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1 Land Use & Physical Resources PROJECT #27 Mobility S t u d y a n d i m p l e m e n t H i a w a t h a A v e n u e / M N 5 5 traffic signal improvements Environment & Natural Resources Economic Development Social, Cultural and Heritage Mid-morning traffic stacked up on westbound 46th Street at Hiawatha Avenue, one of the more congested crossings. The City of Minneapolis operates traffic signals at Hiawatha Avenue/MN 55 intersections on behalf of the Minnesota Department of Transportation (MnDOT). As a result of the need to ensure efficient and safe operations for the LRT, the street traffic signal operations are compromised somewhat, resulting in increased delay to motorists, bicyclists and pedestrians traveling in the corridor, as well as increased vehicle emissions. The City of Minneapolis Department of Public Works in cooperation with MnDOT has made substantial improvements in the operation of the traffic signals since LRT operations began. In spite of these efforts, there continues to be substantial delays to pedestrian, bicycle and vehicular traffic, especially for traffic trying to cross the corridor. Given the constraints imposed by the existing transit pre-emption of the signals, these improvements have had minimal impacts. Some detectors which are not working need to be replaced, and some new detectors could potentially be added; however, these are not solutions that would result in a significant improvement in road vehicle operations. Absent an entirely new signal operating system, the only way to achieve a major improvement for regular traffic would be to move from a full signal pre-emption approach to a transit priority approach. The difference between these two approaches is that under the former the LRT gets full and exclusive signal priority, whereas in the latter, there may be some minor delays to the LRT vehicles in order to complete some traffic signal phases. This project involves assembling traffic signal and train operations experts to study the impacts of traffic signal management options on overall person delay (i.e. delay to transit riders plus delay to auto drivers). The study will require an analysis of the entire corridor to capture the full travel time implications. If the study finds that changes in operating procedures (either via a new system or modifications to the existing system) can improve mobility within the corridor, the study will identify the costs to implement improvements and establish a timetable for those improvements. Since these street traffic signals are located at intersections that involve state, county and city streets, funding for improvements should involve all of these jurisdictions. Hennepin County is also supportive of this project because the Hiawatha Ave/MN 55 traffic signal issues also impact traffic levels on Minnehaha Ave/CSAH 48. Coordinated Projects: Improve pedestrian crossing safety and experience of Hiawatha Avenue/MN 55 signalized intersections - Project #28 Establish a new roadway functional classification for Hiawatha Ave/MN 55 - Project #30 Street reconstruction projects - #39, #44 Conduct a detailed conditions analysis of pedestrian environment - Project #3 Implement the Minneapolis Pedestrian Master Plan objectives and strategies - Project #4 Timing: Short term Costs: $$ Coordination/Roles of Organizations: MnDOT Jurisdiction agency for Hiawatha Avenue (MN 55) City of Minneapolis Operator of traffic signal infrastructure; jurisdiction agency for 32nd St, 35th St and 38th St which have signalized crossings of Hiawatha Ave (MN 55) Metro Council / FTA Operator of Hiawatha LRT line, as well as bus routes on Lake St, 38th St, and 46th St that are impacted by traffic signals on Hiawatha Ave (MN 55) Page Hiawatha Avenue Projects

2 Hennepin County - County streets intersect with Hiawatha Ave/MN 55; jurisdiction agency for Lake St, 42nd St and 46th St which have signalized crossings of Hiawatha Ave/MN 55 Potential Funding Sources: City of Minneapolis CIP MnDOT SAFETEA-LU Hennepin County Key Metric(s) (Top 5): A11, A13, A43, A44, A45 Improvements to signalized street intersections should focus on the major rungs (shown in orange) first and then the minor rungs (shown in yellow). END OF PROJECT Hiawatha Avenue Projects - Page 123

3 Land Use & Physical Resources PROJECT Improve pedestrian crossing safety and #28 e x p e r i e n c e o f H i a w a t h a A v e n u e / M N 5 5 signalized intersections Mobility Environment & Natural Resources Economic Development Social, Cultural and Heritage The above diagram shows the five (5) at-grade Intersections along Hiawatha Ave that are in need of pedestrian crossing improvements: First Priority Second Priority Third Priority Although the Minnehaha-Hiawatha corridor is located directly adjacent to the Hiawatha LRT line and half of each LRT station area is within the corridor, connectivity and access to the LRT stations is very challenging primarily due to the poor pedestrian crossing environment of Hiawatha Avenue/MN 55. Pedestrian crossings from the corridor west to the LRT stations involve crossing multiple freight railroad tracks, an industrial zone, Hiawatha Ave/MN 55, and the LRT tracks. Due to current Hiawatha Avenue/MN 55 traffic signal operations, there is insufficient time for mobility-challenged pedestrians to cross the highway during a single traffic light cycle. This project should look at the pedestrian environment issues of crossing Hiawatha Ave all the way to Minnehaha Ave. This project would explore the alternative methods, best management practices (BMP), and feasibility of reconfiguring these intersections to better facilitate pedestrian crossings that are safe and a pleasant experience. Alternatives to be explored would include extension of center median islands to provide pedestrian refuges, curb extensions/bumpouts at corners, addition of bollards on porkchop islands, enhanced pavement markings, pedestrian-oriented traffic signals, flashing pedestrian crossing lights, etc. The Minneapolis Pedestrian Master Plan, which was completed in 2009, identified complex intersections city-wide and ranked improvements into five (5) tiers. With the exception of the Lake St intersection, which is a separated-grade intersection, the other five (5) signalized intersections on Hiawatha Ave were identified as complex intersections that demand pedestrian improvements (see diagram at left). Hiawatha Ave & 38th St and Hiawatha Ave & 46th St are ranked as Tier 2 projects, which indicates a very high priority for funding improvements to these two intersections. Hiawatha Ave & 42nd St is ranked as Tier 3 with the intersections at 32nd St and 35th St ranked as Tier 4. Coordinated Projects: Street reconstruction projects - #39, #44 Study and implement Hiawatha Avenue/MN 55 traffic signal improvements - Project #27 Establish a new roadway functional classification for Hiawatha Ave/MN 55 - Project #30 Conduct a detailed conditions analysis of pedestrian environment - Project #3 Implement the Minneapolis Pedestrian Master Plan objectives and strategies - Project #4 Timing: Short term Costs: $$ BMP #1 - High-visibility striped crosswalk Coordination/Roles of Organizations: City of Minneapolis Public Works Lead Agency MnDOT support, planning, design and funding Hennepin County HCWT and Transportation support, coordination and funding Metropolitan Council/Transit support, funding Potential Funding Sources: City of Minneapolis CIP, Mn DOT, SAFETEA-LU, Hennepin County (SHIP funding), Transit for Livable Communities, Community Development Block Grant, Metropolitan Council Key Metric(s) (Top 5): A2, A5, A11, A45, A46 BMP #2 - Broad landing area / median refuge Page Hiawatha Avenue Projects

4 Examples of Potential Pedestrian Crossing Improvements Enhance landing area Add striped crosswalk 38th Street & Hiawatha Ave (Source: Bing Maps) 46th Street & Hiawatha Ave (potential impacts of an additional pedestrian crossing would need to be considered) Add bollards to island 42nd Street & Hiawatha Ave Add striped crosswalk Add bollards to island Enhance landing areas 32nd Street & Hiawatha Ave (potential impacts of an additional pedestrian crossing would need to be considered) END OF PROJECT 35th Street & Hiawatha Ave Hiawatha Avenue Projects - Page 125

5 Land Use & Physical Resources PROJECT #29 C r e a t e a n u r b a n d e s i g n v i s i o n a n d i m p l e m e n t a t i o n p l a n f o r t h e H i a w a t h a Avenue/MN 55 east and west frontages Mobility Environment & Natural Resources Economic Development Social, Cultural and Heritage Existing west frontage of Hiawatha Ave/MN 55, which includes the Hiawatha LRT Trail, is not a very pleasant, comfortable or visually attractive environment today.. Hiawatha Ave/MN 55 streetscape could be treated as in the image above, which shows a landscaped median and wide boulevard separating the sidewalk from the street. The above Longfellow Station mixed-use development concept is planned for the east frontage of Hiawatha Ave/MN 55 at 38th St. An urban design vision for the highway s east frontage will need to address the different development character segments along the corridor, including industrial employment, mixed-use, and residential. Page Hiawatha Avenue Projects The east and west frontages of Hiawatha Ave/MN 55 present unique development and urban design challenges. The east frontage is challenging because vehicle access to parcels is limited and the depth of developable land is constrained by the highway (west) and freight rail corridor/overhead power line (east). Land uses along Hiawatha Ave s east frontage have historically been industrial or manufacturing. The west frontage is challenging because it is just a narrow sliver of land between the highway (east) and the LRT line (west) and many east-west streets do not connect through to Hiawatha Ave. The west frontage is primarily home to the LRT stations and the Hiawatha LRT Trail. The Hiawatha Ave/MN 55 corridor is a gateway to downtown Minneapolis from the Twin Cities International Airport and also a recurring view for tens of thousands of drivers and transit riders that travel the corridor on a daily basis. An urban design vision for the east frontage of Hiawatha Ave/MN 55 will need to address the different types of districts along the corridor, including industrial employment, mixed-use, and higher density residential. This project could be very effective in improving the corridor s development character on a number of levels, including aesthetic, identity, traffic buffer, heat island reduction, storm water, and air quality. An essential enhancement will be an improved approach to greening both the east and west frontages. Greening techniques, such as low-maintenance drought tolerant landscaping, appropriate boulevard tree types/spacing and growing vines on massive industrial structures, should be considered to provide immediate low-cost positive impacts on both public and private property. Given the prime location within the Twin Cities area and the mobility options within the corridor, Hiawatha Ave/MN 55 properties will continue to see pressure for redevelopment that will change the face and urban design character of the corridor. An urban design vison and implementation plan for the Hiawatha Avenue/MN 55 east and west frontages should address the following key elements: Building orientation to Hiawatha Avenue/MN 55 (front door or address toward Hiawatha Ave) Building articulation, fenestration and amenities that impact the pedestrian realm along Hiawatha Ave/MN 55 and offer a high quality presentation (city gateway character) Landscape/streetscape treatments that visually enhance the corridor and establish a comfortable and pleasant green space that buffers pedestrian/bike zones from vehicle traffic on Hiawatha Ave/MN 55, including improvements to the Hiawatha LRT Trail Vehicular access points, site circulation and parking arrangements (primarily oriented to east-west crossstreets rather than Hiawatha Ave to establish primary building orientation toward Hiawatha Ave/MN 55 Loading and service areas centralized and oriented away from Hiawatha Ave/MN 55 and residential areas Building mass and scale that is appropriate to the location. Floor area ratios (FARs) and densities should reflect the proximity to LRT stations with higher intensity development near the stations Achievement of LEED and Sustainable Sites Initiative standards and certification Consider stronger landscape requirements along the corridor - potentially a program similar to Seattle s Green Factor to promote greening with redevelopment opportunities Storm water infiltration along rail line or new technology such as that used for Hiawatha Flats or suggested in the 46th Street Station Area Plan. Pedestrian connections between key sidewalks, trails and front doors Level of pedestrian amenities including lighting, wayfinding, bicycle accommodations Coordinated Projects: Establish a new roadway functional classification for Hiawatha Ave/MN 55 - Project #30 Develop a parks, plazas and open spaces plan for the corridor - Project #17 Plan and build a diagonal greenway connecting the Midtown Greenway to Minnehaha Park/Grand Rounds - Prroject #31

6 Strengthen capacity of neighborhood and business organizations to meet their constituencies changing needs and opportunities - Project #18 Make strategic land acquisitions - Project #20 Provide and coordinate business improvement financing tools and public infrastructure improvements that encourage private sector reinvestments in commercial nodes/activity centers - Project #19 Develop sustainable corridor identity and strategies including green businesses and jobs - Project #12 Provide design and technical assistance for improving the character of industrial districts to meet City and neighborhood design goals - Project #35 Timing: Medium term Costs: $ Coordination/Roles of Organizations: Hennepin County Community Works & Transit support, planning and funding City of Minneapolis CPED Lead Agency MnDOT support, planning and design Neighborhood organizations support, coordination and community outreach Potential Funding Sources: County or City General Fund Green Communities Charrette Grant Business District Support Grants Watershed Districts Hennepin County TOD Grants Key Metric(s) (Top 5): A2, A5, A11, A45, A46 A P Office Buildings Warehouse/Industrial Buildings Greenspace LOADING ZONE Hiawatha Avenue P 33rd Street PLAZA LOADING ZONE 35th Street Concept diagram above illustrates desirable building orientation, access, parking, loading, landscaping and storm water treatment characteristics for industrial district segment of the east frontage of Hiawatha Ave/MN 55. The urban design vision will address the variety of districts along the east frontage, including industrial employment districts, mixed-use nodes, and higher density residential areas. P P Office buildings located in areas of most visibility. Primary site connection along freight rail lines Storm water treatment in unusable open space adjacent to freight rail Landscape buffer along Hiawatha Ave/MN 55 Create small green spaces along Hiawatha Ave/MN 55 to reflect sustainable corridor identity Parking and loading zones situated to be shared by multiple buildings Few access points along Hiawatha Ave/MN 55 and main access on side streets A A A Hiawatha Ave 10 8 Landscape 30 Loading 100 / Parking / Building Access 24 Storm 20 buffer Road water treatment Boulevard Sidewalk Existing Rail Corridor Typical section for industrial district segment of east frontage showing building height, entry, loading, parking, storm water, landscaping & screening. (From Hiawatha Ave/MN 55 to freight rail line) END OF PROJECT Hiawatha Avenue Projects - Page 127

7 Land Use & Physical Resources PROJECT Establish a new roadway functional classification #30 f o r H i a w a t h a A v e n u e / M N 5 5 w i t h i n t h e s t a t e a n d r e g i o n a l r o a d w a y s y s t e m Mobility Environment & Natural Resources Economic Development Social, Cultural and Heritage Excelsior Blvd. in Hopkins and St. Louis Park has landscaped medians with refuges for pedestrians who cross the wide road. Our roadway transportation system is made up of a road network where each road is assigned a classification based on its function within the overall transportation system. These classifications include in order of hierarchy, arterials, collectors, and local roads. Local roads provide the greatest level of access to individual properties and connect traffic to collectors, which in turn connect traffic to arterials. Arterials then carry the greatest volume of traffic and typically are roads that connect a community to the greater region. Each functional classification of road carries with it design considerations that address access, intersection controls, spacing, travel lane dimensions, shoulders, streetscape and many other features. Hiawatha Ave/MN 55 is an Arterial Roadway functional classification. However, Hiawatha Ave/MN 55 plays a bit of a different role in the regional transportation system due largely to the proximity of the LRT system. Because it is a transit way corridor, a higher level of pedestrian traffic needs to be integrated into its design. In support of transit, a higher level/intensity of development should also be considered within the corridor. This project is to suggest a review of the functional classification system and consideration for a new classification that addresses the design considerations of transitways along arterial roadways. Several transitways are planned in the Twin Cities Metropolitan Area that would benefit from a classification that balances transit oriented design with the functional requirements of an arterial roadway. Design considerations include: Design Speeds Pedestrian Facilities Bike lanes Access Guidelines Shoulders Lane widths Medians Landscaping Intersections Coordinated Projects: Study and implement Hiawatha Avenue/MN 55 traffic signal improvements - Project #27 Improve pedestrian crossing safety and experience of Hiawatha Avenue/MN 55 signalized intersections - Project #28 Plan and build a diagonal greenway connecting the Midtown Greenway to Minnehaha Park/Grand Rounds - Prroject #31 Timing: Long term Costs: $ Landscaping and screening could be further implemented along the Hiawatha Ave/MN 55 corridor. Coordination/Roles of Organizations: Mn/DOT Lead Agency Metropolitan Council Alternative Lead Agency Hennepin County Housing, Community Works & Transit and Public Works support, planning and design Page Hiawatha Avenue Projects

8 City of Minneapolis CPED and Public Works support, planning and design Potential Funding Sources: Mn/DOT Metropolitan Council Key Metric(s): A2, A3, A10, A11, A13, A44, A49 Legend Principal Arterial A Minor Augmentor A Minor Reliever B Minor Major Collector LRT Station LRT Line Study Area Community Boundaries Neighborhood Boundaries Park This map identifies Hiawatha Ave/ MN 55 as the only principal arterial road in the corridor. END OF PROJECT Hiawatha Avenue Projects - Page 129

9 Land Use & Physical Resources Page Freight Rail Corridor Projects PROJECT Mobility The currently active freight railroad corridor, shown above at 38th Street, is anticipated to remain active north of 42nd Street to serve the grain elevator operations to the north. along Hiawatha Ave along Dight Ave along RR #31 A potential diagonal greenway could connect the Midtown Greenway to Minnehaha Park, as well as the Minneapolis Grand Rounds, as illustrated on the above map, with two transition areas at 35th Street and 42nd Street creating unique greenway segments. Plan and build a diagonal greenway connecting the Midtown Greenway and Minnehaha Park/Grand Rounds Environment & Natural Resources Economic Development Social, Cultural and Heritage The Minnehaha-Hiawatha corridor lacks parks, green spaces, and trail connections. With the completion of the eastern portion of the Midtown Greenway in 2006, the corridor s location and unique diagonal orientation offers opportunities for creating a linear greenspace or diagonal greenway connection between the Midtown Greenway to the north and Minnehaha Park/ Grand Rounds to the south. This diagonal greenway would also complete a greenway loop surrounding the Longfellow neighborhoods (Longfellow, Howe, and Hiawatha). The Lake Street/ Midtown Greenway Corridor Framework Plan (1999) includes a vision diagram of a Regional Network of Recreational Activity and Natural Habitat, which shows a diagonal greenway in the Minnehaha-Hiawatha corridor. More recently, the City s updated Comprehensive Plan and Hiawatha LRT station area plans designate a linear park and open space use within the freight rail corridor. Furthermore, the 38th Street Station Area Plan recommends the creation of a linear greenspace along Dight Ave north of 38th Street. In a refinement to the 38th Street Station Area Plan, a freight railroad operations study completed in 2007 concluded that the larger scale industrial uses north of 38th Street will likely remain for sometime into the future, and with the industrial uses remaining the rail lines will also remain in this segment of the corridor. Overhead high voltage power lines, including tall towers, also exist in the air rights above the freight rail corridor from 40th Street south to Nawadaha Boulevard. Building setback requirements for overhead power lines create a no-build zone that varies from 50 to 75 feet in width. The freight rail corridor presents an opportunity to explore pairing open space, industrial and utility corridors together in a unique urban greenway. Encumbered with overhead power lines and multiple rail switching tracks, it would be challenging to create traditional park space here, but a contextual urban open space and trail corridor could provide a very desirable amenity for existing residents and employers as well as attracting new residents, employers and recreational users. Looking to New York City s High Line greenway/park as an innovative model for creating a greenway in an urban railroad corridor, a diagonal greenway could contain a mix of open space amenities, including trails, public gathering spaces, storm water infiltration, native plantings, and public art. Although the freight rail corridor has been the primary target for developing this linear greenway up to now, this currently active rail corridor is anticipated to remain active north of 38th Street and possibly as far south as 42nd Street. Consequently, a diagonal greenway concept should look at all the options for developing a greenway, including the freight rail corridor, Dight Ave, and the east side of Hiawatha Ave. Unlike the Midtown Greenway, it may be necessary to link together a greenway using segments of all these right-of-way corridors, e.g. the freight rail corridor south of 42nd Street, Dight Ave in the central area, and Hiawatha Ave in the north. One option may be to redesign portions of the east side of Hiawatha Ave as a multi-use greenway, similar to the west side of the roadway, rather than a traditional pedestrian zone with a sidewalk. Most of the freight rail right-of-way land is privately owned. Similar to the evolution and phasing of the Midtown Greenway, a Minnhehaha-Hiawatha diagonal greenway could be constructed in phases, most likely starting at its southern end. Minneapolis CPED has acquired the former rail right-of-way land between 46th Street and Nawadaha Boulevard and the MPRB owns the land south of Nawadaha Boulevard. In addition, the 2007 freight railroad operations study concluded that the railroad corridor probably won t be used south of 42nd Street in the shortterm. Consequently, the first phase of the diagonal greenway could be between Minnehaha Park and 42nd Street, which would connect the new RiverLake Greenway with Minnehaha Park/Grand Rounds. North of 42nd Street, development of a diagonal greenway may need to occur incrementally in conjunction with redevelopment of sites adjacent to the freight rail corridor. Conversion of the freight rail corridor to a greenway should also explore options for burying or relocating the overhead power lines and towers to improve redevelopment potential and greenway functionality. Until that time, an urban industrial landscape could be implemented that would serve as an identity for the corridor during the transition to a greenway. Opportunities to incorporate historic interpretation emphasizing the importance of the freight rail corridor to the development of Minneapolis should be explored with future private redevelopment projects. In the interim it is important as redevelopment occurs to anticipate that broader change and plan accordingly.

10 Coordinated Projects: Develop a parks, plazas and open spaces plan for the corridor - Project #17 Create an urban design vision and implementation plan for enhancing Minnehaha Avenue s unique triangular blocks - Project #24 Create alternative land use, building form and urban design plan for Dight Avenue - Project #41 Build a bike/pedestrian connection between Lake St LRT station and Midtown Greenway on east side of Hiawatha Avenue - Project #33 Develop wayfinding systems for each of the diagonal districts - Project #5 Create and promote theme-related heritage walks - Project #16 Create alternative land use, building form and urban design plan for 38th Street - Project #40 Expand and enhance green spaces for ecological stormwater management - Project #7 Make strategic land acquisitions - #20 Private redevelopment projects in any of the three diagonal districts should look to establish open space components adjacent the rail corridor and should explore reuse of the rail corridor for park or open space as appropriate. Timing: Long term; potential for implementing an initial phase of the diagonal greenway with potential land redevelopment between 46th St and Nawadaha Boulevard or Longfellow Station (between 38th St and 39th St). Interpretation of the freight railroad corridor s history in the area could be integrated with park design elements and serve as a unique attraction for the corridor. Costs: $$ - $$$ Coordination/Roles of Organizations: City of Minneapolis Park and Recreation Board Lead Agency City of Minneapolis CPED support, planning and coordination Hennepin County Housing Community Works & Transit support, planning and coordination and funding Neighborhood Organizations support, community outreach and coordination Metropolitan Council support, funding Minnesota Historical Society support, planning and interpretation Rail ROW Owners collaboration, planning and design Potential Funding Sources: City of Minneapolis Hennepin County Clean Water Land and Legacy (Art and Cultural Heritage Fund) Private foundations Key Metric(s) (Top 5): Community gardens could be an element of the diagonal greenway. Public art could be integrated into the diagonal greenway. B-32, B-33, B-34, B-35, B-36, B-39, B-43, B-44 The High Line greenway/park in New York City provides an innovative precedent for creatively converting an abandoned railway into public space. END OF PROJECT Freight Rail Corridor Projects - Page 131

11 s s k Land Use & Physical Resources 2n d University anklin Chicago Chicago Broadway Minneapolis Pedestrian Page Master Plan132 - Freight Rail Corridor Projects Freight Crossings - Complete Sidewalks Surrounding PROJECT Partner Tracks with railroad ROW owners to improve #32 pconcrete e d e s tsurface r i a n c r o s s i n g s o f f r e i g h t r a i l r o a d tracks Asphalt Surface No Surface Freight Crossings - Incomplete Sidewalks Surrounding Tracks Points Concrete at which Surface the freight railroad crosses public streets create challenging pedestrian environments, particularly where Asphalt utility infrastructure Surface obstacles and uneven pavement limit the pedestrian right-of-way. This project includes collaborating with the railroad owners to design and improve railroad crossings to enhance pedestrian mobility across the No tracks. Surface Light Coordinated Rail Crossings Projects: Concrete Reconstruct Surface 38th Street as a Complete Street and neighborhood gateway - Project #39 Trolley Crossing Finish building the bikeway expansions identified in the Minneapolis Bikeways Master Plan - Project #1 Asphalt Conduct Surface a detailed conditions analysis of pedestrian environment - Project #3 Base Map Implement the Minneapolis Pedestrian Master Plan objectives and strategies - Project #4 Develop a parks, plazas and open spaces plan for the corridor - Project #17 Park/Golf Plan and build a diagonal greenway connecting the Midtown Greenway to Minnehaha Park/Grand Cemetery Rounds - Prroject #31 Timing: Water Short term Mobility Recent improvements to 38th Street crossing enhance pedestrian, bike and wheelchair mobility, however, a stronger connection to the adjacent sidewalks should be integrated as a part of future reconstruction. derhorn Lake Lowry Bloomington M i n n e h a Central h a Ced ar C r e e k 4th y of Minneapolis Pedestrian Master Plan Stin son iversity Minnehaha Como Johnson Concrete Surface Lake Nokomi s Bloomington Ced ar Henn epin Riverside Lake Hiawath a Como Lake 38th This map shows the condition of sidewalks at at-grade RR crossings. (Source: Minneapolis Pedestrian Master Plan) 28th Stin son University Minnehaha 34th M 50th i n n e h a 46th h a C r e e M i Freight Tracks Costs: $$ Sidewalk Gaps Environment & Natural Resources Economic Development Coordination/Roles of Organizations: Social, Cultural and Heritage Existing Pedestrian Network City of Minneapolis Public Works Lead Agency Hennepin County Housing Community Works & Transit support, planning, coordination and funding Neighborhood Organizations support, community outreach and coordination Rail ROW Owners collaboration, planning and design Note: Concrete crossing surfaces on freight crossings may include some asphalt between the tracks and the sidewalk. Potential Funding Sources: Source: Minneapolis Pedestrian Master Plan City of Minneapolis (CIP) Hennepin County (CIP) Key Metric(s) (Top 5): A10, A46 Note: ndition Concrete of crossing Sidewalks surfaces Crossing At-Grade Railroad Tracks Lake 38th Freight Crossings - Complete Sidewalks Surrounding Tracks No Surface Freight Crossings - Incomplete Sidewalks Surrounding Tracks Concrete Surface M i i s s i p p ir i v Source: Concrete Surface Asphalt Surface Asphalt Surface No Surface Light Rail Crossings Trolley Crossing Base Map Asphalt Surface Park/Golf Cemetery Water Freight Tracks Sidewalk Gaps Existing Pedestrian Network on freight crossings may include some asphalt between the tracks and the sidewalk. Railroad signage and warning lights located in center of sidewalk present obstacles to pedestrian mobility. Page A-29 Uneven pavement at 45th Street demonstrates the poor conditions of sidewalk crossings of railroad lines.

12 A A Plan - Alignment of sidewalks through rail line crossings, location of crossing arms/signals A A 10 ft drive lane 6 ft bike lane 6 ft blvd & amenity zone 8 ft sidewalk Section - South half of 38th Street - Lighting, safety, security, pedestrian zone, street lighting and street trees. END OF PROJECT Freight Rail Corridor Projects - Page 133

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