Loading...
CR 97-190 Consider Cty Rd 73 Improvements1 Y 0 October 16, 1997 0 K Council Report 97 -190 Consider County Road 73 Improvements Proposed Action. Staff recommends adoption of the following motion: "Move that Council approve alternative 2. of this report regarding improvements at the intersection of County Road 73 /County Road 5 (Area 1) and approve the recommendations of the SRF Consulting Group, Inc. Feasibility Study for Area 2 (5 Street North/County Road 73 area) and the improvements (with exceptions noted in report) to Area 3 (County Road 73 at Trunk Highway 7) as shown on Figure 2 of the SRF report." Staff recommends adoption of this motion with the understanding that traffic and safety improvements are necessary at Area 1. However, given the level of resident concern a mediated approach to resolving the issues is necessary. Overview. There have been a series of public meetings on the traffic improvements recommended in the SRF Feasibility Study. Residents of the Belgrove neighborhood and business owners along the corridor have expressed their support, opposition and concerns regarding the proposed improvements. The SRF report can be broken into three improvement areas. Area 1. Area 2, and Area 3 as described in the above motion. Primary Issues to Consider: Area 1, County Road 73 /County Road 5 intersection Area 2, 5 Street North/County Road 73 area Area 3, County Road 73/Trunk Highway 7 area Supporting Information. Feasibility Study for CSAH 73, September 1997 (previously provided) Bellgrove Improvement Association Report, August 1997 (previously provided) Town and Country Dodge, Inc. - Impact Statement of Proposed Improvements to Hopkins Crossroad Hopkins Police Dept Memo Meeting Minutes fro ► ' ptember 30 Public Information meeting r Steven J. Stadler, Public Works Director Council Report: 97 -190 Page 2 Analysis of Issues. Area 1: Countv Road 73 /County Road 5 intersection Overview. Staff realized there would probably be significant opposition to intersection improvements. Nonetheless, there was little doubt that improvements were necessary from the perspective of the traveling public that use this intersection daily. Also, by improving the level of service at the intersection through geometric upgrades and traffic signals there could also be safety benefits and/or other benefits to the adjacent residential areas. Traffic Volume and signalization. This is a heavily used intersection. The latest Hennepin County 16 -hour traffic count (Sept 23 -25, 1997) shows more than 16,500 vehicles using the north leg of this intersection, 12,600 - south leg, 8900 - east leg and 9800 - west leg. The traffic peak from 5:00 - 6:00 pm is from 1,000 to 2,000 vehicles. The minimum vehicular volume traffic signal warrant is met during 14 hours /day when only 8 hours are required. Clearly, the traffic volumes warrant signalization. Geometric Changes. The proposed changes include raised medians and dedicated left turn lanes on all four legs of the intersection and a right turn lane for southbound CSAH 73. These changes are the minimum necessary to achieve improved service levels and maintain a safe signalized intersection. Safety. Staff admits it is very difficult to come to any defensible conclusions regarding the impact of signalization on vehicular safety at this intersection. Council Report 97 -190 Page 3 However, there is no reason to believe that this intersection, with signals, would become a dangerous intersection. There are many safe, signalized intersections in similar surroundings serving similar traffic volumes. The Bellgrove Improvement Association has provided a City of Philadelphia study dealing with hundreds of signalized intersections which were converted to 4 -way stops. The extensive study clearly showed that safety was improved at these intersections. However, the intersections have vehicular volumes that are less than one half the CSAH 73 /CSAH 5 intersection. When staff contacted the City of Philadelphia Chief Traffic Engineer, Mr. Gerard Ebbecke, he stated that they would not even consider a 4 -way stop at an intersection with volumes equal to those at the CSAH 73/5 intersection. Staff believes that pedestrian and bicycle safety would be improved at the intersection if traffic signals were installed. Pedestrian- actuated buttons could be installed to stop traffic and allow safer pedestrian or bicycle passage. The proposed raised medians would offer a pedestrian refuge area, as well. Any future bicycle or pedestrian-way improvements along County Road 73 or County Road 5 would be enhanced with improved safety at this intersection. The Hopkins Police Dept agrees that pedestrian safety would be enhanced with the installation of traffic signals. The Hopkins Police and Fire Departments have both stated that the installation of emergency vehicle preemption traffic signals would improve the safety of responding emergency vehicles and/or significantly reduce response time to the Belgrove area (memos are the last 3 pages of SRF report). One downside regarding safety is that vehicle speed will be slightly greater near the intersection. This is of particular concern to those residents living near the intersection. Council Report 97 -190 Page 4 Future Traffic Volume and Roadway Considerations. Perhaps the biggest issue brought up by the Bellgrove Association is that the upgrading of this intersection will increase the likelihood of future upgrades (widening) to the County Roads. The result of these upgrades will be progressively more commuter traffic coming off the principal arterials (metropolitan highway system) and onto these county roads and a general degradation of the neighborhood quality of life. This is a completely understandable concern on the part of the neighborhood and the City. The Metropolitan Council's Transportation Policy Plan (TPP) categorizes CSAH 73 and CSAH 5 as minor arterials. Minor arterials are intended to contribute significantly to regional mobility. In fact, they carry over 25% of vehicle miles traveled within the region, as well as a majority of bus miles. These particular minor arterials are further classified as "relievers ". Relievers are designed to provide direct relief and support for congested principal arterials within the Metropolitan Urban Service Area. However, staff feels that the installation of signals doesn't mean a guarantee of increased traffic. Increased traffic will be as a result of many factors influencing regional transportation, not the presence or absence of signals at this intersection. Other Benefits to the Area. Staff believes that the installation of signals will create longer and safer gaps in traffic along the corridor and allow from easier and safer turns to and from driveways and residential streets. Queue lengths at the intersection would be reduced allowing easier access from driveways and side streets. Bicycle and Pedestrian Facilities. Improvements are needed. Traffic signals won't prevent future bicycle or pedestrian facilities improvements, they will only enhance the safety of them. Council Report 97 -190 Page 5 Property Impacts. The Hopkins residential properties adjacent to the intersection are affected. The Feasibility Report recommended option 4A would widen the existing pavement about 10 feet on the south side County Road 5, disturb the existing boulder landscaping on the southeast corner, and widen the existing pavement about 5 - 7 feet to the east along County Road 73. There could be damage to some mature oak trees on the southeast corner due to pavement extending above the root zones. There is not much additional right of way needed for this option see figure 8A. Of course, residents would be compensated for property or landscaping impacts. Funding and Project Schedule. The estimated cost of the intersection work is $440,650. These costs would be split between the Cities of Hopkins and Minnetonka and Hennepin County. The exact amounts are not known at this time. It is estimated that the Hopkins cost would be in the $70,000 $125,000 range. If the concept were approved, the project would be constructed in 1999 or 2000. Alternatives. 1. Approve the feasibility study and authorize staff to continue working with the City of Minnetonka and Hennepin County on upgrading the intersection per figure 4A. 2. Do not approve the feasibility study recommendations and direct staff to begin a mediated process with project stakeholders. In this process, alternative upgrades to the intersection as well as other issues of safety and pedestrian and bicycle facilities will be explored and considered. 3. Do not approve the study recommendations with no further action ordered. Staff recommends alternative 2. Council Report 97 -190 Page 6 Area 2: 5t" Street North/County Road 73 area Overview. The proposed improvements in this area include realigning Minnetonka Mills Road to form a standard 4- legged intersection with 5 Street North, installing traffic signals, installing raised center medians, adding left -turn lanes and regrading County Road 73 north of 5th Street to lower the existing hill and improve stopping sight distance. The changes will improve traffic flow and safety in this section of County Road 73. Currently, congestion at TH 7 and Minnetonka Mills Road and the close spacing of several intersections and driveways cause traffic movement and safety problems. Impact to Hopkins businesses and residents. These changes have a positive impact as they will improve the access to /from 5 Street North. The owner of MGM Liquor is not opposed to these proposed improvements. The level of service at the intersection will be good enough to preclude a problem with traffic bypassing the 5 Street/County Road 73 intersection by cutting through to County Road 73 or 5 Street North on Robinwood Lane. There is movement on a potential redevelopment of the parking lot located in the northeast quadrant of this intersection. Staff will work with the developers to ensure a compatible design. Funding and Project Schedule. The total estimated cost of these improvements is $478,150. The estimated City of Hopkins cost will be determined through negotiation with the City of Minnetonka. Staff would expect the City's share to be a small percentage of the total cost. The City of Minnetonka had originally hoped for construction in 1998. However, it now appears to be more likely that construction would occur in 1999. Council Report 97 -190 Page 7 Staff Recommendation. Approve concept as shown in figure 2 of the feasibility report. This will authorize staff to continue to work with the City of Minnetonka, Hennepin County and adjacent businesses on the design of these improvements. Staff would seek City Council approval of any future contracts or agreements regarding this project. In addition, City Council would be informed of any changes from this concept design. Area 3: Trunk Hi2hwav 7 and County Road 73 area Overview. The proposed improvements in this area include adding left turn lanes and raised center medians for the County Road 73 legs of this intersection. This, in turn, will allow the existing signal to be upgraded from the current "split phasing" to separate left turn and through movement phases. The plan also calls for eliminating the slip ramp from TH 7 onto the North Service Drive and eliminating the North Service Drive intersection with County Road 73. These changes are necessary to improve the level of service at the intersection, reduce vehicle conflicts along County Road 73 and improve safety. Impact to Hopkins Businesses. There are several impacts. Elimination of the slip ramp and North Service Drive intersection at County Road 73 will affect access to properties located in the northeast quadrant. Also, the proposed concrete median along County Road 73 will prevent southbound left turns into the Union 76 station and MGM Liquor store. There are ongoing redevelopment discussions regarding the Union 76 property and Hopkins House property between the Union 76 business owners and the Hopkins House owners. The results of these discussions may influence the final street design. As it currently stands, the owners of the Union 76 station are opposed to the continuous raised center Council Report 97 -190 Page 8 median on County Road 73. The concept plan also shows that the northernmost driveway at the Town & Country Dodge dealership should be closed. The Town & Country Dodge owners are strongly opposed to this. They are also very concerned that the proposed plan will prohibit them from being able to safely unload vehicle transport trucks on 17 Avenue North as is the current practice. Staff understands both of these concerns and is confident that modifications can be made to the current concept to address these concerns to the satisfaction of the City, County and MnDOT and Town & Country Dodge. Funding and Project Schedule. The estimated total project cost is $334,250. The estimated City of Hopkins cost will be determined through negotiation with Hennepin County and MnDOT. Staff would expect the City's share to be a small percentage of the total cost. Construction of this phase would occur one year after Area 2 improvements are completed. This means the construction would most probably occur in the year 2000. Staff Recommendation. Approve concept as shown in figure 2 of the feasibility report with the exception being that Town & Country Dodge would retain a northern driveway and the ability to safely unload transport trucks from 17 Avenue North. This will authorize staff to continue to work with the City of Minnetonka, Hennepin County, MnDOT and adjacent businesses on the design of these improvements. Staff would seek City Council approval of any future contracts or agreements regarding this project. In addition, City Council would be informed of any changes from this concept design. IMPACT STATEMENT OF PROPOSED IMPROVEMENTS TO HOPKINS CROSSROAD: TOWN & COUNTRY DODGE, INC. TOWN & COUNTRY DODGE, INC. 1710 HIGHWAY 7 HOPKINS MN 1 - HISTORY 1.1 Town and Country Dodge is a good citizen. Both the City of Hopkins and the business have benefited from the relationship. Town & Country Dodge presently employs more than 100 individuals, many of whom are residents of the City of Hopkins. Since 1962, this site has continuously been used as a car dealership. Over the years, Town & Country Dodge has invested hundreds of thousands of dollars on improvements to the building. The dealership is an attractive facility, an asset to the community. Each year, Town & Country has raised thousands of dollars for the Ronald MacDonald House with its Cars for Kids car show. In addition, it is a contributor to many local causes and a sponsor of local athletic teams. Town & Country Dodge is a substantial taxpayer. 2 - TOWN & COUNTRY TRAFFIC VOLUME 2.1 The volume of traffic at Town & Country is heavy. It is estimated that the average daily vehicle count is 700 -800. On a busy day, the count may go as high as 1500. With more than 100 employees, the traffic count is high just for the staff. Parts sales, service, new and used vehicle sales and vendors account for the balance of the traffic. 3 - NEGATIVE IMPACT OF PROPOSAL 3.1 Public Safety Hazard. The proposal calls for closing one (see picture no. 1) of Town & Country's two driveways (see picture no. 2), reducing south bound traffic on 17 St. to one lane and constructing a concrete median. Two driveways are essential for ingress and egress of emergency vehicles. If there is only one driveway, access will be dangerously and unacceptably impaired. Multiple firetrucks and ambulances could not approach the building. Once in the lot, it would be extremely difficult for the emergency vehicles to exit the lot. Similarly, reducing 17 St. to one south bound lane and erecting a median would constrict the flow of emergency vehicle traffic. The proposal, if implemented, may cost lives and property. The liability to the city could be staggering. 3.2 Traffic Bottleneck. Reducing south bound traffic to one lane will cause congestion. Since 1962, vehicle transports have unloaded vehicles on 17t St. between Town & Country's two driveways (see picture no. 3). One to five transports unload each day. At times, there are two transports on location simultaneously. Eliminating the passing lane will cause congestion as vehicles struggle to pass the transport. A minimum of 120 feet is required to unload a transport. Town & Country has only 250 feet of frontage, including its driveways, on 17t St. Reducing the south bound traffic to one lane for even a portion of the 250 feet of frontage will prove dangerous. The addition 70338.bc5 of a concrete median will exacerbate the problem caused by the reduction to one lane. Vehicles will inevitably encroach on the median as their drivers attempt to force a way through the bottleneck and accidents will occur. 3.3 Damage to Town & Country Dodge. The elimination of access to Town & Country which would be caused by the proposed closing of one of only two driveways will be equivalent to a taking of the entire parcel under Minnesota's condemnation law. Town & Country cannot operate a viable business enterprise if public access is reduced by half in the interest of street improvement. Customers will turn away because of the difficulty in entering the dealership lot via the one remaining driveway. The congestion alone will discourage them. Vehicle customers will not wait in line to enter the lot. They will simply drive away. Town & Country will be put out of business by the city's action. The cost to the city and to Town & Country will be extraordinary. Town & Country will be entitled to substantial compensation from the city under Minnesota's condemnation law. 4 - ALTERNATIVES 4.1 Expand County Road 73 and 17' Street on the east side (see picture no. 4). This would permit the addition of left turn lanes without eliminating one south bound lane and the driveway. Much of the eastward expansion would be within highway right of way just as much of the proposed westward expansion is within the right of way (see picture no. 5). 4.2 New Highway 7 Ingress and Egress. If one of Town & Country's driveways is closed, it must be replaced with new access on Highway 7 at the City's expense. Town & Country has substantial frontage on Highway 7. Slip ramps for ingress and egress could be constructed on Highway 7 within the right turn /deceleration lane. 3 0 U › -r4 025 al 3 N 4-1 3 � � O •r E r0 0 aS • -N O - z 0 4 ,0 U • r-I a 0 O 4..) U • 0 a) a) W 1-4 -6-� CO , Q N O •,. U N �s U) N 0 U 3 � O E-+ 4J (1) z 0 m 0 0 • U) � a) O 3 U 3 0 O 0 H r 4) a) a) O z a) • 4 • 4J 0 U r- 124 cd a) a) z Memorandum To: Steve Mielke, City Manager Copy: Earl Johnson, Chief of Police From: Jim Liddy Date: 10/6/97 Subject: Accident Data - Co. Rd. 73 & Co. Rd. 5 POLICE DEPARTMENT Further examination of our record data gives the following statistics for motor vehicle accidents for the period Jan. 1, 1992 through April, 1997. All of the accidents included in these totals are directly related to the above intersection. The numbers given are for the total numbers of accidents, both personal injury and property damage only. The figures do not include any vehicle /deer accidents or other vehicle accidents which had no relationship to the intersection in question. The figures include only those accidents which occurred in the Hopkins portion of the intersection. 1992 1993 1994 1995 1996 1997 7 3 3 1 4 2 In addition to the above, there were 3 additional intersection related accidents which probably would have occurred regardless of whether the intersection was controlled by stop signs or semaphores. These were: 1993 - Accident involving a driver who had a seizure and struck another vehicle. 1993 - Rear end accident caused by a drunk driver. 1996 - Accident reported by the public but no one was there upon police arrival. Whether there was an actual accident is not known. The Minnetonka Police Department was contacted and asked to provide similar data for accidents occurring in their portion of the intersection. The police captain reported that, because Mtka does not do accident reports on property damage accidents - only assist the drivers with information exchange - they do not capture the same type of data as does our records system and therefore are unable to provide statistical information broken down as ours is. Minnetonka information only provides numbers, not even whether an accident is intersection related. From a strict safety aspect, relative to the number of accidents occurring in the Hopkins portion of the intersection and without similar data from Minnetonka, Hopkins Police Department staff does not believe that the intersection is more "dangerous" than other stop sign controlled intersections of similar traffic volume. Police Department staff comments do not address the traffic congestion and flow issues. The County Road 73 feasibility study created by the SRF Consulting Group, Inc. includes opinions on both the anticipated number of accidents at a signalized intersection and the severity of the anticipated accidents. The study (page 25) anticipates that accidents would be reduced to less than 1/2 of their current number. Police Department staff does not agree or disagree with the study's findings. The study also suggests that the severity of the accidents which do occur would be less at a signalized intersection. The opinion of Hopkins Police Department staff, although not based on any scientific studies, would suggest the opposite. In the current 4 way stop configuration of the intersection, in instances of right angle accidents, both involved vehicles would tend to be going at relatively low speeds (assuming that one vehicle di not completely disregard the stop sign). If the intersection was controlled by traffic signals, it is likely that, in right angle accidents, or in instances of one vehicle turning left in front of oncoming traffic, the speed of at least one of the vehicles involved would be considerably greater thus resulting in a likelihood of more severe injuries. Police Department staff does believe that the installation of traffic signals at this intersection would benefit pedestrians and bicyclists who are attempting to cross the intersection. While none of the above reported accidents have involved cyclists or pedestrians, it is often difficult for them, particularly children, to cross the road without having to wait for a long period of time and dodge cars coming from all directions. We believe pedestrian and bicycle safety would be enhanced with installation of the signals. Department staff is not against upgrading this intersection. In fact, staff recognizes that current residential and business construction trends in the area, with the resultant increase in traffic, probably make this project necessary, if not now, in the near future. SRF Transportation • Civil • Structural • Environmental • Planning • Traffic • Landscape Architecture • Parking Steve Stadler, City of Hopkins Lee Gustafson, City of Minnetonka TO: FROM: Tim Phenow, P.E. DATE: October 15, 1997 CONSULTING GROUP, INC. MEETING MINUTES FROM PUBLIC INFORMATION MEETING SEPTEMBER 30, 1997 HOPKINS HIGH SCHOOL SUBJECT: CSAH 73 (TH 7 TO MINNETONKA BOULEVARD) SRF No. 0962564 A public meeting was held for residents of Hopkins to discuss the proposed improvements on County Road 73 from TH 7 to County Road 5 (Minnetonka Boulevard). The meeting was broken into two segments: the first discussing the proposed County Road 73/Minnetonka Boulevard intersection improvements and the second discussing County Road 73 improvements from south of TH 7 to north of Minnetonka Mills Road. Introductions and a brief overview were made by Steve Stadler, Hopkins Public Works Director. A brief presentation was made by David Juliff of SRF Consulting Group, Inc. to describe the proposed improvements, and additional comments were made by Dennis Eyler, SRF, on accident data, level of service and safety issues related to the proposed signal improvements. The following is a summary of comments or questions raised on the improvements of the County Road 73 /County Road 5 intersection: Concern was raised that the final SRF report was not made available prior to the meeting (Steve responded that the report had just been finalized September 29). Comment noted SRF fees paid by both the Cities of Minnetonka and Hopkins. One Carlson Parkway North, Suite 150, Minneapolis, MN 55447 -4443 Telephone (612) 475 -0010 • Fax (612) 475 -2429 • http://www.srfconsulting.com An Equal Opportunity Employer CSAH 73 Meeting Minutes 2 - October 15, 1997 Comment was made that roadways are "legally" two -lane roadways that have usurped the bikeway and shoulders. Much of the traffic on County Road 73 and Minnetonka Boulevard (MB) should be on TH 169. Why improve these roads? TH 169 should be improved. (Steve Stadler responded that these County roads are considered "relievers." Tom Johnson, Hennepin County, responded that these are considered arterials that are intended to carry longer intercity trips.) Do City residents have to track every development project that comes in to make sure traffic impacts are addressed? Residents of the northeast quadrant indicated that their area includes 17 percent of Minnetonka's population and they are prepared to boycott Hopkin's businesses with an estimated impact of several million dollars per year if nothing is done to improve this intersection. Concern that nothing has been done to improve safety in this area. What is the cost of the project? (Steve responded approximately $400,000 for this intersection improvement, not including right -of -way or easement costs.) A question was raised as to where the accident data came from and its validity because of errors in coding or double coding. (Dennis Eyler responded that data came from a letter to Judge Anderson from the Hopkins Police Department. Eyler also commented that regardless of how accurate the data is, the intersection is number one on Hennepin County's priority list for improvements based on accidents and the volume of traffic.) A resident related an incident where a child on a bike tried to cross and couldn't. A car finally stopped in the middle of the intersection and the driver got out and stopped traffic in all directions until the bicyclist crossed the street. If a signal is put in, will that force the widening of Minnetonka Boulevard (Tom Johnson stated that the County has no plans for improvement of County Road 5). If traffic doubled after a signal was installed, would County Road 5 need to be widened? Comment to Tom Johnson that he ". . . is new with Hennepin County" and nothing has been done with County Road 5 for a number of years — waiting for "major improvement" — of County Road 5. A question was raised about overlaying County Road 5. (Steve will follow up with the County to find out if County Road 5 can be overlaid by the County). CSAH 73 Meeting Minutes - 3 October 15, 1997 A comment was made about the lack of bike paths. Need to remember neighborhoods, bikes and pedestrians. "No profound vision." Who is looking at what things are going to look like in 20 years? Can the County make an improvement such as this without public input or meetings such as this? (Tom Johnson: Absolutely not. The County would get concurrence from the cities or the project does not happen.) A Council meeting to receive the report and discuss the recommended improvements is scheduled for October 21, 1997. The resident in the northeast quadrant of the intersection stated that the proposed roadway improvement will come within 4 feet of his pool deck. How much has the "government" spent to study this intersection? A 14- year -old resident stated that she is afraid to cross streets at this intersection. People get so frustrated with four -way stops — they are not aware of pedestrians and bicyclists. What is the City policy on maintaining the integrity of neighborhoods (Steve Stadler stated that the City puts it high on the list.) A resident commented that it is just as difficult to cross at a signalized intersection as it is at a four -way stop intersection. The City of Minnetonka paid most of the cost of the Study. Consultant couldn't possibly have come up with a different conclusion. A resident commented that he knows a Hopkins business person living in Plymouth who says he uses County Road 73 because it is faster than TH 169. A Belgrove resident stated he is an owner and stakeholder and he does not think a signal will destroy the neighborhood. Safety is the primary issue and the growing traffic cannot be ignored. A resident commented that the report says that speeds will increase, volumes will increase, accidents will not decrease and severity will increase. Plans and drawings should show the structures, wetlands and vegetation on the Hopkins side. A resident asked about the procedure and asked for another meeting with the Council. The resident didn't know the Consultant would prepare a third( ?) report. The residents have not had time to review and prepare their own report to the Council. CSAH 73 Meeting Minutes 4 - October 15, 1997 The following comments or questions were raised during the discussion of the improvements of County Road 73 from south of TH 7 to north of Minnetonka Mills Road. A representative of Town and Country Dodge commented: - does not oppose left -turn lanes on County Road 73 and 17th Street at TH 7 – design creates problems for Town and Country Dodge – there are alternatives: 1) expand the roadway to the east; and 2) provide right- in/right -out off TH 7 – plan creates safety concerns; the traffic flow into and out of dealership is similar to the neighborhood and need two -ways in and out – a proposal to eliminate the north driveway does not work – reducing southbound lanes from two to one does not work – transports are unloaded on 17th Street — transport is 60 feet long and needs 60 feet behind for room to unload – reducing to one driveway makes it difficult for customers to get in and will be an economic impact to businesses and will be loss all around to the City, employees and business – the slip ramp proposed is different than the issue east of County Road 73, as it would enter business rather than City street. – reducing to one driveway also creates major concern for emergency vehicle ingress /egress. A Union 76 Station representative indicated that they have a problem with traffic "blowing through" the service station. Closing the slip ramp and frontage road will kill businesses in the northeast quadrant. The project could significantly reduce property values. A resident commented that the project results in punitive damages to Hopkins businesses in the northeast quadrant. TDP /smf (Steve Stadler stated that the City will look at keeping two driveways open, but shifting the north driveway to the south. He does not know yet if the road can be shifted to the east sufficiently, but will look at it.) W ac a a a ' cli 11 3, • 1W138 1111111111 161111Wilill ontwitme...... 1 • • • MIN■ ( .4 lOr / 0 BLVD. C.S.A.H. 5 (MINNETONKA ° 1 ) 01\("L ossc. \ \. / cr -- 1 L a Q { 0 'Cr C S (M1NNE 0 \ � J Q) q.H.S � N \ 1c \ 0 1 `L \ OBSC. /k 1 ,r �..,. _ J " r " \ . N o 0 0 1 0 0 {I i 0 W J � o • 0 e 1 .��� ) - • � � ��J L / __;_,_, , 1/4„ 1/4. ,1-- ,, ) r ,--1 I -1), _,{ „ , , ,,, ,_. r 11 [ 1 \ IN L „all I 1 lc t � Ar�rr \ N I r� MAO S a i 1 t i 3NtWl OOOMN18o2i 1 - J � --- j 1 J -- �= tldo8 31b'n 1716113 1 tto _D 2 413 5490 601 t PP .9 11615095 1 01 0 01 0 CD .P CC 1L Peds 2 r CSAH 73 2 to 221 8913 Tt C1 03 0) C1 0) CO 41 4755 1 2, 4MP _ «• 28 A 9 8 1605 5022 921 t71 01 11918968 tD ill 0 N ` C 0 c , - o 3 �° CD ? .om 5 cn to CA _ cc• 5 9 N a n - D 0 O 3 0 0 R . b N W 01 Q) CD C. iN W N 0 0 cn Vr V/ E Z — Z `‹ 1 0J1 " Z w 0 .