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East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 2.0 Existing Conditions ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 2.1 Demographics The East River Road corridor runs parallel to the Mississippi River within the study area, providing a direct connection between Coon Rapids to the north and Fridley to the south. With a combined population of nearly 90,000 based on the Metropolitan Council’s most recent estimates, these two communities house approximately 27% of the total population of Anoka County. As a north-south running corridor providing access to and from downtown Minneapolis, East River Road also serves numerous additional communities in the northern metropolitan region, including Brooklyn Park, Blaine, Andover, Ramsey, Brooklyn Center, Columbia Heights, Anoka, Mounds View, Spring Lake Park, and Hilltop. Including the primary communities of Coon Rapids and Fridley, these 12 communities have a total population of just over 360,000. Over the next 20 years, much of the growth in the surrounding area is likely to occur to the north and west of the corridor, with Blaine and Ramsey each receiving an influx of approximately 20,000 residents. While Coon Rapids and Fridley are projected to grow by about three to four percent by 2030, the surrounding communities will expand by over 20 percent, adding nearly 75,000 new residents. Exhibit 2-1 shows past, present and projected population for the broader study area. Exhibit 2-2 provides detailed population projections for the 12 neighboring communities. Exhibit 2-3 depicts current population estimates in the area surrounding the corridor by traffic analysis zone (TAZ), represented by varying shades of yellow and orange, as well as by community, represented by circle size. Exhibit 2-1. Past, Present and Projected Population Exhibit 2-2. Projected Growth in Nearby Communities City 2009 Population 2030 Population Total Growth Annualized Growth Brooklyn Park 75,306 85,000 13% 0.6% Blaine 58,020 78,000 34% 1.4% Coon Rapids 63,162 65,000 3% 0.1% Andover 31,298 44,600 43% 1.7% Ramsey 23,272 44,000 89% 3.1% Brooklyn Center 29,810 29,500 - - Fridley 26,347 27,500 4% 0.2% Columbia Heights 18,361 21,700 18% 0.8% Anoka 17,966 20,800 16% 0.7% Mounds View 12,733 13,400 5% 0.2% Spring Lake Park 6,652 6,800 2% 0.1% Hilltop 792 770 - - 2nd Street TH 47 8,300 8,700 9,200 TH 47 Monroe Street 10,900 11,500 12,500 Monroe Street TH 65 6,900 8,000 8,700 0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000 90,000 100,000 1970 1980 1990 2000 2010 2020 2030 Population Year Brooklyn Park Blaine Coon Rapids Andover Ramsey Brooklyn Center Fridley Columbia Heights Anoka Mounds View Spring Lake Park Hilltop ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-3. 2010 Population by Traffic Analysis Zone (TAZ) ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Because East River Road serves as a north-south connection between the northern suburbs and the central business districts of the Twin Cities, the commuting patterns of these additional 75,000 residents will be of critical importance in forecasting additional traffic demand on the facility by 2030. The most recent travel demand statistics were collected during the 2000 Census and help provide an indication of both modal shares as well as average travel times to work. In Anoka County, the average travel time to work is about 27 minutes, with approximately 82 percent of these trips by single occupant vehicle (SOV). Of the remaining 18 percent, 10 percent carpool or ride a and around eight percent bike, walk, ride transit, or work from home. In the 12 communities within and immediately surrounding the study area, the modal split is much the same, with a higher proportion of transit trips to work (3.7 percent vs. 2.7 percent). Exhibit 2-4 provides a breakdown of both modal share and travel times to work by Anoka County and the other communities of interest, and Exhibit 2-5 depicts modal share by total workers in each community for the area surrounding the corridor Exhibit 2-4. Detailed Mode Split Data by Community City Totla Workers Avg. Travel Time to Work (min.) SOV HOV/ Transit Walk/Bike Other/ Work at Home Brooklyn Park 37,393 23.9 80% 11% 4.5% 1.0% 3.5% Blaine 25,636 26.5 81% 12% 2.5% 1.1% 3.3% Coon Rapids 34,144 26.1 83% 10% 3.5% 0.8% 3.1% Andover 14,314 30.4 85% 8% 2.2% 0.7% 3.7% Ramsey 10,539 30.1 83% 10% 1.6% 0.4% 5.2% Brooklyn Center 14,686 22.7 77% 12% 5.2% 2.3% 3.9% Fridley 15,221 22.0 83% 9% 3.8% 1.6% 2.7% Columbia Heights 9,416 20.8 77% 11% 6.5% 3.0% 2.3% Anoka 9,295 25.4 79% 12% 3.2% 3.2% 2.9% Mounds View 7,163 22.5 83% 11% 3.1% 1.9% 1.7% Spring Lake Park 3,773 24.3 77% 12% 3.8% 2.4% 4.4% Hilltop 382 30.6 60% 11% 15.2% 7.1% 6.8% Average 25.2 81% 11% 3.7% 1.4% 3.3% Anoka County 27.3 82% 10% 2.7% 1.2% 3.6% ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-5: Commute Modes by Community ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 2.2 Land Use To document and understand existing and future land uses along the corridor and within the wider study area, an analysis was conducted at two scales. Section 2.2.1 provides an analysis of land uses by parcel immediately adjacent to East River Road. Section 2.2.2 builds upon this analysis with an assessment of zoning and future land use projections for the broader study area, defined as the region bounded by TH 610, I-694, University Avenue (TH 47), and the Mississippi River. The data presented in the following section were obtained from the cities of Coon Rapids and Fridley. 2.2.1 Land Use along Corridor The parcels selected for the parcel analysis were those which are immediately adjacent to East River Road or county-owned right-of-way, where applicable. Exhibit 2-6, which provides a breakdown of land uses along the corridor by parcel as well as by total corridor adjacent parcel acreage. Exhibit 2-7 highlights the parcels identified, with various colors used to depict residential, commercial, industrial, and public or semi-public land. The top and bottom sections of the exhibit focus on the north and south segments of the corridor, respectively. The abundance of yellow highlights the predominance of residential land uses along the corridor, both in terms of total parcels (479 out of 541) and overall acreage (57 percent of the corridor adjacent parcel area). Refined further, 80 percent of the corridor adjacent parcels (41 percent by area) are single family residential and exhibit a net density of approximately 3.4 dwelling units per acre. About 15 percent of the selected area is occupied by multi-family residential units. Various public and semi-public parcels account for 18 percent of the adjacent parcel acreage along the corridor, including land owned by the Girl Scouts Council of Greater Minneapolis, Stevenson Elementary School, Anoka County, the City of Fridley, and the City of Coon Rapids. Roadway right-of-way was excluded from this analysis. Industrial lnd uses account for approximately 17 percent of the corridor adjacent parcel acreage, although the majority of this land is vacant, abandoned, or serving as a utility easement. Other than utility uses, Tri-Star Insulation and U.S. Corrugated are the only two active industrial properties fronting East River Road, both located in the southern corner of the study area. Commercial land uses are limited, accounting for nine percent of the corridor adjacent parcel acreage. Services include a laundromat, a nursing home, a tattoo parlor, a fast food restaurant, a gift store, a day care center, a small shopping center, a small number of office buildings, and various fuel and auto service facilities. Exhibit 2-6. Breakdown of Land Uses Along the Corridor Land Use Type Number of Parcels Percentage by Area Residential 479 57% Single Family 438 41.3% Apartments 17 13.7% Duplex 24 1.7% Public, Semi-Public 30 18% Charitable Institution 3 6.3% County Property 17 4.6% School 3 4.6% Municipal Property 7 2.1% Industrial 9 17% Vacant/Utility Easement 5 12.4% Light Manufacturing 1 3.4% Warehouse 1 0.9% Office 1 0.3% Utility 1 0.1% Commercial 23 9% Office 6 4.0% Auto Services 6 1.4% Service 2 0.7% Retail 3 0.7% Vacant 3 0.6% Nursing Home 1 0.5% Warehouse 1 0.4% Restaurant 1 0.3% Total Parcels = 541 Total Acreage = 315.14 Georgetown Apartments – south end of corridor. ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-7. Existing Land Use ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 2.2.2 Land Use within Study Area The broader study area extends east of East River Road to University Avenue, and west of the corridor to the Mississippi River. The BNSF railroad separates the east and west portions of the study area, with at-grade crossings at 85th Avenue NW (CR 132), 77th Avenue NE, and Osborne Road NE (CSAH and an underpass at Mississippi Street (CSAH Zoning in the cities of Fridley and Coon Rapids is illustrated in Exhibit 2-8 (opposite page). Although zoning codes in the two municipalities do not match exactly, shades of yellow, red, gray, green, and purple are used to depict various forms of residential, commercial, industrial, public, and special zoning districts, respectively. Residential zoning dominates west of the BNSF rail line, with the only industrial and commercial districts located adjacent to East River Road. Overall, residential zoning accounts for 44 percent of the total land in Coon Rapids and Fridley, consisting primarily of low-density residential. Immediately to the east of the rail line, zoning is primarily industrial. Within the City of Coon Rapids, all parcels adjacent to the rail line on the east are zoned for industrial uses. As a result, 41 percent of the land within Coon Rapids in the study area is currently zoned industrial. Within Fridley, the figure is only 23 percent. The total industrial zoned area is 715 acres, or 29 percent of the acreage within the study area. Public and semi-public land uses are much more predominant in Fridley than in Coon Rapids; key facilities include Springbrook Nature Center, Menomin Park, Locke Lake Park, and Community Park. Overall, these public and semi-public zoned areas account for about 300 acres, or nearly 13 percent of the total study area. Other than the isolated shops and restaurants located along the corridor, the majority of parcels zoned for commercial uses are concentrated around I-694 and University Avenue. Within both municipalities, commercial zoning accounts for about 250 acres, or just over 10 percent of the study area. In addition to the zoning districts described above, Coon Rapids has a special zoning district to ensure that development in a portion of the city proceeds in a way to satisfy the objectives of the municipality. The area referred to as Port Evergreen (Preservation or Renovation Tracts) in the northeast corner of the study area is planned to shift gradually Exhibit 2-9. Summary of Zoning in the Study Area Fridley Acreage Percentage by Area Residential 700 46% R-1 577.56 37.6% R-2 6.45 0.4% R-3 109.75 7.1% PUD 6.30 0.4% Industrial 354 23% M-1 73.36 4.8% M-2 206.61 13.4% M-3 72.12 4.7% M-4 1.47 0.1% Public, Semi-Public 295 19% Commercial 188 12% Total 1537.04 Coon Rapids Acreage Percentage by Area Residential 372 42% LDR-1 198.03 22.3% LDR-2 114.62 12.9% MDR 58.92 6.6% Industrial 362 41% Preservation or Renovation 79 9% Commercial 67 8% NC 2.53 0.3% CC 52.49 5.9% O 12.19 1.4% Public, Semi-Public 9 1% Total 888.59 from the current mixture of residential and commercial uses to primarily commercial with office uses. Exhibit 2-9 summarizes zoning in the study area by type within each city. 2.3 Roadway The 5.1-mile East River Road Corridor is a four-lane A Minor arterial with a raised median with turn lane openings, 12-foot travel lanes, curb and gutter stormwater system, and varying shoulder widths. For roadway and traffic analysis purposes, the corridor was divided into four segments based on intersections with the primary east-west roadway connections. The segments, approximately 1 – 1.5 miles in length each, are also characterized by similar speed and geometric attributes. Segment one extends 1.3 miles from I-694 to Mississippi Street. It is a four-lane divided section with no frontage roads and a posted speed limit of 40 mph. Right-of-way varies in width from 80 feet at the narrowest up to 200 feet at the entrance to the Georgetown Apartments. Including the I-694 Westbound intersections, there are a total of eight median openings. Locations of turn lanes are summarized in Exhibit 2-10. Shoulder widths are typically 10 feet, with 14-foot right turn lanes at select intersections. Segment two is a 1.3-mile segment from Mississippi Street to Osborne Road. It is a four-lane divided section with no frontage roads and a posted speed limit of 40 mph. Right-of-way varies in width from 80 feet at the narrowest up to 175 feet. Including Mississippi Street, there are a total of seven median openings. Turn lane locations are summarized in Exhibit 2-11. Shoulder widths are typically eight feet, with 14-foot right turn lanes at select intersections. Segment three is a 1.6-mile segment from Osborne Road to 85th Avenue NW. It is a four-lane divided section with two separate frontage road segments and a posted speed limit of 45 mph. Right-of-way is generally wider than in the other segments, ranging from 110 feet up to 185 feet in areas with a frontage road. There is a two-way frontage road on the northbound side of East River Road from 79th Way NE to Liberty Street NE, separated from East River Road by a 29-foot raised grassy median. A 16-foot frontage road is utilized from Larch Street NW to 84th Lane NW in the northbound direction, separated from East River Road by a four-foot raised median. Including Osborne Road, there are a total of 14 median openings, with turn lanes at the locations summarized in Exhibit 2-12. Shoulder widths are typically seven feet, with 14-foot right turn lanes at select intersections. Exhibit 2-10. Segment One Turn Lanes Segment One Northbound Southbound LT Lane RT Lane LT Lane RT Lane Interstate 694 Westbound Georgetown Apartments Charles Street NE 61st Way NE River Edge Way NE 62nd Way NE 62nd ½ Way NE 63rd Way NE Exhibit 2-11. Segment Two Turn Lanes Segment Two Northbound Southbound LT Lane RT Lane LT Lane RT Lane Mississippi Way NE (CSAH 6) Rice Creek Way Hartman Circle NE Lock Lake Road NE 69th Way NE 71st Way NE / Hickory Drive NE Logan Parkway NE Glen Creek Road NE ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-8. Study Area Zoning ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Segment four extends 0.9 miles from 85th Avenue NW on the south to the TH 610 eastbound off-ramp on the north. It is a four-lane divided section with a posted speed limit of 45 mph. Right-of-way width is relatively consistent throughout, typically around 120 feet. Including 85th Avenue NW, there are five median openings, with turn lanes shown in Exhibit 2-13. Shoulder widths are typically seven feet, with 14-foot right turn lanes at select intersections. Overall, geometry along the entire corridor is relatively consistent; with shoulder widths varying from a seven foot minimum up to 14 feet where there are bus stops or right turn lanes. The raised median is typically 16 feet wide, dropping to four feet when a left turn lane is present. Right-of-way varies from a minimum of 80 feet up to a maximum of 200 feet. Typical cross sections are shown in the following exhibits, with Exhibit 2-14 depicting a typical cross section with eight foot shoulders, and Exhibit 2-15 depicting a cross section where a frontage road is present. 2.4 Traffic The City of Fridley, City of Coon Rapids, Anoka County, and MnDOT maintain a regular traffic counting program for major roadways within their jurisdictions. Average annual daily traffic (AADT) volumes for each of the four corridor segments, based on data from these agencies, are shown in Exhibit 2-16. Turning movement counts were conducted for the AM peak period (6:30AM to 8:30AM) and the PM peak period (4:00PM to 6:00PM) at the 10 signalized intersections along the corridor: ■ ■ East River Road and I-694 north (WB) ramps ■ ■ East River Road and 58th Avenue NE ■ ■ East River Road and 61st Way NE ■ ■ East River Road and Mississippi Way NE (CSAH 6) ■ ■ East River Road and 71st Way NE ■ ■ East River Road and Osborne Road NE (CSAH 8) ■ ■ East River Road and 77th Avenue NE ■ ■ East River Road and 79th Way NE Exhibit 2-12. Segment Three Turn Lanes Segment Three Northbound Southbound LT Lane RT Lane LT Lane RT Lane Osborne Road NE (CSAH 8) Rickard Road NE Craig Way NE 77th Avenue NE Stonybrook Way NE Craigbrook Way NE Pearson Way NE 79th Way NE Longfellow Street NE Liberty Street NE Ely Street NE Fairmont Street Fairmont Circle NE Glencoe Street NE Hugo Street NE Ironton Street NE Janesville Street NE Kimball Street NE / Larch Street NW Lafayette Street NE Mississippi Boulevard NW 84th Lane NW Exhibit 2-13. Segment Four Turn Lanes Segment Four Northbound Southbound LT Lane RT Lane LT Lane RT Lane 85th Avenue NW (CR 132) 85th Lane NW 86th Avenue NW 86th Lane NW 87th Lane NW 89th Avenue NW 90th Avenue NW 16' 14' 12' THRU THRU 8' SHDR RAISED MEDIAN 14' 12' THRU THRU 8' SHDR Exhibit 2-14. Typical Cross Section With Eight-Foot Shoulders 16' 14' 12' THRU THRU 7' SHDR RAISED MEDIAN 14' 12' THRU THRU 7' SHDR 15' THRU 15' THRU 29' BLVD Exhibit 2-15. Typical Cross Section With Frontage Road ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 ■ ■ East River Road and 85th Avenue NW (CR 132) ■ ■ East River Road and 89th Avenue NW Turn movements at these intersections are illustrated in Exhibits 2-17 and 2-18. As demonstrated in the figures, traffic along East River Road is heavily directional, with most of the vehicles traveling south on East River Road in the AM peak and north in the PM peak. Lane groups shown in the figure, along with observations of peak hour operations, were collected during field visits in September and October 2010. Traffic signal timings were obtained from Anoka County and MnDOT for the signalized intersections in the corridor. During the PM peak period, the traffic signal at East River Road and the I-694 westbound ramps operates in coordination with the signal at the I-694 eastbound ramps immediately to the south, which is not within the study area. None of the other signals are coordinated in either the AM or the PM peak periods, meaning there is no relationship between the signal timings of adjacent traffic signals. The signal phasing reverts back to the through movements along East River Road when no traffic is detected on the intersecting cross street. The existing volumes, roadway and intersection geometry and characteristics, and traffic signal timings were used to create a model of the corridor. Five one-hour simulations were run for both the AM and PM peak hours and the results of the five runs were averaged to determine the levels of service (LOS) for the facility, segments, and intersections. LOS is a qualitative indication of traffic operations defined in the Highway Capacity Manual in terms of letter grades A through F. LOS A indicates free flow conditions while LOS F represents breakdown conditions with extreme delay, where the traffic volume exceeds the capacity of the roadway or intersection. LOS D or better is generally considered acceptable for peak hours in urban areas. Levels of service for the roadway segments are based on average travel speed with respect to free flow speed the speed limit). During the AM peak hour, the corridor overall operates at LOS B both northbound and southbound. Exhibit 2-19 shows the level of service by segment and direction for the AM peak hour. Considering the segments individually, each operate at LOS C or better except two segments in the southbound direction. East River Road southbound between 77th Avenue NE and Osborne Road operates at LOS D, as does the southbound segment between 58th Avenue NE and the I-694 westbound ramps. Average travel speeds are lower in these segments due to the heavier left turn and cross street volumes at the intersections, causing longer delays on East River Road. Also, because the signals along the corridor are not coordinated, queues can build quickly at intersections as traffic moves southbound through the corridor. In the PM peak hour, East River Road overall operates at LOS B northbound and LOS A southbound. Exhibit 2-20 shows the level of service by individual segment and direction for the PM peak hour. All segments operate at LOS C or better except the northbound segment between the I-694 north ramps and 58th Avenue NE, which operates at LOS D. Northbound demand is highest in this segment, and the freeway exit ramp merge and short distance between traffic signals keep speeds lower in this segment. Levels of service for the intersections are based on average control delay (seconds of delay per vehicle). Exhibits 2-21 and 2-22 show the levels of service for intersections during the AM and PM peak hours, respectively. All of the intersections studied operate acceptably during both the AM and PM peak hours, with overall LOS D or better, but some individual movements operate at LOS E or F. Almost all the movements with high delay were left-turn movements and many were not related to operational issues, but were due to relatively low volumes and long cycle Since most of the movements are actuated (i.e. not serviced unless a vehicle is detected), a low-volume movement will typically have only one or two vehicles arriving at the intersection during a given signal cycle. These vehicles will therefore almost always arrive at the intersection during the red signal phase because their signal phase has not already been called by another vehicle), thus encounter some delay. A long cycle length contributes to this delay, as vehicles may have to wait longer for Exhibit 2-16. Average Annual Daily Traffic (AADT) Volumes ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-17. AM Intersection Turning Movements Exhibit 2-18. PM Intersection Turning Movements ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-19. AM Level of Service by Segment Exhibit 2-20. PM Level of Service by Segment ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-21. AM Intersection Level of Service Exhibit 2-22. PM Intersection Level of Service ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 the signal to cycle around to the appropriate phase. There were, however, several movements that have over 100 vehicles per hour in the peak and operate at LOS E or F. However, the LOS E/F movements do not represent significant operational issues in the corridor based on the queuing results: ■ ■ East River Road/I-694 westbound ramps: southbound left turn in AM and PM peak hours. In the AM peak hour, this movement has nearly as high demand as the southbound through movement. Queues spill back out of the dual left turn lanes, sometimes as far as the upstream intersection (East River Road/58th Avenue NE). ■ ■ East River Road/Mississippi Street: southbound and westbound left turns in AM and PM peak hours. Southbound queues fit within the turn lane. Westbound, the left through lane becomes the left turn lane so there are no queue length issues. ■ ■ East River Road/Osborne Road: southbound left turn in AM peak hour. This queue periodically extends beyond the length of the turn lane but can be accommodated within the taper so it does not affect the adjacent through lane. In the AM peak hour, the westbound left turn queue extends beyond the turn lane and taper into the left through lane. Right turning and through-moving vehicles are able to pass in the right lane and there are almost no vehicles making the through movement. Thus, the left turn queue has no effect on westbound operations. ■ ■ East River Road/85th Avenue NW: southbound left turn in PM peak hour. Queue does not extend beyond the turn lane. Lane blocking (through lane queues extending past the entrance to turn lanes) occurred at nearly all intersections during the peak hours. The uncoordinated signal operations along East River Road allows for a platoon of vehicles from one intersection to proceed and add onto the platoon of vehicles already queued at a intersection. There is a fire station located near the East River Road/77th Avenue NE intersection. When the emergency vehicle preemption (EVP) detector at 77th Avenue NE is triggered, it can take several cycles for the intersection to return to normal operations. This occurs even when the trucks at the fire station exit the driveway onto 77th Avenue NE and head eastbound, never traveling through the intersection. The four hours of turning movement count data were also used to check whether the existing signals are justified at the 10 studied intersections, according to Warrants 1, 2, and 3 in the Minnesota Manual on Uniform Traffic Control Devices (MnMUTCD). Warrants 1, 2, and 3 are based on minimum volumes for eight hours of the day, four hours of the day, and the peak hour, respectively. Although 8-hour data needed to assess Warrant 1 was not collected as part of this study, the following seven intersections do meet the requirements of Warrants 2 and/or 3, indicating that signals would be warranted at these locations: ■ ■ East River Road and I-694 north (WB) ramps ■ ■ East River Road and Mississippi Street ■ ■ East River Road and Osborne Road NE ■ ■ East River Road and 77th Avenue NE ■ ■ East River Road and 79th Way NE ■ ■ East River Road and 85th Avenue NW ■ ■ East River Road and 89th Avenue NW The intersection of East River Road/58th Avenue NE does not meet the requirements of any of the warrants but does meet 60% of the volume requirements of Warrant 1 for the four hours analyzed. The MnMUTCD states that signals that do not meet warrants, but have volumes above the 60 percent threshold, may be candidates for removal, dependent on further engineering study. Signals that fall below the 60 threshold should be removed, based on the MnMUTCD guidance. The City of Fridley comprehensive plan identifies the opportunity for an east-west connection between this intersection and 57th Avenue NE, in conjunction with the redevelopment of the southeast quadrant of the intersection. If this connection is not made, however, the intersection should be studied further for possible signal removal. The intersections of East River Road/61st Way NE and East River Road/71st Way NE do not meet the requirements of any of the signal warrants based on vehicular volume and do not meet 60 percent of the volume requirements of Warrant 1. Therefore, the signals at these intersections are candidates for removal. 2.5 Access East River Road is classified as an A Minor Arterial for its entire length from Interstate 694 to TH 610. The Anoka County Highway Department Access Spacing Guidelines for an A Minor Arterial in an urbanizing area state that spacing between primary full movement intersections and signalized intersections should be at least ¼-mile. Conditional secondary intersections should be spaced at a minimum of 1/8-mile and private access (driveways) should only be allowed by exception or deviation. For frontage roads, MnDOT’s Traffic Engineering Handbook states that a 250-foot separation between the mainline and the entrance to the frontage road from the cross street is desirable in order to reduce interference between the two intersections. Currently, access control is provided in some locations through the use of a raised center median, ranging in width from four feet, when a left turn lane is present, up to 16 feet, the typical width in the absence of turn lanes. Two separate frontage roads, adjacent to the east side of the road, provide local access to locations between 79th Way NE and Liberty Street NE and between Larch Street NW and 84th Lane NW. There are 60 public street intersections, 2 alley connections, and 140 driveway access points along the corridor. There are three different types of access among the public intersections: full access, T-intersection, and right-in/right-out. The different levels of access also have implications for safety and the potential for conflicts. Full access intersections are the least restrictive, but have 32 conflict points. T-intersections, like full access intersections, require a break in the median, and have nine conflict points. Right-in/right-out intersections are the most restrictive, relying on the median to prevent left turns, resulting in only four conflict points (two conflict points for each side of the median). When pedestrian and bicycle crossings are present on every approach, conflict points increase correspondingly, typically doubling in number. Conflict diagrams showing the different conflict points for each intersection type are shown in Exhibit 2-23. Exhibit 2-23. Intersection Conflict Diagrams ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Of the 60 public street intersections, 13 are full access, 21 are T-intersections, and 26 are right-in/right-out. No breaks in the median are provided for any driveways along the corridor, making them all right-in/right-out with two conflict points. Exhibit 2-24 provides a summary of these access points by segment. Exhibit 2-24. Access Points by Segment Segment Public Intersections Driveways Total Full Access T-Intersection Right-In/ Right-Out Right-In/Right-Out One 2 6 10 16 34 Two 2 5 3 54 64 Three 6 8 9 44 67 Four 3 2 4 28 37 Total 13 21 26 142 202 Exhibit 2-25 summarizes the spacing of all full access or signalized intersections by segment. Over the length of the corridor, there are seven sections in which signalized or full access intersections are less than 0.25 miles apart. Spacing between these types of intersections is shortest in Segments 3 and 4, in the north portion of the corridor. Exhibit 2-25. Intersection Spacing by Segment Segment Full Access Intersections (Inclusive) Spacing Spacing < 1/4 Mile Unsignalized Full Access Signalized One 1.3 0 4 0.3 Interstate 694 to Georgetown Apartments Two 1.3 0 3 0.4 None Three 1.6 4 4 0.2 77TH Avenue NE to Craigbrook Way NE Craigbrook Way NE to 79th Way NE Ironton Street NE to Kimball Street NE 84th Lane NW to 85th Avenue NW (CR 132) Four 0.9 2 3 0.2 85th Avenue NW (CR 132) to 86th Avenue NW 89th Avenue NW to 90th Avenue NW 2.6 Safety The latest-available five years of crash data (2004-2008) along the East River Road corridor were provided by Anoka County, following validation of the crash location coding. The crash data showed that there were 154 crashes reported in the East River Road corridor. Crashes were analyzed based on type, age of driver, injury, lighting, location, road surface condition, time, weather, and year. Nearly all the crashes occurred during daylight under dry and clear/cloudy conditions. In terms of crash type, most crashes along the corridor were rear end or right angle, which is typical for a high volume signalized corridor. Between Osborne Road and Mississippi Street, there were also seven run-off-road crashes and five were related to speeding. Overall, the observed crashes are well below the state average for similar roadway segments and intersections. East River Road had a facility crash rate of 0.95 crashes per million vehicle miles (MVM) compared to a MnDOT Metro District average of 4.4 crashes per million vehicle miles for similar facility types (Urban 4-Lane Divided Conventional Roadway). All of the intersections except one also had crash rates less than the MnDOT Metro District average, which is calculated for similar intersections and based on the number of crashes per million entering vehicles (MEV). Exhibits 2-26 and 2-27 summarize the crashes for each roadway segment and at intersections with an average of one or more crashes per year during the five-year period. Exhibit 2-26. Crashes by Segment Segment Number of Crashes Average Annual Daily Traffic Volume Segment Length (mi) Crash Rate (per MVM) Average Crash Rate Critical Crash Rate One 59 17,800 1.54 1.18 4.40 6.44 Two 23 16,500 1.28 0.60 4.40 6.52 Three 28 15,100 1.62 0.63 4.40 6.61 Four 44 16,100 1.10 1.63 4.40 6.54 Exhibit 2-27. Crashes by Intersection Intersection Number of Crashes Average Annual Entering Volume Crash Rate (per MEV) Crash Rate (per MVM) Average Crash Rate Critical Crash Rate 61st Way NE 10 18,800 0.29 0.70 0.95 6.44 Mississippi Street 13 22,850 0.31 0.70 0.93 6.52 Osborne Road 8 22,450 0.20 0.70 0.93 6.61 85th Avenue NW 17 24,000 0.39 0.80 0.92 6.54 89th Avenue NW 5 17,100 0.16 0.80 0.96 6.61 TH 610 EB 9 16,950 0.29 0.20 0.35 6.54 ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 The Critical Crash Rate defines the threshold at which an intersection crash rate exceeds the average crash rate at a statistically significant level, taking into account exposure (traffic volumes on the roadway or intersection). Of all the segments and intersections reported in the tables, only one (TH 610 EB intersection) approaches the critical crash rate. This intersection should be monitored in the event that it continues to approach, or exceeds, the critical rate. One fatal crash was recorded in the East River Road corridor for the five-year period. The crash involved a northbound pick-up truck that left the roadway north of 89th Avenue NW and struck a tree on private property, killing the driver. The crash occurred mid-day on a Saturday, and neither weather nor road conditions were listed as contributing factors. Only three other Type A (incapacity injury) crashes occurred in the corridor – a northbound rear end crash at 69th Way NE, a westbound rear end crash at 85th Avenue NW, and a north/south head on collision at 87th Lane NW. Speeding was cited as a contributing factor in all three crashes and two of the crashes also involved drivers under the influence of drugs or alcohol. There were five bicycle/pedestrian crashes recorded in the corridor during the five-year period. All four pedestrian crashes occurred at signalized intersections. Two were caused by turning vehicles failing to yield to a pedestrian in the crosswalk (one at Mississippi Street and one at Osborne Road), and two were the result of pedestrians crossing against the signal (one at Mississippi Street and one at 58th Street/Georgetown Apartments). Three of the four pedestrian crashes occurred during the PM peak period (4 to 6 pm). The one bicycle crash occurred at 79th Way NE and was caused by a westbound bicyclist failing to stop at the signal. 2.7 Trails and Sidewalks The trails and sidewalks provided within the East River Road corridor are inconsistent, in terms of continuity, width, condition, and navigational aids. The primary trail facility within the corridor is the Anoka County Mississippi River Regional Trail (MRRT), which is part of the 10-state Mississippi River Trail (MRT). It runs primarily along the river with sections that cross East River Road and run immediately adjacent to the road. While the facility is largely a scenic trail, it also serves as a commuter route, providing ultimate access to downtown Minneapolis with a few on-road sections. Within the study area, the trail is typically eight-feet wide, ranging from a minimum of six feet up to a maximum of 10 feet, with one 12-foot segment observed near the trail split at Interstate 694. In the southern portion of the corridor at Interstate 694, the Mississippi River Regional Trail merges with a facility that crosses the river on the I-694 bridge. From this point, it primarily follows the western side of East River Road to 61st Way NE, branching off for a short segment to provide access to Islands of Peace Park. After crossing East River Road at the 61st Way NE signalized intersection, the trail follows the BNSF tracks to Locke Lake, where it intersects with the Rice Creek Trail. En route back to East River Road, the trail becomes a bicycle route on local streets. At the intersection of Rice Creek Way and East River Road, the trail turns north, transitioning to a multi-use path on the east side of East River Road. The path is continuous to Osborne Road, where it splits into two sections. The local multi-use path continues north to 79th Way NE, at which point it begins to run within a mixture of frontage roads and multi-use pathways before terminating at 84th Lane NW. The Mississippi River Regional Trail diverts from East River Road at Osborne Road, where it runs along local streets before transitioning back to a trail facility near the Mississippi River at Riverview Heights Park. From Riverview Heights Park to TH 610, the facility is primarily a bicycle trail, with some sections running along local streets. In traveling the length of the Mississippi River Regional Trail within the corridor, from Interstate 694 to TH 610, a bicyclist would travel approximately six miles on a mixture of trails, multi-use pathways, and local streets. This route includes three at-grade signalized intersections at 61st Way NE, 71st Way NE, and Osborne Road. An overview of the trail facilities is provided in Exhibit 2-28. Sidewalk coverage is intermittent, and only one segment in the northern portion of the corridor has sidewalks on both sides of East River Road. In the southern portion of the corridor, sidewalk coverage is limited to the east side of East River Road between 64 ½ Way NE and Mississippi Street. No sidewalk or paths are present between Mississippi Street and Rice Creek Way, where the Mississippi River Regional Trail rejoins East River Road on the east side. The Mississippi River Regional Trail is currently not connected to Rice Creek West Regional Trail, due to a train derailment causing bridge damage in 2011. The bridge is expected to be repaired in spring/early summer of 2012. North of Osborne Road, there is continuous sidewalk coverage on the west side of the road through TH 610. North of the termination of the multi-use path at 84th Lane NW, sidewalk coverage on the east side of the road is provided to 89th Avenue NW. Overall, the 5.1-mile segment of East River Road includes approximately 0.9 miles of no adjacent pedestrian or bicycle facilities, 2.5 miles of coverage with some type of facility on one side of the road, and 1.7 miles of coverage on both sides. Exhibit 2-29 provides an overview of sidewalk and trail coverage along East River Road. In addition to the discontinuities listed above, the following identifies observations and specific deficiencies of the existing trail and pathway system within the East River Road corridor: ■ ■ Sidewalks are typically about five feet. ■ ■ The trails are typically eight feet wide, with some sections as narrow as six feet. ■ ■ Many sign posts, light poles, power poles, and other vertical elements are within the trail, creating hazards for users. Several pedestrian islands include power, signal, or light poles, making them particularly difficult to navigate with a bicycle, wheelchair, stroller, skateboard, or rollerblades. ■ ■ There are very few tactile warning strips installed at pedestrian ramps where sidewalks and trails meet roadway curbs. ■ ■ Although there is an abundance of signage on some sections of the facility, the Mississippi River Regional Trail lacks navigational signage in several critical areas, notably at the intersection with the Rice Creek Trail as well as at the Osborne Road intersection and through Riverview Heights Park. ■ ■ Pedestrian signals are present at each of the signalized intersections with sidewalk facilities, although very few include countdown timers. The absence of continuous sidewalk coverage on both sides of East River Road limits the overall walkability and bikeability of the corridor, in contrast with objectives of the Statewide Health Improvement Program (SHIP) Community Intervention to implement policies and practices that create active communities by increasing opportunities for non-motorized transportation (walking and biking) and access to community recreation facilities. The Anoka County SHIP is a part of Minnesota’s SHIP, an integral part of Minnesota’s nation-leading 2008 health reform law, which strives to help residents lead longer, healthier lives by preventing the chronic disease risk factors of tobacco use and exposure, poor nutrition and physical inactivity, and discontinuities in the sidewalk and pathway networks limit the ability to lead active lifestyles. ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-28. Overview of Trail Facilities Exhibit 2-29. Trail and Sidewalk Coverage along East River Road ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 2.8 Visual Quality Visual Quality is defined as the measure of how pleasing a visual perception is to someone. Within and adjacent to East River Road, many elements contribute to this corridor’s Visual Quality. The following identifies key elements and a commentary as to their type, condition, arrangement and other features: ■ ■ Pavements: A majority of the roadway pavements are asphalt, and sidewalks, curbs, driveway aprons, medians, and bus pads are concrete. The medians vary in size and type of material. Most are concrete, but concrete pavers exist south near the I-694 interchange. The roadway pavements are in good to fair condition. Sidewalks and median concrete is in fair condition, with the usual cracks and wear. There is significant weed growth in concrete areas and between pavements. The roadway, shoulders, and medians are wide and expansive, with little visual relief. Pavements dominate the corridor. ■ ■ Signage: Regulatory signage is the dominant signage type within the corridor. Most such signs are in fair condition, but many have rusted, bent and leaning supports and some appear to be missing. Adjacent business and facility signs vary in material, size, condition, and placement. While signs in general are intended to guide and direct, the signage in some areas within the East River Road corridor could be considered distracting and detracting from the overall corridor appearance. ■ ■ Walls, Fences and Railings: Walls and fences are randomly situated throughout the corridor but in some locations run for significant They occur generally at or just behind the right of way and define the edge to East River Road in these locations. There is a great variation in the material, color, height, and condition, including some limestone materials. Walls range from lower, residential scale and material types to taller, cast-in-place concrete. The majority of the fences are within private property. Although some are well maintained, many are leaning, broken, and overgrown with vegetation. Chain link fences also occur, primarily to prevent people from falling off a wall, and to identify the corridor right of way. ■ ■ Lighting: Lighting is limited within the corridor and is primarily concentrated at intersections and at the entrance of I-694. Lighting is particularly limited along segments with residential land uses. It is very dark around the train station. Fixtures are nondescript in appearance and style, mainly cobraheads on davit arms mounted on wooden poles. The primarily light source is high pressure sodium. The MRRT or MRT trail is not lit. ■ ■ Landscape: Vegetation is voluntary and occurs generally outside the right of way. For the majority of the corridor there is no structured plan, design, or placement of street trees or other landscape elements. However, there is a visually distinct green ‘edge’ throughout a majority of the corridor. Overhead canopy trees at this edge help to create the perception of East River Road as a natural and green corridor, especially within the residential districts. The condition and maintenance varies where some boulevards are left overgrown while others are mowed regularly. ■ ■ Furnishings: These include mail boxes, benches, bus shelters, bollards, and newspaper boxes. Furnishings are concentrated primarily at intersections and specifically at bus stops. Newspaper boxes and revenue benches occasionally accompany bus shelters and make up the only seating areas along the corridor. In residential districts, mail boxes are frequent and are placed at each driveway. While there is a general consistency in the type and size of these elements, they are not of high quality and do not enhance the visual quality of the corridor. ■ ■ Utilities: Overhead power lines and transmission lines are present within much of the corridor, generally running along the east side. Along with other major vertical elements, power lines contribute to visual clutter. Because they are adjacent to mature trees, the need for line clearance requires significant pruning and ‘slingshot’ trimming of these trees. Cabinets and cable boxes at intersections often land directly adjacent to bus stops and benches, and are prominently visible. ■ ■ Adjacent Land Use: There are a variety of land uses adjacent to the corridor, including residential, commercial, industrial, institutional, utility substations, transit facilities, parks, and open space. Building setbacks, architectural style, materials, colors, and condition of the properties all contribute to a diverse visual experience for corridor users. Parking lots of the businesses which front on East River Road are obvious expansions of the already extensive roadway pavements within the corridor. ■ ■ General Condition of All Elements: Overall, the conditions of all the elements identified are typical to a roadway corridor of this type and age. Although there are many areas that appear to be shown care, other elements within the corridor may receive little to no maintenance. This may be due to these particular elements’ function and expected life. The best example is excessive weed and grass growth between the joints of pavements, or the poor maintenance of limestone retaining walls south of Mississippi Boulevard. These conditions present conflicting and inconsistent visual quality within the corridor. Pavements Signage Fences Lighting Landscape Furnishings Utilities Land use General condition ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 2.9 Transit Metro Transit operates one scheduled service bus route along the East River Road corridor, Route 852. Route 852 has seven route alternatives, most of which travel on East River Road. Route 852/852A runs between Anoka-Hennepin Technical College and downtown Minneapolis, operating 16 hours a day with approximately one hour headways. Route 852F runs between downtown Minneapolis and the Foley Park and Ride, operating a total of four northbound buses on approximately 30 minute headways during the evening peak period. Route 852X runs two weekday evening southbound buses between Anoka-Hennepin Technical College and the Georgetown Apartments in Fridley, while 852T operates a single weekday evening southbound bus, terminating at the Northtown Transit Center. Route 852S does not serve the East River Road corridor; it operates between Lund Boulevard & Thurston Avenue NW and Anoka Station. On Saturdays, Route 852/852C runs between downtown Anoka and downtown Minneapolis, operating for 12 hours on approximately 90 minute headways. Route 852X serves as the final Saturday southbound bus, which terminates at the Georgetown Apartments in Fridley. There are approximately 145 boardings and 125 alightings for Route 852 each weekday along the East River Road corridor. On weekends, there are approximately 50 boardings and 25 alightings each day. There are 52 bus stops in the Fridley section of the project corridor. Three of these stops have only signs and no paved surface for a patron to stand and wait. Seven of the stops have benches, and Metro Transit has two bus shelters along Route 852 in the East River Road corridor that have been in place since 1994. One is located at the intersection of East River Road and Mississippi Street, the other is located near the Georgetown Apartments. They are scheduled for replacement in 2012 and 2013, respectively. The Anoka County Traveler also operates along the corridor. It does not provide scheduled service, but offers dial-a-ride curb- to-curb services with a 30 minute pick-up window. Commuter Rail (Route 888) began service November 16, 2009, between Big Lake and downtown Minneapolis. runs along the current BNSF Railway tracks, which are roughly parallel to the East River Road corridor. The Fridley station is located immediately adjacent to the corridor, at the intersection of 61st Way NE and East River Road. Each weekday, there are four inbound trains to downtown Minneapolis during the morning peak period and four outbound trains to Big Lake during the evening peak period. One reverse trip operates during each peak period. Weekend service consists of three round trips per day. According to Metro Transit, there are an average of approximately 60 boardings at the Fridley Station each day. During events such as games at Target Field, ridership increases. In 2011, events averaged approximately 200 boardings at the Fridley station. It should be noted that at the time of this study, Metropolitan Council/Metro Transit is in the process of conducting the Arterial Transitway Corridor Study. This evaluates the transit operational issues of 11 urban corridors, and will evaluate and recommend corridors for transitway implementation. Rapid bus is the transit mode under consideration. One of the corridors being studied runs along Central Avenue (TH 65) from downtown Minneapolis to 53rd Avenue, then to Northtown Transit Center via University Avenue in the City of Fridley. Exhibit 2-30 provide details of this proposed corridor, which parallels East River Road. Exhibit 2-31 provides an overview of transit service along the corridor. Exhibit 2-30. Central Avenue Rapid Bus Concept (ATCS) ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-31. Transit Service ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 endangered, threatened, species of special concern or critical habitat, and the measures that may be necessary to avoid impacts to this species, as applicable. 2.12.2 Water Resources The Public Waters Inventory identifies Rice Creek, an unnamed creek channel, Locke Lake (77P) and a public water in Springbrook Park (688 P) within the study area (Exhibit 2-32). Any modifications to the East River Road roadway features around these identified Public Waters would require coordination and possibly a permit from the The U.S. Fish and Wildlife Services’ National Wetlands Inventory (NWI) identify wetland areas along the Mississippi River and within the study area. While NWI maps are the primary screening tool, any indication or evidence of a wetland’s presence should be investigated. The City of Fridley also notes the presence of three creeks per its 1994 Wetland Inventory, including Stoneybrook, Springbrook, and Oak Glen. The Rice Creek Watershed District, Coon Creek Watershed District, and (in the future) the Mississippi Watershed Management Organization would also require review and approval of any activities in and around these water bodies and creek channels. Management of storm water runoff will be a key concern related to road improvement given the proximity of the creek channels and water bodies to the Mississippi River. The following are specific Shoreland Overlay District Regulations relating to impervious surfaces for the City of Fridley. The full set of City Codes can be found in Chapter 205 (Zoning) of the Fridley City Code, with specific Shoreland Overlay District language in Chapter 205.32. Impervious surface lot coverage shall not exceed 35 percent of the lot area, except as a variance, which shall comply with the following standards: ■ ■ All structures, additions, or expansions shall meet setback and other requirements of the Fridley’s Zoning Code. ■ ■ The lot shall be served with municipal sewer and water. ■ ■ The lot shall provide for the collection and treatment of stormwater in compliance with Chapter 208 of the City of Fridley’s Zoning Code if determined that the site improvements will result in increased runoff directly entering public waters. All development plans shall require review and approval by the city engineer and the underlying watershed district. ■ ■ Measures to be taken from the treatment of stormwater runoff and/or prevention of stormwater from directly entering a public water. Reports of impervious surfaces will likely need to be filed with the 2.12.3 Mississippi National River and Recreation Area The Mississippi National River and Recreation Area (MNRRA) and Mississippi River Corridor Critical Area (MRCCA) boundaries extend into the project study area as shown in Exhibit 2-32. MNRRA is a unit of the National Park Service. MRCCA is a joint local and state program that provides coordinated planning and management for this area. It is administered by the Local units of government and regional agencies are required to adopt critical area plans that comply with Executive Order (EO) 79-19, which sets for the designation of the river and its corridor as a state critical area. The Metropolitan Council also has a role in reviewing existing plans that affect lands within the Mississippi River Corridor Critical Area. According to the EO 79-19, specific MRCCA guidelines applicable to this project corridor include: ■ ■ Item C, 7c. In planning and designing the construction or reconstruction of all public transportation facilities which occur 2.10 Freight Movements Based on count data on East River Road between I-694 and Mississippi Way NE, heavy vehicles including trucks, buses, and recreational vehicles accounted for approximately 3.0 to 3.5 percent of the total daily vehicle volumes on East River Road. However, at 58th Way NE the heavy vehicles accounted for nearly 5.0 percent of the daily volumes. The peak times for heavy vehicles were between the hours of about 9:30 AM and 4:00 PM, when there were approximately 40 to 70 heavy vehicles per hour (about four to eight percent of total volumes during those hours) north of 58th Way NE and 70 to 90 vehicles per hour (about six to 13 percent of total volumes) at 61st Way NE. Over 90 percent of the heavy vehicles were identified as trucks, and this time-of-day pattern is typical of freight movements occurring outside the commuter peak hours. BNSF Railway operates approximately 60 trains per day on the tracks that run parallel to the East River Road corridor. This is the same track used by the Commuter Rail service. While Mississippi Street is grade-separated, the three remaining cross streets have at-grade railroad crossings. The 85th Avenue NW (CR 132) crossing is approximately 1,450 feet east of East River Road, or 800 feet east of the nearest intersection, Norway Street. The 77th Avenue NE crossing is approximately 600 feet east of East River Road, and there are several parking lot access points between the railroad tracks and East River Road. The Osborne Road crossing is the closest to East River Road of the three at-grade crossings in the study area, with approximately 300 feet of separation. All three crossings are within the quiet zone, where no train horn is sounded, and utilize a combination of flashing lights, gate arms, and channelization to provide advance warning and prevent drivers from navigating around the gates. Several residents and business representatives noted in the public open houses that the channelization on the approach to the Osborne Road crossing prevents access to the commercial properties on the southeast corner of the East River Road/Osborne Road intersection. 2.11 Utilities Public and private utilities are located within the East River Road right-of-way. These utilities are both above ground and below ground. Above ground utilities include power, transmission, telephone, and cable television. Underground utilities include; water main, sanitary sewer, storm sewer, gas, power, telephone, and cable television. Above ground and underground utilities are generally located between the curb and the right-of-way, except for storm sewer, water and sanitary sewer. Storm sewer, water and sanitary sewer are generally located under the existing roadway pavement. 2.12 Environmental and Cultural Constraints 2.12.1 Vegetation and Species East River Road is primarily a paved urban corridor with little undeveloped or undisturbed open space, except within existing parks. Portions of the corridor have a mature tree canopy, largely located on private property outside the public right-of-way. What little vegetation that is present in the corridor is landscaped, except at the Rice Creek crossing. To identify potential presence of rare, threatened or endangered species in the corridor, Minnesota County Biological Survey County Maps were consulted. Maps for Anoka County indicated one record of an animal species close to the corridor. The identity or classification of this species is not known, but species shown on these maps are identified as “either protected under the Federal or Minnesota Endangered Species Acts or are being considered for protection” (Minnesota Biological Survey, 1994). According to the MnDOT Environmental Assessment Unit, East River Road occurs in a county with no known federally listed endangered, threatened, proposed or candidate species, or final or proposed critical habitat, so one could assume this animal species is protected under state legislation. A Natural Heritage Program (NHP) database search from the Minnesota Department of Natural Resources will be required in the future to determine the specific location of any state-listed ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-32. Waterbodies and Watercourses within the river corridor, consideration shall be given to the provision of scenic overlooks for motorists, safe pedestrian crossings and facilities along the River Corridor, access to the riverfront in public ownership and reasonable use of the land between the river and the transportation facility. The following are specific Critical Area District Regulations for the City of Fridley. The full set of City Codes can be found in Chapter 205 (Zoning) of the Fridley City Code. Vegetative Management: ■ ■ Clear-cutting of trees on the slope or face of bluffs and within forty (40) feet landward from the bluffline or river bank area shall not be permitted. ■ ■ The selective cutting of trees greater than four inches in diameter may be authorized by the City, when cutting is appropriately spaced and staged to maintain a continuous natural cover. ■ ■ The development of new or the expansion of existing structures shall be accomplished so as to minimize the need for tree removal. If trees over four inches are cut, the density of tree cover shall be restored to that which existed before cutting. The applicant shall demonstrate that all grading which takes place will be conducted in a manner that preserves the root zone aeration and stability of existing trees and provides an adequate watering area equal to at least one-half (1/2) of each tree crown cover. The is currently reevaluating the districts along with their guidelines and standards within the MRCCA. The new rules will delineate and define new districts within the critical area corridor and establish minimum guidelines and standards for development within these districts. Draft rules are available, but as of February 2012, the has no plans to move forward with the rulemaking. 2.12.4 Cultural Resources A records search was conducted to determine if any known cultural or historic resources are located within or in close proximity to the corridor. Additional investigation and coordination with the Minnesota State Historic Preservation Office (SHPO) may be needed to determine the potential for impacts. The most notable resource is the Banfill-Locke Center for the Arts, located right on the corridor at 6666 East River Road. This structure was built in 1847 and is identified in the SHPO database. A site investigation was completed in 1995 and avoidance was recommended at that time. This site is listed in the database as 21-AN-0140. Other historic properties that were identified during the records search were sections of the St. Paul and Pacific Railroad/St. Paul, Minneapolis & Manitoba Railway/Great Northern Railway. Any future activity in vicinity of these resources should be coordinated with the SHPO. 2.12.5 Hazardous Materials A Minnesota Pollution Control Agency database search (“What’s in my Neighborhood?”) of potentially contaminated sites along the corridor was conducted. As expected with the types of land uses within the corridor, there are several records of known spills, tanks and leaks, and dump sites within or near the corridor. Exhibit 2-33 lists the type of potentially contaminated properties, site id number, and location (address) of the potential contamination. There are 38 sites documented within a focused study area directly adjacent to the corridor, with some sites having more than one associated record. Within the total study area (Exhibit 2-34), 336 records were identified during the database search. This list only identifies sites previously documented; it does not represent a comprehensive list of all potential for contamination, nor does it mean that each of the sites listed are contaminated or would require mitigation. A Phase I ESA should be completed prior to acquisition of any right-of-way to determine the effects these sites may have on construction, and the presence of other sites not previously documented. ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-33. Potentially Contaminated Sites in the Focused Corridor Area Site ID Type of Site Address 212289 Tank Site 943 89th Avenue NW, Coon Rapids, MN 34840 Hazardous Waste – Small to Medium Generator 845 97th Lane NW, Coon Rapids, MN 212339 Multiple Activities 8724 East River Road, Coon Rapids MN 33532 Hazardous Waste – Small to Medium Generator 770 86th Avenue NW, Coon Rapids, MN 34270 Hazardous Waste – Small to Medium Generator 8253 East River Road, Fridley, MN 36251 Hazardous Waste – Small to Medium Generator 401 Ironton Street NE, Fridley, MN 172024 Voluntary Investigation and Clean-Up 8251 Ashton Avenue NE, Fridley, MN 35126 Hazardous Waste – Small to Medium Generator 8215 Ashton Avenue NE, Fridley, MN 106394 Hazardous Waste – Small to Medium Generator 8251 Ashton Avenue NE, Fridley, MN 2405046 Leak Site 5240 Hugo Street NE, Fridley MN 71978 Hazardous Waste – Small to Medium Generator 505 Fairmont Street NE, Fridley, MN 257533 Leak Site 8100 East River Road, Fridley, MN 217026 Tank Site 8100 East River Road, Fridley, MN 36045 Hazardous Waste – Small to Medium Generator 140 Liberty Street NE, Fridley, MN 32624 Hazardous Waste – Small to Medium Generator 8035 Spring Lake Park Road, Fridley, MN 226981 Multiple Activities 7855 East River Road, Fridley, MN 243756 Leak Site 7805 East River Road, Fridley, MN 228408 Tank Site 7883 East River Road, Fridley, MN 494 Multiple Activities 99 77th Way NE, Fridley, MN 34407 Hazardous Waste – Small to Medium Generator 51 77th Avenue NE, Fridley, MN 340066 Hazardous Waste – Small to Medium Generator 15th 77th Avenue NE, Fridley, MN 36974 Multiple Activities 7449 East River Road, Fridley, MN 202233 Hazardous Waste – Small to Medium Generator 116 Logan Parkway NE, Fridley, MN 225751 Tank Site 7121 Riverview Terrace NE, Fridley, MN 225512 Tank Site 6550 East River Road, Fridley, MN 36694 Hazardous Waste – Small to Medium Generator 6530 East River Road Fridley, MN 212322 Multiple Activities 6520 East River Road, Fridley, MN 33919 Hazardous Waste – Small to Medium Generator 6501 East River Road, Fridley, MN 172710 Voluntary Investigation and Clean-Up 61st Way NE and East River Road, Fridley, MN 1946 Hazardous Waste – Small to Medium Generator 6080 East River Road, Fridley, MN 212284 Tank Site 5851 East River Road, Fridley, MN 248312 Leak Site 5860 East River Road, Fridley, MN 232002 Tank Site 5840 East River Road, Fridley, MN 232000 Multiple Activities 5800 East River Road, Fridley, MN 232001 Multiple Activities 5820 East River Road, Fridley, MN 212299 Tank Site 5601 East River Road, Fridley, MN 193 Multiple Activities 5601 East River Road, Fridley, MN 212351 Tank Site 5700 East River Road, Fridley, MN Exhibit 2-34. Locations of Potentially Contaminated Sites ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 2.12.6 Environmental Justice If the project proceeds with federal funding, any improvements will be subject to the requirements of Executive Order 12898, which directs agencies to achieve “environmental justice as part of its mission by identifying and addressing, as appropriate, disproportionately high and adverse human health or environmental effects of its programs, policies or activities on minority populations and low-income populations.” Identification of these populations can also be helpful in the early stages of a project, for the purposes of public engagement. Data from the 2000 Census was reviewed for population, racial/ethnic, and economic data. The Census data were reviewed at the Census Tract and Block Group level. The project area crosses six Census Tracts encompassing thirteen Block Groups. The 2000 Census reported minority population levels in all Block Groups in the project area ranging from three to 23 percent. This compares to about seven percent in Anoka County as a whole, seven percent in the City of Coon Rapids, and 12 percent in the City of Fridley. As shown in Exhibit 2-35, there are portions of the corridor which exceed county and city averages. Specific concentrations or groups of minority populations have been identified in the southern portion of the project study area (Exhibit 2-36). The presence of environmental justice communities in the project area suggests the need for further monitoring of this issue and the potential for disproportionate adverse impacts in future project phases. For the purposes of analysis, low-income populations are defined as persons with incomes below poverty level. The 2000 Census reported low-income population levels in the general study area between one percent and 16 percent. This compares to about four percent for Anoka County as a whole, five percent for the City of Coon Rapids, and seven percent for the City of Fridley (Exhibits 2-37 and 2-38). Exhibit 2-35. Minority Populations in the Corridor Geographic Area Total Population Minority Population Number Percent Anoka County 298,084 19,651 7% City of Coon Rapids 61,627 4,157 7% City of Fridley 27,449 3,291 12% 507.09-1* 1,385 127 9% 507.09-2* 1,175 82 7% 507.10-4* 950 134 14% 508.11-2* 957 88 9% 511.01-1* 1,690 240 17% 511.01-2* 1,375 165 13% 511.01-3* 1,277 54 6% 511.01-4* 944 20 3% 511.01-5* 673 28 4.2% 512.01-1* 753 22 3% 512.01-2* 883 202 23% 512.01-3* 2,040 399 20% Exhibit 2-36. Low-Income Populations in the Corridor Geographic Area Total Population Minority Population Number Percent Anoka County 298,084 12,367 4.2% City of Coon Rapids 61,627 2,930 4.8% City of Fridley 27,449 2,007 7.3% 507.09-1* 1,385 40 2.9% 507.09-2* 1,175 30 2.6% 507.10-4* 950 156 16% 508.11-2* 957 29 3% 511.01-1* 1,690 185 13% 511.01-2* 1,375 64 5% 511.01-3* 1,277 29 3% 511.01-4* 944 11 1.4% 511.01-5* 673 29 4.3% 512.01-1* 753 31 4.1% 512.01-2* 883 142 16% 512.01-3* 2,040 257 13% ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 Exhibit 2-38. Location of Low Income Populations Exhibit 2-37. Location of Minority Populations ---PAGE BREAK--- East River Road (CSAH 1) Corridor Study in Fridley and Coon Rapids FINAL May 2012 2.12.7 Noise Without conducting a detailed noise model for the roadway improvements as compared to the existing conditions, identifying specific noise impacts or the need for noise abatement mitigation is not possible. For this screening level of analysis, the areas likely to have the greatest potential for current or future noise impacts are where medium or high density residential uses are located adjacent to the East River Road right-of-way. Currently there are a few areas with medium to high density residential use along the corridor. These areas are identified in Exhibit 2-7 in the Land Use Section. Noise abatement is typically only required if reconstruction of the existing roadway results in an increase in the number of through-traffic lanes (Title 23 of the U.S. Code of Federal Regulations, Part 772, “Procedures for Abatement of Highway Traffic Noise and Construction Noise”). Roadway widening is not currently a recommendation of this study. 2.12.8 Permits and Approvals Exhibit 2-39 identifies permits and approvals that may be required for implementation of proposed road improvement projects within this corridor. Exhibit 2-39. Permits and Approvals Permit Agency Potential Action Required Federal Environmental Document(s) FHWA, Mn/DOT Approval (if federal funding used) Section 404 Permit U.S. Army Corp of Engineers Approval State Wetland Conservation Act (Replacement Plan) for new roads and capacity expansion projects City with review by Board of Soil and Water Resources, and DNR Approval/Review Public Water Works Permit DNR Permit National Pollutant Discharge Elimination System General Stormwater Permit for Construction Activity MPCA Permit Local Municipal Consent Cities of Coon Rapids and Fridley Approval Wetland Conservation Act, Restoration Plan Cities of Coon Rapids and Fridley, Rice Creek Watershed District and Coon Creek Watershed District Consultation Watershed Management Organization / Watershed District Rice Creek Watershed District and Mississippi WMO Consultation