet feet feet feet Transit Priority access for Preferential Designed for use Accommodations transit in peak treatment where by regular route periods needed buses Source: Refined from Metropolitan Council Transportation Policy Plan, 1995 Normally used as bus routes only in non-residential areas 6-9

10 Principal Arterials Principal arterials are part of the Metropolitan Highway System and provide high-speed mobility between the Twin Cities and important locations outside the metropolitan area. They are also intended to connect the central business districts of the two central cities with each other and with other regional business concentrations in the metropolitan area. These roadways, which are typically spaced from three to five miles apart, are generally constructed as limited access freeways in the urban area, but may also be constructed as multiple-lane divided highways. The City of Lino Lakes is served by three principal arterials: I-35E, I-35W and CSAH 14 (Main Street). Minor Arterials Minor arterials also emphasize mobility over land access, serving to connect cities with adjacent communities and the metropolitan highway system. Major business concentrations and other important traffic generators are usually located along minor arterial roadways. In urbanized areas, one to two mile spacing of minor arterials is considered appropriate. A Minor arterials are defined by the Metropolitan Council as roadways of metropolitan significance that are of regional importance because they relieve, expand or complement the principal arterial system. A Minor arterials are categorized into four types, consistent with Metropolitan Council guidelines: Relievers Minor arterials that provide direct relief for metropolitan highway traffic. Expanders Routes that provide a way to make connections between urban areas outside the I-494/I- 694 beltway. Connectors Roads that provide good, safe connections to and among communities at the edge of the urbanized area and in rural areas. Augmenters Roadways that augment principal arterials within the I-494/I-694 beltway. A well-planned and adequately designed system of principal and A minor arterials will allow the City s overall street system to function the way it is intended and will discourage through traffic from using residential streets. Volumes on principal and minor arterial roadways are expected to be higher than on collector or local roadways. Providing the capacity for these higher volumes will keep volumes on other city streets lower. A minor arterials in Lino Lakes are listed as follows: A minor relievers CSAH 23 (Lake Drive), and CSAH 54 (20th Avenue); A minor expanders CSAH 12 (Apollo Drive), CSAH 49 (Hodgson Road), CSAH 32 (Ash Street), CSAH 21 (Centerville Road south of CSAH 32) and, CSAH 14 (Main Street south of I-35W). There are currently no connectors or augmenters within Lino Lakes boundaries. 6-10

11 B minor arterials provide a citywide function, serving medium to long distance trips. Examples of B Minor Arterials in Lino Lakes include: CSAH 34 (Birch Street from CSAH 49 to CSAH 21) and, CSAH 21 (Centerville Road north of CSAH 32). Collectors Collectors are designed to serve shorter trips that occur within the city and provide access from neighborhoods to other collector roadways and the arterial system. They are expected to carry less traffic than arterial roads and to provide access to some properties. Collectors are typically categorized as Major and Minor Collectors. Major collectors can link both local streets and minor collectors to minor arterials, while minor collectors connect local streets to other collectors. There are several collector routes within the city. Examples of roadway segments designated as major collectors in the City of Lino Lakes include (this list is not all inclusive): CSAH 34 (Birch Street from CSAH 21 to CSAH 54), Holly Drive North, CR 84 (Otter Lake Road), and 4th Avenue. Examples of minor collectors include (this list is not all inclusive): Wood Duck Trail, 62nd Street, and Rondeau Lake Road. Local Streets Local streets provide access to adjacent properties and neighborhoods. Local streets are generally low speed, and designed to discourage through traffic. All of the remaining roadways in the city that were not listed under the previous functional classifications above fall under the local road designation. As mentioned earlier, the City of Lino Lakes has a unique street system due to the presence of many large natural features including the regional park preserve, lakes, wetlands and streams. Sensitivity to and preservation of these features is important and has played a large role in the development of the street system within the city. This has resulted in an interconnected street system that differs from the traditional grid system evident in other communities. Connectivity and continuity of roadways within the city is an issue that will persist as the city continues to balance the need to preserve these natural features with the need to provide accessibility, mobility, and efficiency within its transportation system. The following analysis is consistent with Goal 7, Policy 1, which states, Use the functional classification system to define and plan existing and new roadways. The existing functional classification system for the City of Lino Lakes is shown in Figure

12 WARE RD Columbus UV 23 Blaine!"# 35W ST 53 ST 153 SUNSET AVE APOLLO DR ELM ST 2ND AVE UV 12 4TH AVE CARL ST UV 23 UV UV LAKE DR WOOD DUCK TRL LOIS LN 77TH ST W OAK LN GEORGE WATCH LAKE MARSHAN LAKE RONDEAU LAKE RD RONDEAU LAKE CENTERVILLE LAKE PELTIER LAKE UV 23 W RO NDEAU LA K E DR E PELTIER LAKE DR MAIN ST!"# 35W UV 54 77TH ST E 20TH AVE S Centerville ST 140!"# 35E 22ND AVE E ST 84 80TH ST E Hugo GOLDEN LAKE Circle Pines BALDWIN LAKE RD Shoreview UV 49 BALDWIN LAKE WOODRIDGE LN HODGSON RD LINDA AVE WHITE PINE RD RICE LAKE UV 34 62ND ST RESHANAU LAKE HOLLY DR N ARDS W LAKE CEDAR LAKE SHERMAN LAKE UV 34 UV 21 HOLLY DR E UV 32 UV 49 UV 21 UV 32 SHADOW LAKE DR W BIRCH ST 12TH AVE S North Oaks WILKINSON LAKE AMELIA LAKE ST 84 UV 54 20TH AVE S OTTER LAKE!"# 35E OTTER LAKE RD BALD EAGLE LAKE White Bear Twp Existing Functional Classification City of Lino Lakes 2030 Comprehensive Plan Figure 6-5 Principal Arterial A Minor Reliever A MInor Expander A Minor Connector 4, ,000 Feet B Minor Arterial Major Collector Minor Collector Lakes School Open Space/ City Parks County Parks Lino Lakes City Limits July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-05_EFC.mxd

13 Recommended Functional Classification Changes The city is proposing the following changes to the functional classification system. Several of these changes affect the metropolitan highway system. Principal Arterials CSAH 14 (Main Street) extension From Rondeau Lake Road West to CSAH 54 (20th Avenue) This new roadway is being planned as a northern bypass. Anoka County does not anticipate construction of this route until after It is recommended this route be classified as a post-2030 principal arterial. This designation is consistent with the existing CSAH 14 (Main Street) classification. The addition of this extension will provide a continuous principal arterial roadway between I-35W and I-35E (via CR 140 (80th Street)). Interchanges are proposed at both interstate connections with this future route. A Minor Arterials CR 140 (80th Street) From CSAH 54 (20th Avenue) to I-35E This segment will provide the link for the northern bypass (CSAH 14 extension) to connect to I-35E. Therefore, when the bypass is constructed (post-2030) this route will be classified as a principal arterial. However, until the bypass is constructed this roadway is recommended to be upgraded to an A minor expander. CR 140 (80th Street) From I-35E to the east city limits This roadway is recommended to be upgraded from a minor collector to an A minor expander. This is consistent with the recommendation to upgrade CR 140 (80th Street) from I-35E to CSAH 54 (20th Avenue) to an A minor expander. In addition, this route will connect an A minor reliever to a principal arterial, when a new interchange is constructed at I-35E, and connects to an important east-west roadway, 170th Street N, in Washington County. Therefore, upgrading this route to an A minor expander is consistent with the function it serves, both now and in the future. CR 53 (Sunset Avenue) From CSAH 23 (Lake Drive) to CSAH 14 (Main Street) This roadway is recommended to be upgraded from a major collector to an A minor expander. This route serves as the main north-south route for the western portion of the City. In addition it connects with CSAH 14 (Main Street), a principal arterial. New CR 53 From CSAH 14 (Main Street) to Pine Street This new roadway is proposed to be constructed before It is recommended this future roadway be classified as an A minor expander, consistent with CR 53 (Sunset Avenue) to the south. New CR 84 From CSAH 14 (Main Street) to the north city limits This new roadway is recommended to be classified as an A minor expander. This route will serve as the main north-south route in the eastern portion of the city, providing a reliever function to I- 35E. Washington County supports the planning of this future extension and will work cooperatively with the City. 6-13

14 B Minor Arterials CSAH 34 (Birch Street) From CSAH 21 (Centerville Road) to CSAH 54 (20th Avenue) This roadway is recommended to be upgraded from a major collector to a B minor arterial. CSAH 54 (20th Avenue) was recently upgraded to an A minor reliever by Anoka County. Because this segment of CSAH 34 (Birch Street) now connects a B minor arterial to an A minor arterial, it to must be upgraded. The B minor arterial classification of this segment is consistent with the classification of CSAH 34 (Birch Street) to the west of CSAH 21 (Centerville Road). In addition a corridor study on CSAH 34 (Birch Street), from CSAH 49 (Hodgson Road) to CSAH 54 (20th Avenue) is currently underway. The future functional classification and future lane needs for CSAH 34 will be developed as part of this study. CR 84 (Otter Lake Road) From CSAH 14 (Main Street) to south city limits This segment is recommended to be upgraded from a major collector to a B minor arterial. In the future it will connect to the planned extension of CR 84 (Otter Lake Road), which is planned as an A minor reliever. Washington County is supportive of the future CR 84 extension from CSAH 14 (Main Street) to the northern city limits. The proposed classification changes noted above are incorporated into Figure 6-6. Although some of these roadways may not be in place before 2030, roadways that do not currently exist are illustrated to demonstrate what the system will look like when complete. Several additional areas within the city are still developing. The functional classification of these roadways are listed above if the classification is a B minor arterial or above. Major and minor collector classifications of new routes are not listed separately in this section but are included on the proposed functional classification plan (Figure 6-6). As described above, Figure 6-6 includes the extension of an existing principal arterial with the understanding that this improvement would not occur within the 2030 planning horizon. Projections of traffic volumes under full build out conditions, described later in this report, indicate the need for additional capacity across the northern part of the City to accommodate both regional traffic and additional local traffic that is expected with the full build-out of the City. A new roadway that would connect I-35W and I-35E across the northern part of the City, referred to as the northern bypass, would include new interchanges at both freeways and would create a continuous east-west route across the northern part of Lino Lakes. This new roadway would be an extension and reroute of CSAH 14 and would be accompanied by the extension of the principal arterial designation from its current endpoint at I-35W to the new interchange at I-35E. The section of CR 140 between CSAH 54 and I-35E, which is being proposed for upgrade to A Minor Expander, would then change to principal arterial, completing the connection to I-35E. 6-14

15 WARE RD GOLDEN LAKE Blaine!"# 35W ST 53 ST 153 SUNSET AVE Circle Pines BALDWIN LAKE RD APOLLO DR Shoreview ELM ST 2ND AVE UV 49 BALDWIN LAKE UV 12 HODGSON RD LINDA AVE WHITE PINE RD WOODRIDGE LN 4TH AVE CARL ST RICE LAKE Columbus UV 153 LAKE DR WOOD DUCK TRL LOIS LN!? MARSHAN LAKE UV 23 RESHANAU LAKE GEORGE WATCH LAKE ARDS W LAKE CEDAR LAKE RONDEAU LAKE CENTERVILLE LAKE SHERMAN LAKE UV 32 WILKINSON LAKE!? PELTIER LAKE UV 23 UV 34 62ND ST HOLLY DR N UV 34 UV 21 HOLLY DR E UV 49 UV 21 UV 32 77TH ST W SHADOW LAKE DR W UV 23 OAK LN BIRCH ST 12TH AVE S RONDEAU LAKE RD W A study of CSAH 34 (Birch Street) is currently underway. The future functional class will be developed as part of this study. North Oaks RO NDEAU LA K E DR E PELTIER LAKE DR MAIN ST AMELIA LAKE?!"# 35W 77TH ST E ST 84! < UV 54 20TH AVE S Centerville UV 54 20TH AVE S OTTER LAKE ST 140 [ ]!"# 35E OTTER LAKE RD CR 140 (from CSAH 54 to I-35E) will change to principal arterial when extended to Rondeau Lake Drive East!?!"# 35E!? 22ND AVE E ST 84 80TH ST E Hugo BALD EAGLE LAKE White Bear Twp Proposed Functional Classification System City of Lino Lakes 2030 Comprehensive Plan?!? Existing Full Access Interchange!? 4, ,000 Feet Existing Partial Access Interchange! < Future Full Access Interchange Principal Arterial A Minor Reliever A Minor Expander A Minor Connector B Minor Arterial Major Collector Minor Collector Local Future Roadway Lakes School Open Space/ City Parks County Parks Lino Lakes City Limits Figure 6-6 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-6_FFC.mxd

16 In addition to the proposed northern bypass, the following roadway connections are being planned and are illustrated in Figure 6-6: New north/south roadway from Carl Street to W. Pine Street (north city limits) New CR 53 (Sunset Avenue) extension from CSAH 14 (Main Street) to W. Pine Street (north city limits) New east/west roadway from the CR 53 (Sunset Avenue) extension to 4th Avenue New east/west roadway from new north/south road (between Carl Street and W. Pine Street) to Wood Duck Trail Jeanne Drive extension from Apollo Drive to Carl Street Shadow Lake Drive extension from 62nd Avenue to CSAH 32 (Ash Street) New north/south roadway from Holly Drive East to CSAH 32 (Ash Street) Holly Drive East extension from Holly Drive East to 20th Avenue CR 84 extension from CSAH 14 (Main Street) to north city limits(washington County is supportive of this future extension) 21st Avenue extension from CSAH 14 (Main Street) to CR 54 (Centerville Road) New horseshoe-shaped roadway connecting to new CR 84 73rd Street extension from 20th Avenue to new 21st Avenue extension New east/west roadway from Peltier Lake Drive to 21st Avenue extension New roadway from CSAH 54/CSAH 34 intersection to Main Street In addition, the City of Lino Lakes is supportive of Anoka County s plan to realign CSAH 12 (Apollo Drive) at CR 53 (Sunset Avenue) in Lino Lakes. Programmed or Planned Improvements Various roadway projects are either currently under construction, programmed for completion in the next few years, or proceeding through the planning process. From the standpoint of identification of future need, roadways that are programmed or planned are considered part of the future roadway system because they will likely be in place during the 2030 planning horizon. Regional Roadway Improvements There are no programmed or planned improvements to regional roadways (i.e., I-35W or I-35E) within the City of Lino Lakes. Mn/DOT Metro District 2008 to 2030 Transportation System Plan does identify the need for additional lanes on portions of I-35W within Lino Lakes; however, no funding has been identified for these projects and therefore, they will most likely occur outside the 2030 planning horizon. Since the regional improvements noted above are not currently funded (programmed), they were not incorporated into the model as part of the future roadway system. However, based upon the city s anticipated future land use, 2030 traffic forecasts will identify whether or not there is a need for these improvements during the 2030 planning horizon. Although no capacity improvements are programmed on the regional highway system within the 2030 planning horizon, an interchange reconstruction at CSAH 14 (Main Street) and I-35E is planned. The state, county and city are each participating financially in this reconstruction, which is slated for The purpose of the reconstruction is to improve the capacity and safety of the interchange area as well as to make the design more consistent with the existing and proposed land use for the area. Anoka County In addition, the following roadway improvement is identified in the Draft Anoka County 2030 Transportation Plan (2008) and was therefore assumed to be part of the future roadway system: 6-16

17 CSAH 14 (Main Street) reconstruction (from I-35W to I-35E) This project, which increases the capacity of CSAH 14 (Main Street), is nearly complete, and expected to be finished in The segment from CSAH 54 to I-35E is being upgraded from a two-lane undivided to a four-lane divided facility, with right and left turn lanes. The segment from CSAH 54 to Mound Trail is being upgraded to 2-lane undivided with right turn lanes and a center left turn lane. From Mound Trail to I-35W, the roadway is being reconstructed as a two lane undivided with right and left turn lanes where needed. (Within the I-35E interchange area, the future design of CSAH 14 will only have two continuous lanes in each direction but the design is such that the capacity of this segment is more consistent with a 6- lane divided roadway due to the number and orientation of turn lanes and auxiliary lanes.) City of Lino Lakes The City of Lino Lakes Capital Improvement Program identifies the CSAH 14/I-35E interchange reconstruction project noted above since the city is participating financially in this projects. Beyond the project listed above, there are several additional reconstruction projects planned on local roads. The CIP identifies the following additional local road projects: Construction Anticipated in 2009: Cedar Street West Shadow Lake Drive Shadow Court Sandpiper Drive Construction Anticipated in 2010: Holly Drive (Holly Ct to CSAH J) Construction Anticipated in 2011: LaMotte Drive LaMotte Circle Shenandoah 2nd Addition Shenandoah 3rd Addition Hokah Drive South Hokah Court Arrowhead Drive (from Ware to Tomahawk) Totem Trail Rice Court Sioux Lane 12th Avenue (Birch Street to Holly Drive) Coordination with Other Jurisdictions The City of Lino Lakes strives to coordinate with adjacent jurisdictions (i.e., Blaine, Hugo, North Oaks, Shoreview, and Circle Pines) as well as Anoka County, Ramsey County, Washington County, and Mn/DOT when planning future improvements. Coordination among jurisdictions will provide opportunities for collaboration that could benefit all agencies and the public. This may result in financial and time savings through economies of scale, as well as potentially reducing construction impacts to residents through the coordination of projects. Such coordination with other jurisdictions, including local, county and state agencies will work towards achieving Goal 7, Policy 3 of this plan which reads, Continue to work with surrounding jurisdictions, state and federal agencies to ensure an integrated transportation system. 6-17

18 Demographics and Land Use Background The pattern and intensity of travel within any city is directly related to the distribution and magnitude of households, population and employment growth within that community, in neighboring communities and in the region as a whole. Land use, travel patterns, population and employment change over time and affect the efficiency and adequacy of the transportation network. Socio-Economic Data The City is expecting continued growth in population, households and employment between now and Using the land use plan and development objectives as guidance, and with the assistance of the Metropolitan Council, the city has estimated existing and future population, employment and households for sub-areas of the city called Traffic Analysis Zones (TAZs). Demographic estimates for 2030 as well as the boundaries of the TAZs are shown in Appendix C of the Comprehensive Plan. Land use and transportation are directly related and plans for each must be integrated. The City is working towards this successful integration of land use and transportation through its planning of future medium/high density and mixed-use developments. The City is planning for several higher density mixed-use nodes of development throughout the community. The majority of these mixed-use areas are planned along key transportation corridors such as CSAH 23 (Lake Drive), CSAH 14 (Main Street), CSAH 49 (Hodgson Road), I-35E and I-35W. In addition, several other higher density mixed-use areas are planned in strategic locations within the City to serve as gateways to the community. These include the following intersections/locations: CSAH 21 (Centerville Road) and CSAH 34 (Birch Street); CSAH 14 (Main Street) east of 4th Avenue; and along I-35E south of 80th Street. The incorporation of medium and high-density development along with mixed-use nodes throughout the community can positively affect the transportation system. Increasing the density of development while providing necessary services such as food, gas, and shopping within close proximity supports alternative modes of travel include biking, walking and transit. Higher density uses within close proximity to transit help improve the efficiency and therefore attractiveness of transit by being able to serve a large number of potential riders within a small area. In addition, by presenting opportunities for these additional modes of travel, automobile trips on the roadway system may be reduced. It is also important to note the integration of the City s plan for future commercial and industrial areas along major highway corridors such as I-35W, I-35E and CSAH 23 (Lake Drive). Locating these uses along major roadway corridors is important, as most of these uses need access for heavy trucks. By positioning the commercial and industrial uses along the highway corridors, within proximity to major intersections/interchanges, heavy trucks as well as additional traffic generated by these uses can easily access these businesses without disturbing residential areas. Since not all businesses will be able to be located directly adjacent to the intersections/ interchanges, a system of frontage/backage roads may be necessary to support these areas and reduce the number of driveway accesses to the major road corridor, consistent with local access management guidelines. Existing Capacity Deficiencies Congestion on the roadway system is judged to exist when the ratio of traffic volume to roadway capacity (v/c ratio) approaches or exceeds 1.0. The ratio of volume to capacity provides a measure of congestion along a stretch of roadway and can help determine where roadway improvements, access management, transit services, or demand management strategies need to be implemented. It does not, however, provide a basis for determining the need for specific intersection improvements. Table 6-2 provides a method to evaluate roadway capacity for non-freeway and non-regional highway roadways. For each facility type, the typical planning level average daily traffic (ADT) capacity ranges 6-18

19 and maximum ADT volume ranges are listed. These volume ranges are based upon guidance from the Highway Capacity Manual, discussions with the Metropolitan Council, and professional engineering judgment. A range is used since the maximum capacity of any roadway design (v/c = 1) is a theoretical measure that can be affected by its functional classification, traffic peaking, access spacing, speed, and other roadway characteristics. Further, to define a facility s daily capacity, it is recommended that the top of each facility type s volume range be used. This allows for capacity improvements that can be achieved by roadway performance enhancements. Another useful capacity analysis index is the level of traffic that a facility can accommodate before it is defined as approaching its capacity limit. A segment of road is noted as approaching capacity when observed daily volume equals or exceeds 85 percent of daily capacity (v/c > 0.85). This level of traffic volume is also presented in Table 6-2 by facility type. Table 6-2: Planning-Level Roadway Capacities by Facility Type Facility Type Planning Level Daily Capacity Ranges (ADT) Lino Lakes Daily Capacity (ADT) Lino Lakes Approaching Capacity (85% of ADT) Two-lane undivided urban 8,000-10,000 10,000 8,500 Two-lane undivided rural 14,000-15,000 15,000 12,750 Two-lane divided (threelane) 14,000-17,000 17,000 14,450 Four-lane undivided urban 18,000-22,000 22,000 18,700 Four-lane divded (five-lane) 28,000-32,000 32,000 27,200 Four-lane divided rural 35,000-38,000 38,000 32,300 Note: The terms urban and rural describe typical section design (e.g., curb and gutter for urban and ditch drainage for rural). They do not imply geographic areas. Using the methodology described above, existing capacity deficiencies were identified by comparing existing ADT volumes to the thresholds noted in Table 6-2 to identify and map roadways that currently exhibit capacity deficiencies. The existing traffic volumes (Figure 6-7) and the existing number of lanes (Figure 6-8) were used to develop the existing capacity deficiencies shown in Figure 6-9. As noted in Figure 6-9, congested roadway segments are defined as those with a volume-to-capacity ratio at or above 1.0, which signifies that a segment of road has observed volumes which exceed its design capacity, (noted in Table 6-2). In addition, Figure 6-9 also identifies those segments of roadways that are approaching capacity (volume-to-capacity ratio of 0.85 to 1.0). 6-19

20 WARE RD Columbus UV 23 ine Blaine!"# 35W ST 53 ST 153 SUNSET AVE APOLLO DR ELM ST 2ND AVE UV 12 4TH AVE CARL ST UV 23 UV UV LAKE DR WOOD DUCK TRL LOIS LN 77TH ST W OAK LN GEORGE WATCH LAKE MARSHAN LAKE RONDEAU LAKE RD RONDEAU LAKE CENTERVILLE LAKE PELTIER LAKE UV 23 W RO NDEAU LA K E DR E PELTIER LAKE DR MAIN ST!"# 35W UV 54 77TH ST E 20TH AVE S Centerville ST 140!"# 35E 22ND AVE E ST 84 80TH ST E Hugo GOLDEN LAKE Circle Pines BALDWIN LAKE RD UV 49 BALDWIN LAKE WOODRIDGE LN HODGSON RD LINDA AVE WHITE PINE RD Shoreview RICE LAKE UV 34 62ND ST RESHANAU LAKE HOLLY DR N ARDS W LAKE CEDAR LAKE SHERMAN LAKE UV 34 UV 21 HOLLY DR E UV 32 UV 49 UV 21 UV 32 SHADOW LAKE DR W BIRCH ST 12TH AVE S North Oaks WILKINSON LAKE AMELIA LAKE ST 84 UV 54 20TH AVE S OTTER LAKE!"# 35E OTTER LAKE RD BALD EAGLE LAKE White Bear Twp Existing Traffic Volumes City of Lino Lakes 2030 Comprehensive Plan Figure 6-7 4, ,000 Feet ADT < 500 ADT 500 to 1,999 ADT 2000 to 4,999 ADT 5,000-10,000 ADT > 10,000 Lakes School Open Space/ City Parks County Parks Lino Lakes City Limits July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-7_existing_volumes.mxd

21 WARE RD Columbus UV 23 Blaine!"# 35W ST 53 ST 153 SUNSET AVE APOLLO DR ELM ST 2ND AVE UV 12 4TH AVE CARL ST UV 23 UV UV LAKE DR WOOD DUCK TRL LOIS LN 77TH ST W OAK LN GEORGE WATCH LAKE MARSHAN LAKE RONDEAU LAKE RD RONDEAU LAKE CENTERVILLE LAKE PELTIER LAKE UV 23 W RO NDEAU LA K E DR E PELTIER LAKE DR MAIN ST!"# 35W UV 54 77TH ST E 20TH AVE S Centerville ST 140!"# 35E 22ND AVE E ST 84 80TH ST E Hugo GOLDEN LAKE Circle Pines BALDWIN LAKE RD UV 49 BALDWIN LAKE WOODRIDGE LN HODGSON RD LINDA AVE WHITE PINE RD Shoreview RICE LAKE UV 34 62ND ST RESHANAU LAKE HOLLY DR N ARDS W LAKE CEDAR LAKE SHERMAN LAKE UV 34 UV 21 HOLLY DR E UV 32 UV 49 UV 21 UV 32 SHADOW LAKE DR W BIRCH ST 12TH AVE S North Oaks WILKINSON LAKE AMELIA LAKE ST 84 UV 54 20TH AVE S OTTER LAKE!"# 35E OTTER LAKE RD BALD EAGLE LAKE White Bear Twp Existing Number of Lanes City of Lino Lakes 2030 Comprehensive Plan Figure 6-8 Lanes Lakes 4, ,000 Feet School Open Space/ City Parks County Parks Lino Lakes City Limits July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-8_num_lanes.mxd

22 WARE RD Columbus UV 23 Blaine!"# 35W ST 53 ST 153 SUNSET AVE APOLLO DR ELM ST 2ND AVE UV 12 4TH AVE CARL ST UV 23 UV UV LAKE DR WOOD DUCK TRL LOIS LN 77TH ST W OAK LN GEORGE WATCH LAKE MARSHAN LAKE RONDEAU LAKE RD RONDEAU LAKE CENTERVILLE LAKE PELTIER LAKE UV 23 W RO NDEAU LA K E DR E PELTIER LAKE DR MAIN ST!"# 35W UV 54 77TH ST E 20TH AVE S Centerville ST 140!"# 35E 22ND AVE E ST 84 80TH ST E Hugo GOLDEN LAKE Circle Pines BALDWIN LAKE RD Shoreview UV 49 BALDWIN LAKE WOODRIDGE LN HODGSON RD LINDA AVE WHITE PINE RD RICE LAKE UV 34 62ND ST RESHANAU LAKE HOLLY DR N ARDS W LAKE CEDAR LAKE SHERMAN LAKE UV 34 UV 21 HOLLY DR E UV 32 UV 49 UV 21 UV 32 SHADOW LAKE DR W BIRCH ST 12TH AVE S North Oaks WILKINSON LAKE AMELIA LAKE ST 84 UV 54 20TH AVE S OTTER LAKE!"# 35E OTTER LAKE RD BALD EAGLE LAKE White Bear Twp Existing Congestion City of Lino Lakes 2030 Comprehensive Plan 4, ,000 Feet Volume/Capacity Ratio (Approaching Capacity) (Over Capacity) Congestion Areas of Concern Identified by Lino Lakes Lakes Streams School Open Space/ City Parks County Parks Lino Lakes City Limits Figure 6-9 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-09x_ex_cong.mxd

23 Based on this analysis, the following road segment currently exceeds its design capacity: CSAH 23 (Lake Drive) From CSAH 14 (Main Street) to the north city limits. It is important to point out that the use of average daily traffic volumes in determining existing congestion most likely will not identify peak hour congestion issues. Because there are peak hour directional flows of traffic from Lino Lakes into and out of Minneapolis/St. Paul, it is important to at least acknowledge that these peak hour congestion issues currently exist. Local knowledge of these issues was used to identify the peak hour congestion areas listed below: CSAH 14 (Main Street)/CSAH 23 (Lake Drive) intersection CSAH 14 (Main Street)/I-35E Interchange In addition, the following roadways are currently approaching congestion: CSAH 23 (Lake Drive) From CSAH 14 (Main Street) to 77th Street CSAH 49 (Hodgson Road) From CSAH 23 (Lake Drive) to CSAH 34 (Birch Street) CSAH 34 (Birch Street) From CSAH 49 (Hodgson Road) to Shadow Lake Drive The methodology described above is a planning-level analysis that uses average daily traffic volumes and is not appropriate for all traffic conditions. Traffic conditions that do not fit the average daily traffic criteria (i.e., weekend travel, holiday travel, special events, etc.) are likely to produce different levels of congestion. For example, a congestion problem identified by city officials represented on Figure 6-9 is the Friday evening congestion at the intersection of CSAH 14 and CSAH 23. The current traffic levels during the identified time period at this intersection requires the Lino Lakes Police Department to manually direct traffic. Another intersection demanding police presence based on traffic congestion is CSAH 14 and I-35E. Further, this methodology does not take into account specific geometric conditions that exist at the intersection nodes, potential peaking characteristics of these roadways or directional flow disparities, which can greatly impact the order of magnitude of the deficiency (either meaning there is not a deficiency or it is more significant than what is indicated by the ADT alone). However, for purposes of the transportation planning process, this v/c methodology is widely accepted and applicable. For detailed design consideration of access management, intersection traffic control and congestion mitigation, the city may require a traffic study providing detailed operational analysis for specific developments. Congestion on the Regional Highway System Mn/DOT defines congestion on freeway or highway facilities as traffic flowing at speeds less than or equal to 45 miles per hour (mph) for over one hour. Currently, there is no weekday congestion on either the I- 35W or I-35E segments in Lino Lakes. However, according to the Mn/DOT 2005 Interstate 35 Corridor Management Plan, the entire segment of I-35W through the City commonly operates below speeds of 45 mph during weekends (Saturdays and Sundays). In addition to the Metropolitan Freeway System Congestion Report and I-35 Corridor Management Plan, the Mn/DOT Metro District Transportation System Plan (TSP), identified the segments of I- 35W and I-35E in Lino Lakes as having a medium-deficiency mobility ranking. Corridors with a mediumdeficiency ranking are targeted for improvements to enhance mobility between 2015 and Mn/DOT s overall objective in identifying freeway and arterial roadway improvement areas, associated investments/costs and construction timelines is to lower congestion to 33 percent on the metro freeway and arterial trunk highway system by year The state s system plan also identifies roadway expansion investments to meet congestion/mobility targets between 2008 and The section of I- 35W through Lino Lakes is identified for freeway expansion by

24 Forecast Year 2030 Traffic Volumes Year 2030 traffic forecasts for the City of Lino Lakes were prepared using the future households, population and employment data outlined in the socio-economic data section (Figure 6-10). A summary of the methodology used to develop these traffic forecasts is attached in Appendix C. These traffic forecasts are an essential analytical tool used to approximate the adequacy of the road system to handle future development, as anticipated by the city and Metropolitan Council. The traffic forecast model takes into account future planned and programmed improvements identified in Mn/DOT s Transportation System Plan, Anoka County s Draft 2030 Transportation Plan, and the City of Lino Lakes Capital Improvement Program. In addition, the traffic forecast model accounts for planned improvements that are in the Metropolitan Council s Transportation Policy Plan (TPP) for regional highways outside the city. Future Capacity Deficiencies A planning level analysis was performed to identify locations where capacity problems are expected to occur by the planning horizon year (2030). Capacity was based upon the existing roadway system along with the programmed and planned improvements identified earlier. Similar to the methodology described above to determine existing capacity deficiencies, the future volumes were reviewed to determine if future capacity deficiencies will develop. Based on this review, Figure 6-11 illustrates Lino Lakes projected future capacity deficiencies based upon projected 2030 development. With existing and programmed improvements and 2030 development, most of the major roadways (CSAHs) in the City are expected to operate at levels approaching capacity or over capacity. The following summarizes the road segments anticipated to exceed their design capacity in 2030 as illustrated in Figure 6-11: CSAH 14 from west city limits to Parkway Road E CSAH 14 from CSAH 21 to east city limits CSAH 32 from the west city limits to the future extension of Shadow Lake Drive West CSAH 32 from CSAH 21 to new north/south roadway connecting Holly Drive East to CSAH 21 CSAH 34 from CSAH 49 to CSAH 54 CSAH 23 from west city limits to north city limits CSAH 49 From CSAH 32 to CSAH 23 CR 53 from CSAH 23 to CR 153 (Lilac Street) CR 153 from CSAH 23 to 4th Avenue CSAH 21 from south city limits to CSAH 32 CSAH 21 from CSAH 34 to CSAH 14 CSAH 54 from south city limits to 77 th St E In addition, the following road segments are expected to be approaching capacity by 2030 as illustrated in Figure 6-11: CSAH 32 (Ash Street) from future extension of Shadow Lake Drive West to a new north/south roadway connecting Holly Drive East to CSAH 32 (Ash Street) CSAH 21 from CSAH 32 to CSAH 34 CR 84 from Tart Lake Road to CSAH 14 CR 153 from CR 53 to 4 th Avenue CR 53 CR 153 to CSAH 14 CSAH 14 from Parkway Road E to CSAH

25 10,000 4,200 WARE RD 4,600 4,000 1,200 2,000 10,100 9,200 12,000 9,000 14,200 5,400 6,000 6,000 Columbus UV 23 ine GOLDEN LAKE Blaine!"# 35W 5,200 ST 53 ST 153 SUNSET AVE 10,000 10,400 10,000 APOLLO DR 3,200 13,600 Circle Pines BALDWIN LAKE RD 1,300 ELM ST 19,000 UV 49 BALDWIN LAKE UV 12 WOODRIDGE LN 4TH AVE UV 153 LAKE DR RICE LAKE!? MARSHAN LAKE UV 23 RESHANAU LAKE GEORGE WATCH LAKE ARDS W LAKE CEDAR LAKE RONDEAU LAKE CENTERVILLE LAKE SHERMAN LAKE UV 32 WILKINSON LAKE PELTIER LAKE 17,000 UV 23 HODGSON RD LINDA AVE WHITE PINE RD 800 8,300 3,200 2ND AVE 21,000 13,900 23,000 Shoreview 2,600 2,600 4,900 4,600 28,000 18,000 CARL ST 4,000 16,200 6,200 5,200 3,400 63,000 WOOD DUCK TRL LOIS LN 12,800 12,800 UV 34 62ND ST HOLLY DR N UV 34 UV 21 HOLLY DR E UV 49 UV 21 10,000 3, ,200 3,300 19, UV 32 77TH ST W 25,000 15,500 2,000 2,200 2,000 SHADOW LAKE DR W 22,000 2,800 13,600 8,200 14, ,400 66,000 10,000 OAK LN BIRCH ST 2,000 15,900 12TH AVE S 2,800 RONDEAU LAKE RD 2,000 1,000 W 14,900 2,000 North Oaks 14,000 14,000 2,000 RO NDEAU LA K E DR E 11,500 2,000 14, PELTIER LAKE DR MAIN ST AMELIA LAKE?!"# 35W 77TH ST E ST 84! < UV 54 20TH AVE S Centerville 14,300 55,000 12,600 3,500 6,000 11,300 9,400 12,000 UV 54 20TH AVE S 2,700 7,500 34,000 OTTER LAKE ST 140 1,800 2,800 6,500!"# 35E 6,900 OTTER LAKE RD 3,600 60,000 48,000!"# 35E 54,000!? 22ND AVE E 43,000 ST 84 9,300 40, ,000 80TH ST E 6,000 Hugo BALD EAGLE LAKE White Bear Twp 2030 Traffic Forecasts (AADT) City of Lino Lakes 2030 Comprehensive Plan?!? Existing Full Access Interchange Existing Partial Access Interchange 4, ,000 Feet! < 320-1,999 2,000-10,000 10,001-20,000 20,001-40,000 40,001-66,000 Lakes School Open Space/ City Parks County Parks Lino Lakes City Limits Figure 6-10 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-10_2030_volumes.mxd

26 WARE RD Columbus UV 23 ine Blaine!"# 35W ST 53 ST 153 SUNSET AVE APOLLO DR ELM ST 2ND AVE UV 12 4TH AVE CARL ST UV 23 UV UV LAKE DR WOOD DUCK TRL LOIS LN 77TH ST W OAK LN GEORGE WATCH LAKE MARSHAN LAKE RONDEAU LAKE RD RONDEAU LAKE CENTERVILLE LAKE PELTIER LAKE UV 23 W RO NDEAU LA K E DR E PELTIER LAKE DR MAIN ST!"# 35W UV 54 77TH ST E 20TH AVE S Centerville ST 140!"# 35E 22ND AVE E ST 84 80TH ST E Hugo GOLDEN LAKE Circle Pines BALDWIN LAKE RD UV 49 BALDWIN LAKE WOODRIDGE LN HODGSON RD LINDA AVE WHITE PINE RD Shoreview RICE LAKE UV 34 62ND ST RESHANAU LAKE HOLLY DR N ARDS W LAKE CEDAR LAKE SHERMAN LAKE UV 34 UV 21 HOLLY DR E UV 32 UV 49 UV 21 UV 32 SHADOW LAKE DR W BIRCH ST 12TH AVE S North Oaks WILKINSON LAKE AMELIA LAKE ST 84 UV 54 20TH AVE S OTTER LAKE!"# 35E OTTER LAKE RD BALD EAGLE LAKE White Bear Twp Future Congestion (2030 Development) City of Lino Lakes 2030 Comprehensive Plan 4, ,000 Feet Volume/Capacity Ratio (Approaching Capacity) (Over Capacity) Lakes Streams School Open Space/ City Parks County Parks Lino Lakes City Limits Figure 6-11 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-11_2030_cong.mxd

27 Year 2030 System Needs Future roadway improvements designed to address system connectivity, continuity, congestion and/or safety issues have been identified for the roadway system in Lino Lakes based upon 2030 traffic forecasts (Figure 6-10). Those roadways that should be upgraded by the year 2030 are presented in Figure 6-12 and are derived from a combination of system needs and the intended function of each roadway as it relates to the adjacent supporting land use. It should be noted that the proposed roadway section discussed here is based on planning-level capacity thresholds and does not account for spot intersection improvements and/or trails. The final design of the proposed roadway improvements will be determined through future additional study. This will be particularly important for those roadways with future traffic forecasts close to the planning-level capacity thresholds designating what type of facility is needed in the future (i.e., two-lane versus four-lane facilities). The system needs identified for 2030 addresses Goal 3, Policy 1, which states, Plan for an expanded and improved roadway system to accommodate projected increases in traffic volume accompanying predicted/planned growth and development. The system needs identified for 2030 also addresses Goal 1, Policy 3, which states Ensure by 2030 that main east/west and north/south transportation corridors are of good quality and allow for potential, required expansion and upgrades, i.e. widening, expanded capacity, turn lanes, and accommodating pedestrian and bicycle facilities. The determination of how and if to implement the additional roadway system needs, and their proper sequencing, will be determined through each jurisdiction s programming process that considers the estimated cost of each project, available financing and coordination with other projects. County System Improvements The following roadways under County jurisdiction should be upgraded to four-lane divided facilities by the year 2030 (Figure 6-12): CSAH 14 from west city limits to I-35W CSAH 32 from the west city limits to CSAH 49 CSAH 32 from CSAH 21 to a new north/south roadway connecting Holly Drive east to CSAH 21 CSAH 23 from west city limits to north city limits CSAH 49 from CSAH 32 to CSAH 23 CR 153 (Lilac Street) CSAH 23 to 4th Avenue CSAH 21 from south city limits to CSAH 32 CSAH 54 from south city limits to 77th Street E CSAH 34 from CSAH 49 to CSAH 54 will also require upgrade prior to A corridor study aimed at determining the appropriate design for this roadway is currently underway. For general planning purposes, the recommendation of this transportation plan is to upgrade this facility to a four-lane divided roadway by year 2030, however, the more detailed corridor study may modify this recommendation. The following roadways also require upgrade to two-lane divided facilities by year 2030 (Figure 6-12): CR 53 from CSAH 23 to CR 153 CR 153 (Lilac Street) from 4th Avenue to CR 53 CSAH 21 from CSAH 34 to CSAH 14 CSAH 32 from CSAH 49 to the future extension of Shadow Lake Drive West The following roadway should be upgraded to six-lane divided by the year 2030: CSAH 14 from I-35E to east city limits 6-27

28 WARE RD Columbus UV 23 GOLDEN LAKE Blaine!"# 35W ST 53 ST 153 SUNSET AVE Circle Pines BALDWIN LAKE RD APOLLO DR ELM ST 2ND AVE UV 49 BALDWIN LAKE UV 12 4TH AVE UV 153 RICE LAKE!? MARSHAN LAKE UV 23 RESHANAU LAKE GEORGE WATCH LAKE ARDS W LAKE CEDAR LAKE RONDEAU LAKE CENTERVILLE LAKE SHERMAN LAKE UV 32 WILKINSON LAKE PELTIER LAKE UV 23 The appropriate design of HODGSON RD LINDA AVE WHITE PINE RD Shoreview WOODRIDGE LN CARL ST LAKE DR WOOD DUCK TRL LOIS LN UV 34 62ND ST HOLLY DR N UV 34 UV 21 HOLLY DR E UV 49 UV 21 UV 32 77TH ST W SHADOW LAKE DR W OAK LN BIRCH ST 12TH AVE S RONDEAU LAKE RD W CSAH 34 will be determined by a special study being conducted by the city and county (currently underway). North Oaks RO NDEAU LA K E DR E PELTIER LAKE DR MAIN ST AMELIA LAKE?!"# 35W 77TH ST E ST 84! < UV 54 20TH AVE S Centerville UV 54 20TH AVE S OTTER LAKE ST 140!"# 35E OTTER LAKE RD!"# 35E!? 22ND AVE E ST 84 80TH ST E Hugo BALD EAGLE LAKE White Bear Twp Future Roadway System (2030) City of Lino Lakes 2030 Comprehensive Plan?!? Existing Full Access Interchange Existing Partial Access Interchange 4, ,000 Feet! < Recommended Lanes* Six-Lane Divided Four-Lane Divided Two-Lane Divided Two-Lane Lakes * For Major and Minor Collectors, Minor Arterials and Principal Arterials except I-35W and I-35E. See "Year 2030 System Needs" of the Transportation Plan for further discussion. School Open Space/ City Parks County Parks Lino Lakes City Limits Figure 6-12 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-12_2030_lanes.mxd

29 The above improvements will alleviate most of the anticipated congestion in the City in However, as the City moves beyond the 2030 planning horizon and approaches full build-out, roadways such as CSAH 14 between CSAH 21 and I-35E may not be able to accommodate future traffic demand. The solution to this potential congestion issue is not additional increases in roadway capacity, but rather system improvements described in the following section that would occur in the post-2030 timeframe. The ongoing CSAH 34 Corridor Study also determined that additional roadway system improvements in the area, such as a potential future overpass of I-35E between CSAH 14 and CSAH 34 (in the vicinity of Cedar Street) will further help to reduce future traffic volumes in the CSAH 14 interchange area. Additional study is needed; however, in the meantime, the City may want to consider preserving right-ofway for this potential future overpass. These system improvements will divert sufficient traffic away from existing CSAH 14 to eliminate potential future congestion issues. Enforcement of the land designated as Urban Reserve within the City s 2030 future land use plan is also critical to ensuring the improvements to the transportation system before 2030 are sufficient. If land within the Urban Reserve is developed at a higher density than expected before 2030, the transportation system will suffer and additional congestion will be experienced. The next section discusses the full build-out system needs post-2030 when the Urban Reserve portion of the City is developed. This illustrates the importance of the land use and transportation planning integration the City is striving for. Full Build-Out System Needs As the city looks toward the long-term future (i.e., beyond the 2030 planning horizon) and approaches full build-out of the community, it is assumed that the roadway improvements identified above will be implemented. To accommodate the additional development that is anticipated beyond 2030, further roadway system improvements will be required. Traffic forecasts for the City of Lino Lakes under full build-out conditions were prepared using the future households, population and employment data outlined in the socio-economic data section (Figure 6-13). A summary of the methodology used to develop these traffic forecasts is attached in Appendix C of the Comprehensive Plan. It is important to note that the full build-out forecast only incorporates 2030 household and employment projections for those areas outside the City of Lino Lakes. The most significant improvement that will be necessary in the post-2030 period will be the construction of a new roadway to connect I-35W and I-35E across the northern part of the City (Figure 6-14). What is referred to as the northern bypass would include new interchanges at both freeways and would create a continuous east-west route across the northern part of Lino Lakes. This improvement will be necessary to accommodate both regional traffic and additional local traffic that is expected with the full build-out of the City, particularly in the northeast. This roadway would be designated CSAH 14 and the existing CSAH 14 from I-35W through the regional park and Centerville would be re-designated. In addition to providing for regional and local traffic, this improvement will relieve congestion in the existing CSAH 14 segment between CSAH 21 and the east city limits and will reduce traffic as far south as CSAH 34. In addition to the northern bypass, additional county roads that would need to be upgraded are as follows: CSAH 21 (Centerville Road) from CSAH 32 to CSAH 34 is recommended to be upgraded to a twolane divided facility. CSAH 54 (20th Avenue) from 77th Street to CR 140 (new CSAH 14) is recommended to be upgraded to a four-lane divided facility. With these additional improvements (as shown in Figure 6-14), the roadway system in Lino Lakes should be free of congestion issues through full build-out of the City. 6-29

30 9,000 5,000 WARE RD 4,900 4,300 1,400 2,300 11,000 11,500 17,000 20,000 17,000 7,000 8,000 6,500 Columbus UV 23 ine GOLDEN LAKE Blaine!"# 35W 6,000 ST 53 ST 153 SUNSET AVE 10,600 11,000 10,800 Circle Pines BALDWIN LAKE RD 1,300 APOLLO DR 3,300 14,400 11,500 ELM ST 21,000 UV 49 BALDWIN LAKE UV 12 WOODRIDGE LN 4TH AVE UV 153 LAKE DR RICE LAKE!? MARSHAN LAKE UV 23 RESHANAU LAKE GEORGE WATCH LAKE ARDS W LAKE CEDAR LAKE RONDEAU LAKE CENTERVILLE LAKE SHERMAN LAKE UV 32 WILKINSON LAKE!? PELTIER LAKE 13,100 UV 23 HODGSON RD LINDA AVE WHITE PINE RD 1,000 3,900 2ND AVE 25,000 14,500 28,000 Shoreview 3,000 3,000 5,600 4,600 29,000 18,200 CARL ST 4,800 21,000 7,000 6,000 3,500 WOOD DUCK TRL LOIS LN 16,600 UV 34 62ND ST HOLLY DR N UV 34 UV 21 HOLLY DR E UV 49 UV 21 11,200 4,000 69, ,000 2,300 3,300 19,300 1,000 UV 32 77TH ST W 28,000 18,700 2,000 2,500 2,000 SHADOW LAKE DR W 27,000 3,000 16,500 9,600 17, ,000 15,400 13,400 OAK LN BIRCH ST 2,000 15,900 12TH AVE S 2,800 RONDEAU LAKE RD 2,300 1,000 North Oaks W 15,100 2,600 10,400 10,400 2,100 RO NDEAU LA K E DR E 11,700 2,400 10, ,000 52,000 PELTIER LAKE DR MAIN ST AMELIA LAKE?!"# 35W 77TH ST E ST 84! < UV 54 20TH AVE S Centerville 14,500 35,000 10,000 4,000 13,800 7,000 23,000 14,000 UV 54 20TH AVE S 20,000 3,000 39,000 34,000 OTTER LAKE ST ,000 5,000 9,000!"# 35E 7,500 8,000 61,000 53,000!?!"# 35E 60,000!? 22ND AVE E 36,000 41,000 ST 84 11,100 39, ,000 80TH ST E 10,000 Hugo BALD EAGLE LAKE White Bear Twp Post Traffic Forecast (AADT, Full Build-Out) City of Lino Lakes 2030 Comprehensive Plan?!? Existing Full Access Interchange Existing Partial Access Interchange (Future Full Access)!? Future Full Access Interchange 4, ,000 Feet! < 320-1,999 2,000-10,000 10,001-20,000 20,001-40,000 40,001-73,000 Lakes School Open Space/ City Parks County Parks Lino Lakes City Limits Figure 6-13 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-13_FB_volumes.mxd

31 WARE RD Columbus UV 23 GOLDEN LAKE Blaine!"# 35W ST 53 ST 153 SUNSET AVE Circle Pines BALDWIN LAKE RD APOLLO DR ELM ST 2ND AVE UV 49 BALDWIN LAKE UV 12 4TH AVE UV 153 RICE LAKE!? MARSHAN LAKE UV 23 RESHANAU LAKE GEORGE WATCH LAKE ARDS W LAKE CEDAR LAKE RONDEAU LAKE CENTERVILLE LAKE SHERMAN LAKE UV 32 WILKINSON LAKE!? PELTIER LAKE UV 23 The appropriate design of CSAH 34 will be determined HODGSON RD LINDA AVE WHITE PINE RD Shoreview WOODRIDGE LN CARL ST LAKE DR WOOD DUCK TRL LOIS LN UV 34 62ND ST HOLLY DR N UV 34 UV 21 HOLLY DR E UV 49 UV 21 UV 32 77TH ST W SHADOW LAKE DR W OAK LN BIRCH ST 12TH AVE S RONDEAU LAKE RD W by a special study being conducted by the city and county (currently underway). North Oaks RO NDEAU LA K E DR E PELTIER LAKE DR MAIN ST AMELIA LAKE?!"# 35W 77TH ST E ST 84! < UV 54 20TH AVE S Centerville UV 54 20TH AVE S OTTER LAKE ST 140!"# 35E OTTER LAKE RD!?!"# 35E!? 22ND AVE E ST 84 80TH ST E Hugo BALD EAGLE LAKE White Bear Twp Future Roadway System (Post-2030) City of Lino Lakes 2030 Comprehensive Plan?!? Existing Full Access Interchange Existing Partial Access Interchange (Future Full Access)!? Future Full Access Interchange 4, ,000 Feet! < Recommended Lanes* Six-Lane Divided Four-Lane Divided Two-Lane Divided Two-Lane Lakes School Open Space/ City Parks County Parks * For Major and Minor Collectors, Minor Arterials and Principal Arterials except I-35W and I-35E. See "Full Build-out System Needs" of the Transportation Plan for further discussion. Lino Lakes City Limits Figure 6-14 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-14_FB_lanes.mxd

32 Safety Issues A central concern of transportation professionals is roadway safety. To assist in the evaluation of crashes, Mn/DOT maintains a database of crash records from around the State of Minnesota. These records identify the location, severity and circumstances associated with each crash. This dataset is useful for identifying crashes within the city, but it should be noted that the crash location data input may not always be extremely accurate. Therefore, further evaluation may be needed to determine if safety issues exist at locations identified as having a high frequency of crashes. Mn/DOT s dataset was reviewed to identify the number, location and severity of crashes in the City of Lino Lakes for the years Overall there were 1,258 crashes, of which 10 involved fatalities, 315 involved personal injury and 933 involved property damage (see Table 6-3). These crashes were generally widely distributed throughout the city with most locations accounting for only one or two incidents, suggesting that a crash at that location was a random event. However, several of these crashes were concentrated at a limited number of locations. Table 6-3: Motor Vehicle Crashes in Lino Lakes ( )* Number of Crashes Personal Injury Crashes Year Fatal Crashes Type A Incapacitating Injury Type B Non- Incapacitating Injury Type C Possible Injury Property Damage Crashes Total Crashes Year ,258 Total 5-Year Average *Includes Interstate and Trunk Highway Facilities There is a high correlation between the frequency of crashes and traffic volumes. Roadways with high volumes have a tendency to have more crashes than a lower volume roadway. A planning-level safety analysis was conducted to identify locations in Lino Lakes with a high frequency of crashes. Further investigation is warranted at these locations to evaluate the types of crashes and to calculate crash rates at these locations to determine their relevance. Additional investigation of these locations is consistent with Goal 2, Policy 1 of this Plan that states, Identify potential traffic safety problem areas and adopt plans to lessen risks as traffic volume increases along these problem stretches and intersections. The locations with the most crashes are listed in Table 6-4 and illustrated in Figure In keeping with the state's goal of "Toward Zero Deaths," additional analysis of the fatal crashes within the City over the five-year study period was also conducted using crash reports. Based on the reports, roadway geometry was not cited as contributing factors in the fatal crashes. Instead, the reports showed the following: 6-32

33 Nine of the 10 (90%) fatal crashes occurred on either I-35 W (4) or I-35 E (5). One of the fatal crashes occurred at the intersection of CSAH 21 (Centerville Avenue) and Birch Street. One crash involved a pedestrian on I-35E. The majority of fatal crashes citied driver inattention, improper lane use and/or disregarding the traffic control device. Table 6-4: Top Eight Crash Locations in Lino Lakes ( ) (by frequency of crashes)* Number of Crashes Personal Injury Crash Location Fatal Crashes Property Total Descriptions Crashes Type Type Type Damage Crashes A B C Crashes 1. CSAH 23 From north of Diane Street/81st Street intersection to north of Evergreen Trail intersection 2. CSAH 14 From Wood Duck Trail intersection to east of Aenon Place intersection 3. CSAH 23 From Marshan Lane intersection to I-35W intersection 4. CSAH 14 From 21st Avenue intersection to east of CR 84 intersection 5. CSAH 49 From CSAH intersection to before CSAH 23 intersection 6. CSAH 34 From west of Tomahawk Trail intersection to W Shadow Lake Drive intersection W Shadow Lake Drive From CSAH 34 intersection north 7. CSAH 34 From west of Wild Turkey Trail intersection to Joyer Lane intersection 8. CSAH 23 From Lois Lane intersection to north of 79th Street intersection *Excludes Interstate and TH Facilities 6-33

34 GOLDEN LAKE Blaine!"# 35W 2 ((!! UV!! ((!! (( ((((!!!! ((!! (((!!! ((!! ((!! UV 14 23!!! ( ( (!!!!!!!!!! ( ( ( ( ( 8 ((( (( (((!!!!!!!!! ( ( ( UV 12 ( (( (! Shoreview ((!! UV 49 ((!! ((!!!! (( ((!! ((!! ((!!!! ( ( 5 6!! ((!! (!! ( UV 34 ((!!!!! ( ((( ( ((!! ((!! ((!! ((!! (((!!! UV 23!! (( 1 ((!!!!!!! ( ( (( ( 7!! (( UV 34 ( UV 21! (! ((!! ((((!!!! (((((!!!!! ((!! (((!!! ((!!! ( ((!! ((!!!!!!! ( ((( ( ST 84!! ((!"# ((!! 35W!! ( ( UV 23 ST 53 (! (! (! ((!! ST UV ! (!!!!!!!!!!!!!!!!!! ((((((( (( ( ( ( ( ( ( (((! (((!!!! ( ( 3!! ((!! (! ( (!!!!! ( (( ( ( Circle Pines!!! ( ( ( (((!!! BALDWIN LAKE RICE LAKE Columbus MARSHAN LAKE RESHANAU LAKE GEORGE WATCH LAKE!!!!! ( ( ( ( ( UV UV 49 ((!! UV 32 UV ARDS W LAKE CEDAR LAKE North Oaks RONDEAU LAKE CENTERVILLE LAKE SHERMAN LAKE WILKINSON LAKE PELTIER LAKE AMELIA LAKE UV 54 UV 54 OTTER LAKE ST 140! ( (! ((!!!"# ((!! 35E!"# 35E!! ( ( Centerville ((!! 4 (((((((!!!!!!! ((!! ST 84 Hugo BALD EAGLE LAKE White Bear Twp Crashes/Crash Analysis Locations ( ) City of Lino Lakes 2030 Comprehensive Plan 4, ,000 Feet Severity - Number of Crashes Citywide Fatal - 10 crashes Incapacitating Injury - 38 crashes Non-Incapacitating Injury crashes Possible Injury crashes Property Damage - No Apparent Injury crashes Crash Analysis Locations Lakes Streams School Open Space/ City Parks County Parks Lino Lakes City Limits Figure 6-15 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-15_crash.mxd

35 Sixteen percent of the drivers involved in fatal crashes were under age 30; fifty percent of drivers were between the ages of 31 and 55; and, thirty-four percent of the drivers were over age 55. Access Management Control of access to roadways, both in terms of cross-street spacing and driveway placement, is a critical means of preserving or enhancing the efficient operation of the roadway system and improving safety by reducing crash exposure. Access control guidelines are used to preserve the public investment in the roadway system and to give direction to developers for plan preparation. The guidelines balance the public interest (mobility) with the interests of property owners (access). Effective control of driveway access on the entire street system requires cooperation of municipal, county and state officials. Mn/DOT has developed a policy on access management and guidelines for access spacing. Mn/DOT s Highway Access Category System and Spacing Guidelines can be found on Mn/DOT s website. Access to Principal Arterials The City of Lino Lakes will strive to meet metropolitan guidelines for access to principal arterials. These guidelines recommend limiting cross-street access to one-half-mile spacing within urbanized areas, with one- to two-mile spacing being optimal. No new driveway access is permitted to principal arterials. Access to Minor Arterials The City strives to meet Anoka County guidelines (see Appendix C of the Comprehensive Plan) for access to the minor arterial system. The Anoka County guidelines identify access spacing per functional classification of county roadways. Guidelines vary from 1/8-mile to 1-mile spacing between accesses. However, due to existing development patterns there may be some redevelopment areas that do not meet the minimum access spacing guidelines and/or have joint access agreements between properties. The City will work with these property owners and Anoka County and/or Mn/DOT as necessary to develop acceptable access management plans for these exceptions. These efforts are consistent with Goal 7, Policy 2 of this transportation plan that states, develop and utilize access management guidelines in conjunction with Anoka County. Driveway Access on City Streets (Collectors and Local Roads) Driveways contribute to accidents and reduced traffic flow on major streets in municipalities because they add to the number of locations where vehicle conflicts can occur. Hence, it is desirable to have guidelines in place that: Limit the number of driveways to those that are actually needed to safely accommodate the traffic generated by each development. Provide adequate spacing between driveways so conflicts (and resulting accidents) between vehicles maneuvering at adjacent driveways do not arise. Ensure proper design to accommodate driveway traffic and minimize vehicle conflicts without significantly reducing roadway capacity. Occasionally topographic features of a particular site or the needs of a particular land use may require special access features in a proposed development. The City may wish to withhold approval of these developments or site changes until a study has been made of the potential impacts on the affected roadways and the adequacy of the proposed access design is determined. The City may require that the following steps be included in the traffic study for the site: 6-35

36 Estimate site traffic generation and future non-site traffic. Determine directional distribution of trips. Estimate turning movements at driveway and the resulting level of service. Analyze current and future access requirements. Provide necessary geometric and operational improvements to safely accommodate the site s access requirements without negative impacts to traffic operation on the adjoining roadways. Right-of-Way Right-of-way (ROW) is a valuable public asset. Therefore, it needs to be protected and managed in a way that respects its intended function, while serving the greatest public good. Lino Lakes with its current and anticipated growth may need to reconstruct or widen existing roadways and construct new roadway segments to meet future capacity and connectivity demands. Such improvements may require that adequate ROW be maintained or secured. The City will coordinate with Mn/DOT and Anoka County for ROW acquisition along state or county routes. For ROW acquisition, the City may use a variety of tools, including but not limited to the following: Right-of-Way Preservation When future expansion or realignment of a roadway is proposed, but cannot immediately be constructed, Lino Lakes should consider ROW preservation strategies to reduce costs and maintain the feasibility of the proposed improvement. Several different strategies can be used to preserve ROW for future construction, including advanced purchase, zoning and subdivision dedication techniques, official mapping, and corridor signing. Before implementing any ROW preservation programs, the City should weigh the risks of proceeding with ROW preservation without environmental documentation. (Note: Mn/DOT policy requires environmental documentation prior to purchase.) If environmental documentation has not been completed, agencies risk preserving a corridor or parcel that has associated environmental issues. Direct Purchase One of the best ways to preserve ROW is to purchase it. Unfortunately, the City has limitations on needed funds to purchase ROW in advance, and the public benefit of purchasing ROW is not realized until a roadway or transportation facility is built. Most typically, local jurisdictions utilize various corridor preservation methods prior to roadway construction and then purchase the ROW if it is not dedicated, at the time of design and construction. A potential resource for direct purchase of ROW is the Right-of-way Acquisition Loan Fund (RALF), which is administered by the Metropolitan Council. Planning and Zoning Authority Lino Lakes has the authority to regulate existing and future land use. Under this authority, the City has a number of tools for preserving right-of-way for transportation projects. These tools include: Zoning If the property has a very low-density zoning classification, the City should try to maintain its existing zoning classification (i.e., do not rezone it). A low zoning classification limits the risk for significant development, and can help preserve land for potential ROW, until funding becomes available for roadway construction. Platting and Subdivision Regulations Platting and subdivision regulations allow the City to consider future roadway alignments during the platting process because most land must be platted before it is developed. The City can use its authority to regulate land development to influence plat configuration and the location of proposed roadways. In most instances, planning and engineering staff work with developers to formulate a plat that meets development objectives and that conforms to a long-term community vision and/or plans. Lino Lakes requires ROW dedication as part of the platting and subdivision process. 6-36

37 Official Mapping A final strategy to preserve ROW available to the City is to adopt an Official Map. An Official Map is developed by the local governmental unit and identifies the centerline and ROW needed for a future roadway. The local agency then holds a public hearing showing the location of the future roadway and incorporates the official map into its thoroughfare or community facilities plan. The official mapping process allows agencies to control proposed development within an identified area, and to influence development on adjacent parcels. However, if a directly affected property owner requests to develop his/her property, agencies have six months to initiate acquisition and purchase of the property to prevent its development. If the property is not purchased, the owner is allowed to develop it in conformance with current zoning and subdivision regulations. As a result, the official mapping process should only be used for preserving key corridors in areas with significant growth pressures. Additional information on some of the tools and techniques listed above can be found in Appendix J of Mn/DOT s Interregional Corridors: A Guide for Plan Development and Corridor Management. This guide also includes information on the environmental review and documentation process as it relates to rightof-way preservation. Use of the ROW acquisition/preservation tools identified above is consistent with Goal 1, Policy 3 of this transportation plan, which states, Identify and prepare appropriate plans, official controls, zoning and subdivisions ordinances and regulations, and official maps for land use around identified potential future interchanges. Transit System Plan Meeting the transportation needs of Lino Lakes residents requires more than a comprehensive, well maintained roadway system. A complete transportation system incorporates a variety of transportation modes to meet the disparate needs of the City s residents. Affordable and convenient transit is an essential characteristic of an urban community. Transit is an important element in the overall transportation network because it: Provides opportunities to people who prefer an alternative to automobile travel. Offers an option to senior citizens and people who cannot drive or cannot afford an automobile with access to various services within the area (i.e., medical care, shopping and governmental services). Potentially removes a portion of existing or future automobile traffic from the roadway, possibly reducing travel time and congestion for other vehicles on the roadway. The City of Lino Lakes is committed to supporting and preserving existing transit services and facilities in the City and seeking ways to improve the transit system. Although the City does not have direct responsibility for the operation of services or the provision of facilities, the City can advocate for better service while promoting more transit supportive land use patterns as sections of the City develop or redevelop. This chapter identifies the existing services, facilities and programs within the City of Lino Lakes, suggests improvements, and discusses the City s role in supporting the transit system. Transit Market Areas The transit system in the City of Lino Lakes is typical of suburban cities that are still developing. The most conspicuous services are the express routes to both downtown Minneapolis and St Paul that operate during the peak periods from large centrally located park and rides. But while this service is most visible, it is only one element of a comprehensive collection of services, facilities and programs. 6-37

38 The 2004 Metropolitan Council 2030 Transportation Policy Plan identified four existing transit market service areas for the Twin Cities metropolitan area. The market service areas were defined by: Population density Employment concentration and job density Trip volumes and patterns Transit dependent segments of the population Table 6-5 provides detailed information on Transit Market Areas defined by the Council including the recommended service options and service characteristics. Lino Lakes is located in both Transit Markets III and IV. This means that the area is expected to have lower levels of transit service, with service focused on peak period express service and limited midday service. Table 6-5: Transit Market Area Services Market Land Use Pattern Service Options Service Characteristics Area I Highest concentrations of activity, housing and jobs II III IV Moderate concentrations of jobs, housing and activities Generally lower concentrations with intermittent pockets of moderate concentrations (pockets would receive highest service levels) Lowest concentrations of housing and jobs Regular-route locals, all-day expresses, special needs paratransit (ADA, seniors, etc.) ridesharing Regular-route locals, all-day expresses, small-vehicle circulators, special needs paratransit (ADA, seniors, etc.) ridesharing Peak-only express, small vehicle dial-aride, midday circulators, special needs paratransit (ADA, seniors, etc.) ridesharing Dial-a-ride, volunteer driver programs, ridesharing Source: Metropolitan Council 2030 Transportation Policy Plan, 2004 Frequencies: 5-15 minute local and circulator Span of Service: hours, 7 days per week Access: Locals spaced miles apart with 8-10 bus stops per mile Frequencies: minute or minute depending on land use pattern Span of Service: hours per day, 7 days per week Access: Locals spaced miles apart with 6-8 bus stops per mile Frequencies: Peak-period-only expresses, 1-2 hour midday frequencies, dial-a-ride advance registration Span of Service: hours per day, weekdays and limited weekends Access: Services tied to parkand-ride lots and hubs Frequencies: As needed Span of Service: 8-10 hours per day, weekdays Access: Services tied to parkand-ride lots and hubs 6-38

39 Existing Transit Service This section is a description of existing transit service in the City of Lino Lakes (Figure 6-16). Lino Lakes is currently served by three transit service providers: Metro Transit First Student Anoka County Traveler (ACT) Metro Transit and First Student provide fixed-route transit service. ACT provides demand responsive services. Fixed Route Transit Service Fixed route transit service includes both local and express bus service that operates on a regular schedule and a follow a consistent route. Fixed-route transit service in Lino Lakes is provided by Metro Transit and by First Student under contract to the Metropolitan Council. Table 6-6 shows the characteristics of the routes serving Lino Lakes. Table 6-6: Characteristics of the Transit Routes Serving Lino Lakes Route Provider Type Cities Served M-F Hours Sat Hours 250 Metro Express 5 AM 9 AM Transit 1 PM 10 PM 255 First Student 262 First Student 275 First Student Express Express Express Lino Lakes, 95 th Ave Park & Ride Minneapolis Shoreview, St Paul Lino Lakes, Blaine, St Paul Lino Lakes, White Bear Lake, St Paul 6:50 AM 8:20 PM 3:30 PM 5:10 PM 5:50 AM 8:00 PM 4:00 PM 6:15 PM 6:30 AM 8:30 PM 4:00 PM 6:00 PM Sun Hours None None 5 30 minutes Frequency None None 30 minutes None None 30 minutes None None 30 minutes Metro Transit operates only one route in the vicinity of Lino Lakes, Route 250, which provides frequent service to downtown Minneapolis and also provides three trips in the reverse commute direction in the morning and four in the afternoon. First Student provides service to downtown St. Paul using three routes but less overall service. There are no reverse commute runs from downtown St Paul. Route 250 not only provides service to downtown Minneapolis but also provides connections to the Hiawatha LRT line and Metro Transit s entire network of buses operating through the downtown area. Likewise, the First Student express buses provide connections to Metro Transit routes operating through downtown St Paul. 6-39

40 WARE RD Columbus UV 23 Blaine!"# 35W ST 53 ST 153 SUNSET AVE APOLLO DR Æa ELM ST 2ND AVE q UV 12 4TH AVE CARL ST UV 23 GEORGE WATCH LAKE MARSHAN LAKE RONDEAU LAKE MAIN ST UV Æa 23 q UV UV LAKE DR WOOD DUCK TRL LOIS LN 77TH ST W OAK LN RONDEAU LAKE RD W RO NDEAU LA K E DR E CENTERVILLE LAKE PELTIER LAKE PELTIER LAKE DR!"# 35W UV 54 77TH ST E 20TH AVE S Centerville ST 140!"# 35E Æa 22ND AVE E ST 84 80TH ST E Hugo GOLDEN LAKE Circle Pines BALDWIN LAKE RD UV 49 BALDWIN LAKE WOODRIDGE LN HODGSON RD LINDA AVE WHITE PINE RD Shoreview RICE LAKE UV 34 62ND ST RESHANAU LAKE HOLLY DR N ARDS W LAKE CEDAR LAKE SHERMAN LAKE UV 34 UV 21 HOLLY DR E UV 32 UV 49 UV 21 UV 32 SHADOW LAKE DR W BIRCH ST 12TH AVE S North Oaks WILKINSON LAKE AMELIA LAKE ST 84 UV 54 20TH AVE S OTTER LAKE!"# 35E OTTER LAKE RD BALD EAGLE LAKE White Bear Twp Transit Service and Facilities City of Lino Lakes 2030 Comprehensive Plan 4, ,000 Feet Park & Ride Locations Æa Active Æa Planned Bus Service q Surfside Seaplane Base/ Lino Air Park Lakes Streams School Open Space/ City Parks County Parks Lino Lakes City Limits Figure 6-16 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\Maps\5833\mxd\FinalFigures\Figure_6-16_transit.mxd

41 Express Routes Express service, which operates during peak periods, is designed to serve commuters who live in the suburban area and work in the Central Cities, primarily downtown Minneapolis and downtown St. Paul. Most of these routes start at a park and ride and/or transit station and operate closed door to the downtown area. Metro Transit Route 250 Route 250 is an express route that connects the 95th Avenue Transit Station in Blaine to downtown Minneapolis with 28 trips inbound in the morning peak period and 28 trips outbound in the afternoon peak period. Most of the trips originate and terminate at the 95th Avenue Transit Station at the intersection of 95th Avenue and I-35W, and operate closed door to downtown Minneapolis. Three of the runs in the morning begin at the park and ride at the intersection of Naples Street NE and Flowerfield Road in the City of Lexington. Five runs return to this location in the afternoon. Four runs in the morning and four in the afternoon serve a shared use park and ride at Saint Joseph s Church in Lino Lakes. Both of these route variations also serve the 95th Avenue park and ride. Although, only the buses that serve the St Joseph s Church park and ride actually enter the City, Route 250 represents the primary express transit service to downtown Minneapolis for residents of Lino Lakes. Metropolitan Council Route 255 Route 255 is an express route that connects Shoreview to downtown St Paul with three trips inbound in the morning and 3 trips outbound in the afternoon. All of the trips originate and terminate at the Wells Fargo building at the corner of 85th Avenue and Rice Creek Parkway and operate closed door to downtown St Paul. While not entering the City of Lino Lakes, this route is an option for some Lino Lakes residents who live in the southwestern part of the City and commute to St. Paul. This route is currently operated by First Student Inc. Metropolitan Council Route 262 Route 255 is an express route that connects the 95th Avenue Transit Station to downtown St Paul with three trips inbound in the morning and three trips outbound in the afternoon. All of the trips originate and terminate at the 95th Avenue Transit Station at the intersection of 95th Avenue and I-35W and operate closed door to Little Canada. From Little Canada to downtown St Paul, the bus stops at six intermediate stops along Rice Street. While not entering the City of Lino Lakes, this route is an option for some Lino Lakes residents who live in the southwestern part of the City and commute to St. Paul. This route is currently operated by First Student Inc. Metropolitan Council Route 275 Route 275 is an express route that connects Centerville to downtown St Paul with three trips inbound in the morning and three trips outbound in the afternoon. All of the trips originate and terminate at the St Genevieve Catholic Church near Centerville Road and operate closed door to downtown St Paul, with two intermediate stops in White Bear Lake. This route is currently operated by First Student Inc. This route is an option for some Lino Lakes residents who live in the eastern part of the City and commute to St. Paul. This route is currently operated by First Student Inc. Local Routes Local service is designed for short trips within the community or to adjacent communities and is usually provided throughout the day. There is no regular route local bus service in the City of Lino Lakes. 6-41

42 Demand Responsive Transit Service Dial-A-Ride Service The Anoka County Traveler offers transit service to all residents of Anoka County who can travel independently (or with a personal care attendant). Services include three fixed routes, operating in the southern part of the County, and dial-a-ride services, which provide connections to the entire County. None of the three fixed routes serve Lino Lakes. The Anoka County Traveler (ACT) Dial-a-Ride is a demand-responsive transit service serving Lino Lakes and other communities in Anoka County. Hours of service vary by community. The dial-a-ride service hours in Lino Lakes are from 5:15 a.m. to 6:45 p.m. on weekdays and 8:00 a.m. to 4:00 p.m. on the weekends. The Traveler Dial-a-Ride coordinates with the ACT fixed route service to ensure passengers the most efficient and affordable way to travel. The regular fare for Dial-a-Ride service is $3.25 per person; the peak hour fare is $4.25 per person. ACT uses vehicles that are handicap accessible and can hold up to 18 people. In 2006, ACT Dial-a-Ride provided just over 22,000 rides. ADA Complementary Service In compliance with the Americans with Disabilities Act (ADA), the Metropolitan Council provides specialized, demand responsive service for persons who have disabilities that prevent them from using the regular route system. This service is provided in the same areas that regular route service is provided. In Anoka County, the Council contracts for these services with the Anoka County Traveler Diala-Ride service. Within the City of Lino Lakes, ADA complementary service is available from 5:15 a.m. to 6:45 p.m. during the week and from 8:00 a.m. to 4:00 p.m. on weekends. In 2006, ACT Dial-a-Ride provided almost 35,000 ADA rides. Other Services Privately Contracted Regular Routes The Metropolitan Council contracts for about five percent of the regular route service that is provided in the Metropolitan area through contracts with private and non-profit transit providers. Routes 255, 262, and 275 described above are operated under contract to the Metropolitan Council by First Student. Community Based Urban Programs Throughout the region, ten small urban systems operate local transit service in their communities. Many of these services were originally formed to meet a specific mobility need for elderly or disabled, but are now open to the general public. Currently, the City of Lino Lakes does not offer this type of transit service. Community Based Rural Programs Throughout the region, eight rural systems provide a base level of transit service in areas that are not served by regular route service. These programs primarily serve the elderly and persons with disabilities but are open to the general public. As noted above, ACT provides these services for Anoka County, including the City of Lino Lakes. ACT is funded by Performance Based Funding (PBF) grants from the Metropolitan Council, revenue from contract services including the Metro Mobility ADA contract, County contributions, and donations. The Anoka County Volunteer Transportation Program provides rides to and from medical, dental, and appointments with social services for seniors (60+) and clients receiving services from Anoka County. This service relies on volunteer drivers. While the service is free, donations are encouraged. Medical and dental trips may be made throughout the metro area while appointments with social services must remain within Anoka County. This program is funded primarily through private grants and donations. 6-42

43 Existing Transit Facilities This section is a description of existing transit facilities in the City of Lino Lakes (Figure 6-16). Transit facilities include: Passenger facilities Physical infrastructure that is designed for use by passengers while waiting for or boarding buses. Support facilities Physical infrastructure that is designed to support the operation and maintenance of transit vehicles. Transit Advantages Physical infrastructure that is designed to provide a travel time advantage for transit vehicles versus automobiles. Transit Passenger and Support Facilities Transit service cannot be provided without a variety of physical facilities. These include passenger facilities that provide an opportunity to board buses. They range from a simple bus stop to large transit centers. Transit support facilities are also essential components of a transit system. Transit vehicle storage and maintenance facilities are almost invisible to the public but critical to the operation of buses. The following park and ride facilities serve residents of Lino Lakes. There is one active Park and Ride facility in Lino Lakes, which is at St. Joseph Catholic Church, located at 141 Elm Street. The capacity of this lot is listed as 12 spaces, 8 of which are being used. This lot is served by Route 250. There is also an active Park and Ride at St Genevieve Church, 7087 Goiffon Road in Centerville. The capacity of this lot is 50 spaces with 38 spaces being used. This lot is served by Route 275. Although not within the City limits, the most significant Park and Ride facility for residents of Lino Lakes is the Park and Ride at 95th Avenue and I-35W in Blaine. There are 1,011 spaces at this lot, currently the third largest park and ride in the region, 982 of which are being used. Plans are underway to increase the capacity of this Park and Ride. Route 250 provides service to this lot with buses departing for Minneapolis as often as 5 minutes apart during the peak hour. Because of the limited amount of service in the City, the number and type of physical support facilities is also limited. Currently, there are no vehicle storage or maintenance facilities in the City of Lino Lakes nor are there any major layover facilities. Transit Advantages Transit Advantages is a term that describes physical features that provide a travel time advantage over automobiles using the same facility. These include bus-only shoulders, HOV lanes, and ramp-meter bypasses. Transit advantages improve the attractiveness of transit by allowing buses to move faster than automobiles making the same trip, effectively reducing the travel time for transit patrons relative to automobile users. BUS-ONLY SHOULDERS Bus-Only Shoulders (BOS) allow buses to use the roadway shoulder to bypass automobiles that are in the general flow of traffic. They may only be used when the speed in the regular lanes drops to 30 mph or lower. BOS shoulders are useful in those areas where there is chronic peak period congestion and increase the attractiveness of peak hour express buses by allowing express buses to maintain a minimum speed through congested areas. 6-43

44 Bus-only shoulders in both directions have been established on I-35W from 95 th Avenue south to Minneapolis. The Route 250 express buses operated by Metro Transit to downtown Minneapolis utilize these bus-only shoulders. Bus-only shoulders have been established on I-35E from TH 36 to downtown St Paul. Routes 255 and 275 operated by First Student utilize these BOS lanes. High Occupancy Vehicle Lanes High Occupancy Vehicle (HOV) Lanes are roadway lanes reserved for cars with 2 or more people, motorcycles and transit vehicles. They provide a travel time incentive for people willing to carpool or use transit. At present, there are no HOV lanes in Lino Lakes or on routes to either downtown. Transit Programs This section is a description of existing transit programs in the City of Lino Lakes. Ride Matching Services Lino Lakes residents are eligible to participate in the regional car pool matching database managed by the Met Council. Carpool participants qualify for the regional guaranteed ride home program; may use High Occupancy Vehicle (HOV) lanes and meter bypass ramps; receive parking discounts in some circumstances; may participate in occasional promotional benefits. Van-Go Lino Lakes residents are also eligible to participate in the Van-GO! program, a regional vanpool program sponsored by the Metropolitan Council. Van-GO! vanpools are made up of 5 to 15 commuters picked up along the vanpool route or at an agreed upon location. Like buses and carpools, vanpools are eligible to use meter bypass lanes or ramps and HOV lanes. Travel Demand Management Travel Demand Management (TDM) services include programs that promote and support any alternative to commuting via single-occupant vehicle. It may include ride-matching, car-pool and van-pool services as previously described, both covers many other options as well. Transit promotions, employersubsidized bus passes, flexible work hours, and telecommuting are just some of the possible strategies to reduce SOV use. Metro Transit provides a regional service through its Metro Commuter Services group, and four local Transportation Management Organizations provide further support and services, including two downtown organizations. The City and employers may use these services and programs free of charge in order to benefit employee travel arrangements and budgets. Future Transit Demand According to the 2005 Metropolitan Council s Park-and-Ride Plan, the number of people in Lino Lakes currently utilizing transit to commute to work in downtown Minneapolis/St. Paul is expected to increase through Although the percentage of the Lino Lakes resident workforce utilizing transit services within the city is relatively small compared to future population projections, there are other park-and-ride facilities outside of city limits that may also draw a small portion of the Lino Lakes commuter workforce because of the higher bus frequencies and routes along with a greater number of downtown express buses they offer. The information presented in Table 6-7 and Table 6-8 show the number and percentage of Lino Lakes residents projected to utilize regional transit facilities and services to commute to work in the Minneapolis and St. Paul downtown areas in 2010, 2020 and As evident by the tables below, the majority of the workforce utilizing the transit services is commuting into Minneapolis. 6-44

45 Table 6-7: Lino Lakes Transit Utilization to/from Minneapolis Percentage and volume of residents utilizing transit facilities and services Number of residents utilizing transit facilities and services % 0.5 % 0.7 % Table 6-8: Lino Lakes Transit Utilization to/from St. Paul Percentage and volume of residents utilizing transit facilities 0.1 % 0.1 % 0.1 % and services Number of residents utilizing transit facilities and services Transit Improvement Strategies The regional transit goal for the Twin Cities metropolitan area is to double ridership by Transit needs and strategies for the metropolitan area as a whole were identified in the Metropolitan Council s 2030 Regional Development Framework (2004) and Transportation Policy Plan (2004). The Council proposes three key transit strategies: 1. Respond to various future transit needs in the region s different transit markets. 2. Improve and expand transit passenger and support facilities. 3. Promote higher density initiatives along dedicated right-of-way transit corridors. The first strategy is essentially to identify unmet transit needs and develop additional services to meet these needs. The second strategy is to invest in transit facilities to improve transit performance and reduce travel time. The third strategy is to encourage cities to encourage transit supportive development in order to increase the desirability and effectiveness of transit. Improved Service Fixed Route Service Fixed route service in the City of Lino Lakes is provided by Metro Transit and the Metropolitan Council. The level of service provided by these agencies depends upon the overall level of funding available to the regional transit system. The City will continue to consult with Metro Transit and the Metropolitan Council to review transit service opportunities in the City. Specific ways that transit service in Lino Lakes could be improved are as follows: There is currently no local bus service in Lino Lakes. The City should review the possibility of establishing a circulator type route, probably operating on a flexible or deviated route model where the bus may leave the primary route for limited times and distances to respond to the needs of a specific transit user. If not currently feasible, this option should be periodically reviewed as the City continues to develop and as demographics and economic assumptions evolve. A general area of service that is problematic given limited resources is suburb-to-suburb connections. The relatively low demand combined with limited funding has inhibited the consideration of this type 6-45

46 of service. As future suburban growth and densification occurs, demand will continue to increase for these types of local suburban services. As the commercial and light industrial employment base, particularly in the northeast portion of the City, develops and expands, employers and potential employees would benefit from expanded reverse-commute options from the urban areas to Lino Lakes via the transit system. This may include traditional reverse commute, return trips on the normal peak-period commuter runs, and connectors to employment sites from new park and rides, such as the proposed facility near I-35E and CSAH 14 (Main Street). Demand Responsive Transit Service Demand responsive transit service, including ADA required replacement service, is provided by ACT. ADA services contracted by the Metropolitan Council are tied to the service area of regular route transit. Increasing the service area would require increasing the area served by ADA complementary service. Currently, the entire City is included in the ADA service, so this is not an issue for the City. However, increasing the hours of service, as funding permits, should continue to be on overall objective. General public and senior demand responsive services are funded through other sources, including PBF and County contributions. Increasing the service hours and eligible population would require additional funding, but should also be an overall objective for the City. Transit Facility Improvements Express Bus Corridors The Metropolitan Council has identified several express bus corridors to serve the outlying suburbs, such as Lino Lakes, by providing fast efficient transit service to the urban core. This will be accomplished through continued enhancement of the associated freeway segments with improved and/or additional transit advantages, including bus-only shoulder lanes, high-occupancy vehicle lanes (HOV), and ramp meter bypasses. I-35W from Lino Lakes to downtown Minneapolis is one of the express bus corridors identified by the Council. Transitways The Metropolitan Council Transportation Policy Plan includes a proposal for adding several new transitways in the region. The Rush Line Corridor, which passes just east of Lino Lakes, is listed as a Tier II Corridor. Planning studies are underway to determine the best approach to providing enhanced transit service in this corridor. The Urban Partnership Agreements for accelerated federal funding of key transportation projects includes funding for the expansion of the I-35W/95th Avenue park-and-ride. This will have a direct impact on commuters from the Lino Lakes area because this park and ride is the City s primary location for utilizing express bus service to downtown Minneapolis. The City remains concerned, however, that mobility in and around the inner suburbs and the urban core will be negatively impacted by lack of any further progress on transportation funding and capacity improvement projects. Lino Lakes recommends and supports an aggressive approach to transit expansion projects and funding mechanisms that will materially reduce congestion, improve urban mobility, and bolster our Minnesota economy and lifestyle. 6-46

47 This approach is consistent with the following goals and strategies identified in the beginning of this transportation plan: Goal 3, Policy 4 Develop mass transit options to serve growing transportation demands Goal 5, Policy 1 Plan for and develop park-and-ride opportunities that are adjacent to our arterial roadways Goal 5, Policy 3 In cooperation with Anoka County and other local units of government pursue state and federal funding for mass transit Goal 6, Policy 1 Support the planning and development of the established Rush Line transit corridor (rail and bus) from the central cities through Hugo Goal 6, Policy 2 Provide local transit opportunities to access the Rush Line corridor Goal 6, Policy 3 Continue to work with Metro Transit to provide and expand safe, affordable and efficient public transit Park-and-Rides The Metropolitan Council s Regional Park-and-Ride Plan (2005) indicates that a new facility in the vicinity of I-35E and CSAH 14 should be considered, with an anticipated capacity of 600 spaces by Land Use Planning Land use planning, including trails and pedestrian amenities, play a crucial role in the success of transit in a community. Adequate and safe sidewalks, bus stops, shelters, and transfer or waiting facilities all are necessary components of a convenient and successful transit system. Mixed-use developments and other Transit Oriented Development (TOD) around developing and redeveloped areas are also key to future effective transit options. Recommendations The City of Lino Lakes benefits from the presence of a high-quality county-based provider, ACT, and Anoka County s active planning and management of future transit facilities and programs. The City should continue to be supportive and fully engaged in these programs and organizations to insure a high level of transit service in the City. As part of economic development activities, Lino Lakes should inform and enlist the cooperation of existing and new employers in TDM measures, including specifically transit promotion and transit alternatives such as car and van pooling for employees. Along this line, the City staff can serve as an effective conduit between employers, especially new firms, and the planning and services offered by Anoka County. This may include better facilities and reverse commute options, among others. The City of Lino Lakes should actively plan and promote transit-friendly neighborhoods in the City, including good trails and pedestrian amenities, and support Transit Oriented Development. This will have the dual impacts of providing expanded, cost-effective travel options, and develop more walkable, livable communities and business developments. 6-47

48 Bicycle and Trail Plan Trail systems can play a role in the transportation system by providing opportunities for alternative modes of travel such as bicycling and walking. They can also provide a primary source of transportation to recreational areas for leisure uses. The City s Comprehensive Trail System Plan outlined within Chapter 2, Resource Management System Plan, of the City s Comprehensive Plan, offers more detail on the existing and proposed trail system. Figure 6-17 illustrates existing and proposed trail facilities within the City of Lino Lakes. Trail Policies The policies below relate to the development of trails in conjunction with the construction of new roads and subdivisions, as well as improvements to existing conditions: Trail improvements in Lino Lakes should be done incrementally and on a yearly basis. Trail development should link schools, neighborhoods, athletic complexes, and both local and regional parks in a cohesive trail system. To the extent possible, trails should be developed concurrently with the infrastructure of the subdivision or development it goes through. Also, bike route construction should be planned to coincide with the upgrading of local, county and state roads. Developers are required to donate a percentage of their developable land for parks and park trails and/or make payment in lieu of this dedication. The construction and financing of these trails is the responsibility of the developer. The trails must be developed to keep pace with community growth to ensure safe travel in and around the city. The Park and Recreation Board, City Council, and city staff should work closely together to ensure the trail system is built in a logical, cohesive and comprehensive matter. The policies listed above are consistent with the following overall transportation plan goals and policies: Goal 6, Policy 4 Incorporate, where feasible, bicycle and pedestrian infrastructure and safety standards when planning changes, additions, or maintenance to roads, sidewalks, bridges, paths, or other public facilities Goal 6, Policy 5 Work to physically connect neighborhoods with roads and pedestrian/bicycle links Goal 6, Policy 6 Encourage sidewalks and separated pathways along all arterial, collector, and local streets in developing residential and commercial areas These policies are also consistent with the following Community Amenities and Natural Resources goals and policies: Goal 3, Policy 1 Continue to work with adjacent jurisdictions to achieve interconnectivity among local and regional trails. Goal 3, Policy 2 As development occurs, require an interconnected trail system. Goal 3, Policy 3 Locate trails within or adjacent to greenway corridors, where appropriate. Coordination between Lino Lakes and adjacent cities and townships will maintain a level of quality bike and pedestrian trails that will satisfy the recreational needs of the people of Lino Lakes and surrounding communities. 6-48

49 J K 53 Main St. 14 Rondeau Lake H 80thSt.E G L Oak Ln. 35W Peltier Lake 54 35E 153 Lilac St. George Watch Lake Peltier Lake I M 23 Elm St. Marshan Lake Rice Creek Chain of Lakes Regional Park Reserve Centerville Lake City of Centerville Main St Rice Lake Reshanau Lake Birch St. 34 F Cedar St. W E Birch St. Baldwin Lake D 64thSt.E C 49 A B Cedar Lake Ash St. Amelia Lake Otter Lake Park, Greenway & Trail System Plan Update City of Lino Lakes 2008 Comprehensive Plan Update 4, ,000 Greenway System Park System Trail System September 9, 2008 Natural Resource Protected Area Future Neighborhood Park Existing Regional Trail Natural Resource Conservation Area (Center of Service Area) Proposed Regional Trail Open Water Existing County Park Proposed Designated Bike Route Natural Resource Corridor Enhancement Area Existing City Park Existing City Trail Future Recreation Facility Existing Schools Proposed City Trail Feet Prepared by Bonestroo K:/activework/Gisserver/ linolakescomplan/park n trail plan2.mxd