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6.b i Transportation PlanTransportation Page 1 of 12 Contents X.1 INTRODUCTION ................................................................................................................................... 2 X.1.1 Overview ...................................................................................................................................... 2 X.1.2 Transportation Goals and Policies ............................................................................................... 2 X.2 Existing Roadway Conditions .............................................................................................................. 3 X.2.1 Existing Traffic Volumes and Crash Data ..................................................................................... 3 X.2.2 Jurisdictional Classification .......................................................................................................... 3 X.2.3 Functional Classification .............................................................................................................. 3 X.2.5 Summary of Relevant Transportation Studies ............................................................................. 5 X.3 Roadway System Plan ......................................................................................................................... 6 X.3.1 Local Roadway Considerations .................................................................................................... 6 X.3.2 2040 Traffic Projections and Capacity Deficiency Analysis .......................................................... 7 X.3.4 Future Functional Classification ................................................................................................... 9 X.3.5 Future Jurisdictional Classification ............................................................................................... 9 X.3.6 Access Management .................................................................................................................... 9 X.3.8 Future Right-of-Way Preservation ............................................................................................. 10 X.4 Transit Existing Conditions and System Plan .................................................................................... 10 X.4.1 Transit Market Area ................................................................................................................... 10 X.4.2 Current and Planned Service and Facilities ................................................................................ 10 X.5 Non-Motorized Transportation ........................................................................................................ 11 X.6 Freight ............................................................................................................................................... 12 X.7 Aviation ............................................................................................................................................. 12 Page 2 of 12 X.1 INTRODUCTION X.1.1 Overview The primary purpose of this Transportation chapter is provide guidance to City staff and elected officials regarding the implementation of effective, integrated transportation facilities and programs through the 2040 planning timeframe. This chapter is consistent with regional requirements for transportation as captured in the Metropolitan Council’s 2040 Local Planning Handbook. This section is organized into the following sections: Existing Roadway Conditions Roadway System Plan Transit Non-Motorized Transportation Freight Aviation X.1.2 Transportation Goals and Policies Goal: As new development or redevelopment occurs, provide an integrated, internally-connected, efficient street system connecting village and higher density neighborhoods to the Village Center. Policy: Discourage the creation of permanently long streets with only a single access point (i.e., dead-end streets, looping streets and elongated cul-de-sacs).   Policy: Encourage design and land uses that support a range of transportation choices Policy: Guide future development to roadways capable of accommodating resulting traffic. Policy: Develop roadways and street systems with consideration for safety, speeds, congestion, impact and noise pollution Goal: Establish context-sensitive roadway design standards that will protect the narrow and heavily wooded character of identified low-traffic roadways. Policy: Protect scenic rural roads, viewpoints and vistas identified through the planning process from visually intrusive or incompatible development.  Goal: Maintain Scandia’s system of local roadways that is well coordinated with MnDOT and Washington County Roadways. Policy: Develop a capital improvement program to ensure adequate funding for priority roadway concerns.   Policy: Cooperate with County and State jurisdictions to keep through-traffic on arterials at minimum disruption of local circulation and residents. Policy: Through the subdivision review process for new developments, require that MnDOT and Washington County access management guidelines be met for roadways under the jurisdiction of those agencies, respectively. Goal: Encourage the use of non-automotive modes of transportation. Transportation Transportation Page 3 of 12 Policy: Use roadway design to establish bike and pedestrian friendly streets and compliment recreational trails. Goal: Support the development of regional and local transit options. Policy: Support efforts to provide more efficient delivery of dial-a-ride services for Scandia residents, including but not limited to efforts to utilize the Village Center as a focus of service. Goal: Preserve the safety of regional air traffic. Policy: Notify MnDOT Aeronautics of any structure of a height of 200 feet above the ground. Policy: Address federal and state safety standards when planning the design of any object related to or affecting navigable airspace. X.2 Existing Roadway Conditions X.2.1 Existing Traffic Volumes and Crash Data The most basic characteristic of a given roadway is the volume of traffic that it carries. Existing traffic volumes on roadways within Scandia are presented on Exhibit T-1. This is the most current MnDOT data. A preliminary safety review of a roadway network includes a crash review. The most recent crash data for roadways in Scandia are also summarized on Exhibit T-1. This shows all intersection crashes over the last five years of record, plus any crashes involving fatalities and/or incapacitating injuries regardless of location. While it is beyond the scope of this 2040 Comprehensive Plan to provide a detailed safety analysis, it can be seen that the highest volumes of crashes are at the following intersections: TH 97/CSAH 15 – eight crashes TH 97/CSAH 3 – seven crashes TH 97/TH 95 – seven crashes This is not surprising, given that that these are the three intersections in Scandia involving two minor arterial roadways. In addition, can be seen that there was a fatal crash on 228th St east of County Road 91 during this timeframe. TH 95/220th Street X.2.2 Jurisdictional Classification Roadways are classified on the basis of which level of government owns and has jurisdiction over them. In the case of Scandia, roadways are under the jurisdiction of MnDOT, Washington County, or the City of Scandia. Exhibit T-2 depicts the existing roadway jurisdictional classification system in Scandia. X.2.3 Functional Classification The functional classification system is a roadway network that distributes traffic from neighborhood streets to collector roadways, then to minor arterials, and ultimately the Metropolitan Highway System. Roads are placed into categories based on the degree to which they provide access to adjacent land uses and lower level roadways versus providing higher-speed mobility for “through” traffic. Functional classification is a cornerstone of transportation planning. Within this approach, roads are located and designed to perform their designated function. cE cE cE cE cE cE cE SÚ Sd ?øA@ ?öA@ S° GbWXNovak Ave N1 1 OakhillRdN MaxwillAveNP il a r R dN ManningTrNOldMarineTrN209th St N OrenAveN 2 38 th S tN 188th S tN L akamaga Tr N 220th St N 230th St N Ki r k Ave1 99thS t N MargoAveN 236th St NN ola n A v e NParisA veN218th St N 228th St N 2 0 5 t h S t NLof t onAveNQualityT r NL a ngl e yAve NOlinda Tr NQuinnellAveNOr wellA v eNOxboroAveNMeadowbrookAveN182ndStN Paris h Rd N Mayberry Tr N 185th St N 4802300 94 031002 3 5 0 28001500395020502150425 4900 36 0 0 2600Chisago County Washington County 5807400 91067007100540 340480 390445 445!(2 !(1 !(4 !(1 !(1 !(1 !(1 !(3 !(1 !(1 !(3 !(1 !(1 !(1 !(4 !(1 !(3 !(1 !(4 !(1 !(1 !(8 !(1 !(3 !(3 !(1 !(2 !(1 !(7 !(1 !(1 !(2 !(7 Map Document: \\Metrosouth1\gis\SCND\N13112739\ESRI\Maps\SCND_T01_Traffic_85x11L.mxd | Date Saved: 11/14/2017 12:04:57 PMComprehensive Plan Scandia, Minnesota Existing Traffic Volume & Crash Data November 2017 Traffic and CrashInformation Figure T-1 City Limits County Boundary Legend !I 0 5,000Feet Source: Met. Council, MnGeo, Washington County Severity Summary (Quantity)#Incapacitating Injuries #Fatalities Non-Intersection Crashes(2011-2015) cE Incapacitating Injury cE Fatal Injury #### Average Annual DailyTraffic (AADT) Heavy Commercial AADT#### Most Current GeneralAADT Intersection Summary (2011-2015) !(#Total Crashes SÚ Sd ?øA@ ?öA@ S° GbWXNovak Ave N218th St N Oa k hill R d NManning Tr NKir k Ave237th St N 182ndSt NMargoAveN 192nd St N 236th St N M-131 99thSt N 2 38th S tN Paris h Rd NParisAve NOrenAve NLakam a gaTrN P il a r R dN 230th St N 228th St N 185th St N 2 0 5 t h S t N M ayberry TrNOlindaTrNLoftonAveNSaintCroixTrNM-153 QuinnellAveNQualityT r NMeadowbrookAveNScandia Tr N 209th St N 220th St N MaxwillAveNN o l a n A v e N Old MarineTrNChisago County Washington County Map Document: \\arcserver1\GIS\SCND\N13112739\ESRI\Maps\SCND_T02_Jurisdiction_85x11L.mxd | Date Saved: 2/6/2018 5:21:28 PMComprehensive Plan Scandia, Minnesota Roadway Jurisdiction February 2018 Jurisdiction Figure T-2 City Limits County Boundary Legend !I 0 5,000Feet Source: Met. Council, MnGeo, Washington County MnDOT Washington County Township Road Municipal Street State Park Road Transportation Page 4 of 12 Within the seven-county metropolitan area, there are six overall classifications of roadway as defined by the Metropolitan Council: Principal arterial “A” minor arterial Other arterial Major collector Minor collector Local street The Metropolitan Council has defined four sub-categories of “A” minor arterials: reliever, expander, connector, and augmenter. These sub-categories have to do primarily with Metropolitan Council’s allocation of federal funding roadway improvements, but do not translate into specific design characteristics or requirements. For arterial roadways, the Metropolitan Council has designation authority. Local agencies may request that their roadways become arterials (or are downgraded from arterial to collector), but such designations or re-designations must be approved by the Metropolitan Council. The agency which has jurisdiction over a given roadway (e.g. Washington County or the City of Scandia) has the authority to designate collector status. The current roadway functional classification map for Scandia as identified by the Metropolitan Council is presented on Exhibit T-3. A summary of Scandia roadways by functional classification follows. Principal Arterials Principal arterials are the highest roadway classification and make up the Metropolitan Highway System. The primary function of these roadways is to provide mobility for regional trips, and they do not provide a direct land access function. Principal arterials are generally constructed as limited access freeways, but may also be multiple-lane divided highways. There are no principal arterials within the City of Scandia. “A” Minor Arterials These roads connect important locations within the City of Scandia with access points of the Metropolitan Highway System and with important locations outside the City. These arterials are also intended to carry short to medium trips that would otherwise use principal arterials. While “A” minor arterial roadways provide more access than principal arterials, their primary function is still to provide mobility rather than access to lower level roadways or adjacent land uses. The “A” minor arterial roadways within Scandia are identified in Table T-1, below: Table T-1. “A” Minor Arterial Roadways Roadway From To Number Travel Lanes (total) TH 97/Scandia Trl West City Limit TH 95 2 TH 95/St. Croix Trl South City Limit North City Limit 2 CSAH 3/Olinda Trl South City Limit North City Limit 2 CSAH 15/Manning Trl South City Limit North City Limit 2 SÚ Sd ?øA@ ?öA@ S° GbWXNovak Ave NOd ellAve N Oa k hill R d N MaxwillAveNP il a r R dNManningTrN Saint Croi xTrN OldMarineTrN209th St N OrenAveN Scandia Tr N 2 38 th S tN 188th S tN195thS t NLakamagaTrN 220th St N 230th St N Ki r k Ave199th S tN MargoAveN 192nd St N 236th St NN ola n A v e NParisA veN218th St N 228th St N 2 0 5 t h S t NLof t onAveNObrien TrNQualityT r NL a ngl e yAve NOlindaTrNQuin n ell AveNOr wellA v eNOxboroAveNMeadowbrookAveN182ndStN Paris h Rd N MayberryTrN185th St N Chisago County Washington County Map Document: \\Metrosouth1\gis\SCND\N13112739\ESRI\Maps\SCND_T03_FunctionalClass_85x11L.mxd | Date Saved: 11/14/2017 9:41:39 AMComprehensive Plan Scandia, Minnesota Functional Classification November 2017 Functional Class Figure T-3 City Limits County Boundary Legend !I 0 5,000Feet Source: Met. Council, MnGeo, Washington County A Minor Connector Major Collector Minor Collector Note: All Arterial andCollector roads identified are two-lane roadways Transportation Page 5 of 12 Other Arterials Like “A” minor arterials, these roadways also serve more of a mobility function than access function. However, they may not have as much regional importance as “A” minor arterials and are not eligible for federal roadway improvement funding. There are no other arterials within the City of Scandia. Major and Minor Collectors Collector roadways provide a balance of the mobility and land-use access functions discussed above. They generally serve trips that are entirely within the City and connect neighborhoods and smaller commercial areas to the arterial network. Minor collectors generally are shorter in length, with lower volumes and lower speeds than major collectors. Current collector roadways are identified in Table T-2, below. Table T-2. Major and Minor Collector Roadways Roadway From To Number Travel Lanes (total) Major Collectors CR91/Lofton Ave TH 97 North City Limit 2 Minor Collectors CR 50/192nd St West City Limit CSAH 15 2 CR 52/Oakhill Rd TH 97 TH 95 2 220th St CSAH 3 TH 95 2 Nolan Ave Oakhill Rd North City Limit 2 228th St/Meadow Brook Ave/Oakhill Rd CSAH 15 TH 97 2 240th St Nolan Ave North Oldfield Ave North 2 240th St CSAH 3 TH 95 2 Quinnell Ave TH 95 TH 95 2 Oxboro Ave Old Marine Trl CR 52 2 Old Marine Trl South City Limit CSAH 3 2 205th St Mayberry Trl CSAH 3 2 195th St/Lakamaga Trl/Maxwill Ave CSAH 3 Mayberry Trl 2 Mayberry Trl CSAH 15 Lofton Ave 2 Lofton Ave/Mayberry Trl 195th St TH 97 2 X.2.5 Summary of Relevant Transportation Studies The only transportation corridor study involving roadways in Scandia since the 2030 Comprehensive Plan the TH 97 Access Study. MnDOT is currently leading this study with Washington County, the City of Forest Lake, the City of Scandia, and the Metropolitan Council as project partners. The study limits extend from TH 61 in Forest Lake to TH 15 (Manning Avenue) in Scandia. The primary measures under review include: Conversion of existing bypass lanes to dedicated turn lanes Dedicated left and right turn lanes Access closure/consolidation Transportation Page 6 of 12 Roadway widening for continuous shoulder The primary benefit resulting from the measures being studied would be an enhanced of safety conditions. It is estimated that the study will be completed at some point in 2018. X.3 Roadway System Plan X.3.1 Local Roadway Considerations Local Roadway Extensions Given the primarily low-density, rural nature of Scandia, the existing network of minor arterial and collector roadways should be sufficient. However, as the community experiences moderate growth, it will be important to identify potential new links. Land subdivision and site plan reviewers should ensure that these missing links between local roadway segments are eventually dedicated to form an interconnected rural street system. Factors to consider in identifying new roadway segments include the following: Existing gaps and continuity of roadway alignments Rural topography, wetlands, and other features Land use and zoning Market interest, parcel configuration, and anticipated build-out conditions Existing gaps in the local roadway network are identified on Exhibit T-4 and include those identified below: 230th Street, between Meadow View Avenue and existing 230th Street approximately 2,000 feet to the east. Meadowbrook Road between Oakhill Road and Meadowbrook Road at the 218th Street alignment, approximately ½ mile north of TH 97 Novak Avenue between current northerly terminus and Oakhill Road approximately 2,000 feet to the north. 209th Street from Penrose Avenue to Quality Trail (wetlands would likely preclude a direct connection to 209th Street west of TH 95). Between Ozark Avenue at 209th St and Oxboro Avenue at Oakhill Road (north-south continuous roadway) A common problem in developing rural areas is how to address the development of local streets in the absence of a more detailed local street plan. The risks of a poorly planned and developed street system include landlocked parcels, increased needs for direct access onto arterial roads, parcels that require circuitous access, and/or parcels that have only one ingress/egress points (e.g. long dead-end streets). Like other communities, Scandia requires that subdivisions consider the interconnection of new local streets with future subdivisions and with applicable state and county access management guidelines. One concern among communities is the creation of long dead-end streets that become de facto cul-de- sacs. While many communities identify maximum dead-end street length, Scandia currently does not. Scandia should consider including this type of requirement through ordinance restrictions. SÚ Sd ?øA@ ?öA@ S° GbWXNovak Ave NOd ellAve N Oa k hill R d N MaxwillAveNP il a r R dNManningTrN Saint Croi xTrN OldMarineTrN209th St N OrenAveN Scandia Tr N 2 38 th S tN 188th S tN195thS t NLakamagaTrN 220th St N 230th St N Ki r k Ave199th S tN MargoAveN 192nd St N 236th St NN ola n A v e NParisA veN218th St N 228th St N 2 0 5 t h S t NLof t onAveNObrien TrNQualityT r NL a ngl e yAve NOlindaTrNQuin n ell AveNOr wellA v eNOxboroAveNMeadowbrookAveN182ndStN Paris h Rd N MayberryTrN185th St N Chisago County Washington County Google 2017 Map Document: \\Metrosouth1\gis\SCND\N13112739\ESRI\Maps\SCND_T04_LocalRoadwayGap_85x11L.mxd | Date Saved: 11/14/2017 9:37:02 AMComprehensive Plan Scandia, Minnesota Local Roadway Gap Areas November 2017 Figure T-4 City Limits County Boundary Gaps Identified in 2030Comprehensive Plan (withmodifications) Legend !I 0 5,000Feet Source: Met. Council, MnGeo, Washington County Transportation Page 7 of 12 X.3.2 2040 Traffic Projections and Capacity Deficiency Analysis Assumed 2040 Collector/Arterial Roadway Network Because no new collector/arterial roadways or expansions are programmed or planned over the 2040 timeframe, the assumed 2040 roadway network is the same as the current network for traffic forecasting purposes. Assumed 2040 Land Use and Transportation Analysis Zone Information Traffic projections are based on the use of Transportation Analysis Zones (TAZs). Each TAZ has demographic and employment information that translates to vehicular trip origins and destinations. Computer models assign the resulting trips to specific routes (roadways). Washington County entered into an agreement with its cities and townships, including Scandia, to perform traffic forecasting using the Metropolitan Council regional forecast model for the local agencies to use in their 2040 transportation plans. A map of the Scandia TAZs is provided on Figure T-5. The anticipated future land use patterns discussed in Chapter II of this Comprehensive Plan were assumed for the 2040 TAZ allocations identified in Table T-3, below. Table T-3. Scandia TAZ Data TAZ Year Population Households Retail Jobs Non-Retail Jobs Total Jobs 2281* 2020 94 38 0 14 14 2030 110 49 0 14 14 2040 130 55 0 14 14 2282* 2020 113 48 0 0 0 2030 113 48 0 0 0 2040 113 48 0 0 0 2283* 2020 310 130 0 0 0 2030 323 137 0 0 0 2040 339 144 0 0 0 2284 2020 220 80 0 12 12 2030 235 90 0 23 23 2040 250 100 10 25 35 2285 2020 450 180 10 22 32 2030 470 196 10 30 40 2040 490 210 10 30 40 2286 2020 710 280 10 65 75 2030 770 310 10 77 87 2040 801 340 10 79 89 2287 2020 910 356 30 90 120 2030 1,006 413 30 93 123 2040 1,081 460 30 95 127 2288 2020 510 198 10 42 52 2030 550 230 13 50 63 2040 581 250 15 50 65 2289 2020 190 80 0 20 20 Transportation Page 8 of 12 2030 220 90 0 20 20 2040 241 99 10 20 30 2290 2020 0 0 0 20 20 2030 10 0 10 20 30 2040 21 9 10 20 30 2291 2020 400 160 50 170 220 2030 430 180 55 180 235 2040 461 199 60 185 245 2292* 2020 353 150 5 50 55 2030 393 167 5 50 55 2040 442 186 8 50 55 TOTALS 2020 4,260 1,700 115 505 620 2030 4,630 1,910 133 557 690 2040 4,950 2,100 163 568 730 *Please note: the information for these TAZs is only for the portion of the TAZ within Scandia. 2040 Traffic Projections Using the TAZ information summarized above, Washington County used the Metropolitan Council regional traffic model to provide 2040 forecasts for collector and arterial roadways. The results are presented on Exhibit T-6. Future Capacity Needs Evaluation A planning level analysis of potential roadway capacity needs was performed, based on comparing the projected 2040 traffic volumes referenced above against the expected traffic capacity for the applicable roadway types which are present in Scandia. The roadway capacity levels were estimated based on Highway Capacity Manual (HCM) guidance and methods. The HCM, published by the Transportation Research Board,1 provides transportation practitioners and researchers with a consistent and widely- accepted system of techniques for assessing roadway capacity and operational performance characteristics. Table T-4. Typical Traffic Capacity by Roadway Type/Configuration – Roadways in Scandia Roadway Design Planning Level Capacity (vehicles per day) 2-lane local/residential road 1,000 Rural 2-lane minor collector 7,700 Rural 2-lane highway (major collector/minor arterial) 13,000 Source: Bolton & Menk, Inc., Sixth Edition HCM methods The resulting analysis shows that none of the roadways within Scandia are projected to be at or approaching capacity by 2040. Therefore, no capacity expansion projects are identified in this transportation plan. 1 The Transportation Research Board is a unit of the National Academy of Sciences, Engineering and Medicine. SÚ Sd ?øA@ ?öA@ S° GbWXNovak Ave NOd ellAveN Oa k hill R d N MaxwillAveNP il a r R dN ManningTrNSaint Croi xTrN OldMarineTrN209th St N OrenAveN Scandia Tr N 2 38 th S tN 188th S tN195thS t NLakamagaTrN 220th St N 230th St N Ki r k Ave199thS t N MargoAveN 192nd St N 236th St NN ola n A v e NParis AveN218th St N 228th St N 2 0 5 t h S t NLof t onAveNObrien TrNQualityT r NL a ngl e yAve NOlindaTrNQuin n ell AveNOr wellA v eNOxboroAveNMeadowbrookAveN182ndStN Paris h Rd N MayberryTrN185th St N2281 2282 2283 2284 2285 2286 2287 2288 2289 2290 2291 2292 Map Document: \\Metrosouth1\gis\SCND\N13112739\ESRI\Maps\SCND_T05_TAZ_85x11L.mxd | Date Saved: 11/14/2017 10:23:15 AMComprehensive Plan Scandia, Minnesota Transportation Analysis Zones November 2017 Figure T-5 City Limits Traffic Analysis Zones Legend !I 0 5,000Feet Source: Met. Council, MnGeo, Washington County SÚ Sd ?øA@ ?öA@ S° S÷ OdellAveN MeadowridgeTrNManningTrN Lomond Tr N QuantAveNOakhillRd N MaxwillAveNP il a r R dN Ostru m T r 218th St N N Shore TrOldMarineTrN MargoAveN OrenAveN 2 3 8 th StN 188thS t NKellerR d NLakamaga TrN J u lepTrN220th St N 230th St N O s t r u m Tr N 199th St NM-13N ola n A v e NParisA veN2 0 5 t h S t NKeatherTrNLof t onAveNO brien TrNQualityT r NL a ngl e yAve NSaint Croi xTrNOlindaTrN202ndStN Q u i nnellAveNQuenti nAveNOr wellA v eNOxboroAveNMeadowbrookAveN182ndStN P a ris h Rd N MayberryTrNM-153 M ela n ie TrN Scandia Tr N 185th St N 180th St N 177th St N 228th St N Chisago County Washington County Map Document: \\METROSOUTH1\gis\SCND\N13112739\ESRI\Maps\SCND_T06_Projected2040Volumes_85x11L.mxd | Date Saved: 9/11/2017 1:03:10 PMComprehensive Plan Scandia, Minnesota Projected 2040 Traffic Volumes September 2017 2040 Volumes Figure T-6 City Limits County Boundary Legend !I 0 5,000Feet Source: Met. Council, MnGeo, Washington County Page 9 of 12 X.3.4 Future Functional Classification Re-designations of roadways involving the A-minor arterial functional classification (e.g. from collector to arterial, from arterial to collector, or changing designations within arterial) is under the authority of the Metropolitan Council. For collector roadways, the functional class designation is under the authority of the agency which owns the given road. The City of Scandia does not feel that any roadways within its borders need to be re-classified from a functional classification perspective. The City is not aware that MnDOT or Washington County wish to advance any such re-classifications. Therefor Exhibit T-3 is the functional classification map for current and 2040 conditions. X.3.5 Future Jurisdictional Classification The City of Scandia does not anticipate a request for jurisdictional transfers regarding roadways within its borders through the 2040 timeframe. Moreover, the City is not aware that Washington County or MnDOT desire any such transfers. Therefore, Exhibit T-2 identifies both current and future jurisdictional classification information. X.3.6 Access Management Access management refers to balancing the need for connections to local land uses (access) with the need for network-level movement (mobility) on the overall roadway system. By functional classification, this may be summarized as follows: Arterials generally have limited access in the form of driveways and low volume side streets because their role in the network is to support relatively long, high speed traffic movements Collectors allow a greater degree of access given their combined mobility/access function Local streets have relatively few limits on access because their primary function is to provide access to adjacent land uses Appropriate access control preserves the capacity on arterial and collector streets, and improves safety by separating local turning movements from higher-speed “through” traffic. Moreover, it concentrates higher volume traffic linkages at intersections controlled with traffic signals, roundabouts, or other measures. MnDOT and Washington County Roadways in Scandia are identified on Exhibit T-2. For MnDOT roadways, MnDOT access management guidelines apply. Similarly, for County roadways, Washington County’s access management guidelines apply. MnDOT’s access management guidelines are described in detail in their Access Management Manual.2 When reviewing MnDOT’s access guidelines, TH 97 in Scandia is classified as 5B (minor arterial, urban/urbanizing), and TH 95 is classified as 5A (minor arterial, rural). Relevant MnDOT and Washington County guidelines, respectively, are provided in Appendix T-1. Land use planning and subdivision regulation are the responsibility of the City. In conjunction with local land planning, Scandia will require that new land development complies with MnDOT and County access management guidelines as applicable. The City will work with MnDOT and Washington County to consolidate driveway and street access to collector and arterial roadways where applicable and feasible. 2 http://www.dot.state.mn.us/accessmanagement/resources.html Transportation Transportation Page 10 of 12 Proper access management has the benefit of improved local safety conditions by limiting conflict points between local and through traffic on higher classification roadways. X.3.8 Future Right-of-Way Preservation The City has not defined specific corridors for roadway development where right-of-way can be defined and preserved at this point. X.4 Transit X.4.1 Transit Market Area The Metropolitan Council has defined Transit Market Areas based on the following primary factors: Density of population and jobs Interconnectedness of the local street system Number of autos owned by residents In general, areas with high density of population and jobs, highly interconnected local streets, and relatively low auto ownership rates will have the greatest demand for transit services and facilities. Transit Market Areas are a tool used to guide transit planning decisions. They help ensure that the types and levels of transit service provided, in particular fixed-route bus service, match the anticipated demand for a given community or area. Based on this analysis, the Metropolitan Council categorizes the City of Scandia as Transit Market Area V. As identified in Appendix G of the Metropolitan Council’s 2040 Transportation Policy Plan (TPP), the characteristics of this category area are as follows: Transit Market Area V has very low population and employment densities and tends to be primarily Rural communities and Agricultural uses. General public dial-a-ride service may be appropriate here, but due to the very low-intensity land uses these areas are not well-suited for fixed-route transit service. Also from Appendix G of the 2040 TPP (Gable G-2), the typical transit service within this Market Area consists of: Not well-suited for fixed-route service. Primary emphasis is on general public dial-a-ride services. X.4.2 Current and Planned Service and Facilities Scheduled Transit Service Consistent with the Metropolitan Council classifying Scandia as Transit Area V, there is no scheduled transit service serving Scandia due to lack of demand. This includes no service or facilities in the following categories: Scheduled local bus service High-frequency routes Peak hour commuter bus service Rapid Bus Service Light Rail Transit (LRT) or Bus Rapid Transit (BRT) Transit facilities Transit advantages Transportation Page 11 of 12 The City of Scandia is not aware of any planned scheduled transit service within the City. Dial-a-Ride Service Demand responsive transit service for all communities in Washington County is provided by Metropolitan Council Metropolitan Transportation Services (MTS), and consists of complementary services that are compliant with Americans with Disabilities Act (ADA), as well as general public dial-a- ride services. Metro Mobility – Provides demand responsive service for certified riders with disabilities that prevent them from using the regular route system. Transit Link – Is the Twin Cities dial-a-ride minibus or van service for the general public where regular route service is not available. Fares are based on time of day and distance traveled. These services are anticipated to continue in their current form into the foreseeable future. X.5 Non-Motorized Transportation The Metropolitan Council has designated Scandia as a Diversified Rural community. As stated in the Thrive MSP 2040 Plan, these communities are: …home to a variety of farm and non-farm land uses including very large-lot residential, clustered housing, hobby farms, and agricultural areas…the Diversified Rural Area protects rural land for rural lifestyles today and potential urbanized levels of development sometime after 2040. Consistent with the largely rural nature of Scandia, there is not a great deal of non-motorized infrastructure in place. There is sidewalk along Oakhill Road and Olinda Trail in the Village Center portion of the community (see Figure X in the Parks and Trails element). There currently are no on- or off-road bicycle facilities within Scandia. There are hiking trails within William O’Brian State Park in the southeast portion of Scandia. Potential future trails are discussed, with associated mapping, in the Parks and Trails element of this Comprehensive Plan. Most notably, the City supports the development of the Gateway State Trail through Scandia. The Gateway Trail currently extends from the City of St. Paul northeast through the cities of Maplewood, North St. Paul, and Oakdale, and ends at Pine Point Regional Park in Stillwater Township. Ultimate plans are for the trail to extend to William O’Brian State Park and further north to Interstate State Park. The City of Scandia desires that the alignment north of Willian O’Brian State link through the Village Center area and further north to the Immigrant Trail in Chisago County. Metropolitan Council has designated the Regional Bicycle Transportation Network (RBTN). This consists of prioritized alignments and corridors (where alignments have not yet been established) that were adopted in the Council’s 2040 Transportation Policy Plan. There are no RBTN alignments or corridors within or close to Scandia. The largely rural nature of Scandia is not conducive to extensive pedestrian travel. The most significant barrier to non-motorized movement would be TH 97, an east-west highway that passes through central portion of Scandia and the northern portion of the Village Center area. There is currently an all-way stop at the TH 97/Olinda Trail intersection which provides protection for pedestrians using the sidewalk along Transportation Page 12 of 12 Olinda Trail. Any future north-south trail development would require appropriate crossing treatments at TH 97. X.6 Freight One railroad passes through the eastern fringes of Scandia from south to north. The railroad tracks are owned by the Canadian National Railway and approximately 2 trains per week utilize the railroad tracks. There are no manufacturing or distribution centers in Scandia. Freight movement is not a major factor for the City. Existing HCAADT information is depicted in Exhibit T-1. X.7 Aviation There are no aviation facilities or navigational aids located in Scandia. The city is not in an influence area of a regional airport. The closest public-use airport to Scandia is located 5 miles to the west in Forest Lake. At present, the only suggested air facilities considered in Scandia would be a seaplane base on Big Marine Lake. There are no structures within Scandia that exceed 500 feet in height. Any applicant who proposes to construct a structure 200 feet above the ground that could affect navigable airspace level must get appropriate approvals. The Federal Aviation Administration and the Minnesota Department of Transportation must be notified at least 30 days in advance in advance of construction, as required by law per MCAR 8800.1200, Subpart 3 and FAA Form 7460-8. It is unlikely such a structure would be proposed in Scandia.