HomeMy WebLinkAbout2022/08/22 - ADMIN - Agenda Packets - City Council - Study Session AGENDA
AUGUST 22, 2022
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meeting or study session.
6:30 p.m. STUDY SESSION – council chambers
Discussion items
1. 90 min. 2023 budget and preliminary levy discussion
5 min. Communications/updates (verbal)
Written reports
2. July 2022 monthly financial report
3. Citywide crash analysis
4. MnDOT – Highway 7 Road Safety Audit
The agenda is posted on Fridays on the official city bulletin board in the lobby of city hall and on the text display on
civic TV cable channel 17. The agenda and full packet are available after noon on Friday on the city’s website.
If you need special accommodations or have questions about the meeting, please call 952.924.2505.
Meeting: Study session
Meeting date: August 22, 2022
Discussion item: 1
Executive Summary
Title: 2023 budget and preliminary levy discussion
Recommended action: No formal action required. This report is to assist with the study session
discussion.
Policy consideration:
• Does the council wish to continue its prior policy direction of allocating $2 million of
American Rescue Plan Act (ARPA) funding over three years to offset general fund costs
and reduce the levy impact?
• Given current financial realities, is the council supportive of passing a preliminary
general levy increase of 8%, with the intention of continuing to work toward lowering
the percentage?
Summary: Staff has prepared a preliminary budget recommendation for 2023 based on prior
council direction, estimated revenues and expenses, and city priorities. Key facets include: a
housing and redevelopment authority (HRA) and economic development authority (EDA) levy
along with the general levy, sustaining operational service levels, transferring some capital
expenses to future years, and offsetting some general fund costs with ARPA dollars. Staff
continues to refine the plan and seek ways to maximize the public dollar while advancing city
priorities, ensuring financial sustainability of the organization and community, and maintaining
the city’s obligations as an employer.
The levy increase estimates included in this report are half of initial projections. Staff
recommends a preliminary general levy increase of 8%, although the current estimate of
general levy needed is closer to 7%. However, setting the preliminary general levy at 8% would
preserve flexibility to adapt in the coming months and give council an opportunity to consider
the addition of additional city priorities into the final budget. Staff also recommends continuing
the practice of passing a maximum HRA levy and a 0% increase on the EDA levy.
Financial or budget considerations: Details regarding 2023 financials are included in this report.
Strategic priority consideration: All strategic priorities are considered in the budget process.
Supporting documents: Discussion
Appendix A
Prepared by: Melanie Schmitt, finance director
Approved by: Kim Keller, city manager
Study session meeting of August 22, 2022 (Item No. 1) Page 2
Title: 2023 budget and preliminary levy discussion
Discussion
Background
The city’s Long Range Financial Management Plan (LRFMP) assists in setting property tax levies
and managing debt, fees, utility rates and budgets. Each year, the city follows and updates its
LRFMP by passing an annual budget.
The purpose of this report and discussion is to share a 2023 budget update with council and
ensure staff efforts are in line with council expectations. Pillars to shape the draft 2023 budget
include council priorities, financial sustainability of the organization and community, and
responsibilities as an employer. Staff continues to refine all facets of the draft 2023 budget. This
report outlines the current state of our budget assumptions, budget estimates, capital plan, and
fund balances and includes recommendations for moving forward.
2023 Budget context
Legislative directives:
• No levy limits are in place for 2023.
• Under current law and related formulas, St. Louis Park is not eligible for Local
Government Aid (LGA) in 2023. The last year the city received LGA was 2020, in the
amount of $267,271.
Property taxes in general: When determining the property tax levy, the council should provide
direction to staff on the desired level of services, programs and capital improvements it wishes
to see. An estimated property tax levy is an outcome of that direction. If the amount needed is
higher than the council is comfortable with, adjustments are made to the level of services,
programs and/or capital improvements to achieve the desired amount.
In general, the approach noted above has been successfully used in past years. For the 2023
budget, inflation is causing higher-than-normal increases in most areas of the budget.
Preliminary numbers showed a 14.5% general levy increase due to rising costs for projects,
supplies and services. Staff have worked hard to reduce this to the currently estimated final 7%
levy increase with a recommended preliminary levy of 8%, while still meeting the city’s fiduciary
responsibilities and remaining true to city values and priorities. It is recommended that the
council provide policy direction on the preliminary levy increase. Meanwhile, staff will continue
to work to make cuts to the budget as well as strategically spend fund balance.
Trends in valuations and possible property tax implications: For the 2022 assessment, St. Louis
Park’s taxable market value is estimated at $9,299,365,930 per Hennepin County as of July 1,
2022. This represents an approximate 10.5% increase from the city’s 2021 taxable market
value. This is not the final value; a slight change is anticipated in the future. The city’s median
value home has increased from $330,250 in 2022 to $371,800 in 2023, equating to a 12.5%
increase. Using the preliminary figures from the county as a model, estimated tax impacts for a
median single-family home ($371,800 market value) are as follows:
• 7% levy increase, estimated annual city tax increase $175.93
• 8% levy increase, estimated annual city tax increase $190.81
*See appendix A for additional tax impact estimates to residential, apartment and
commercial/industrial properties
Study session meeting of August 22, 2022 (Item No. 1) Page 3
Title: 2023 budget and preliminary levy discussion
2023 cost assumptions and conditions
Operational costs: The city manager and department heads continually review city services to
make sure the city’s foundation continues to be strong and focus remains on providing a high
level of quality and responsive services. The highest cost increases in 2023 are for contract
services, fuel and utilities. This is due to inflation and is largely out of the city’s control.
Capital Improvement Plan (CIP): This information is regularly updated in the LRFMP as work
continues on the 2023 budget. Finance has analyzed the results and offered recommendations
to ensure long-term sustainability in funds. This work continues to be refined and details are
scheduled to be included in a report to council at an upcoming study session. Highlighted items
included in the capital plan for 2023 include:
• Broadcast upgrade, includes council chambers ($250,000)
• Self-contained breathing apparatus replacement for fire ($375,000)
• Webster Park construction ($490,000)
• Aquila Park tennis court reconstruction ($250,000)
• Alley paving ($755,000)
Staffing costs: Funds for staffing are the largest expenditure of the city’s operating budget. In
building the 2023 budget recommendations, staff is using a cost-of-living wage adjustment
assumption of 3%. The preliminary budget will provide for movement through pay plan
steps/range and if market adjustment is needed. All six union contracts are settled for 2023.
While the total amount is high when compared with other costs, the percentage increase
(6.11%) is in line with historical averages, especially given the contract negotiations that
occurred this year.
PERA Coordinated Plan: Statute guides this expense, with employees contributing 6.5% of their
salary and employers contributing 7.5% of salary in 2022. PERA has not yet released
information for 2023 but it’s anticipated contributions will remain the same in 2023.
PERA Police and Fire: The employee contribution of 11.8% and employer contribution of 17.7%
in 2022 is anticipated to also be required in 2023.
Benefits: The HealthPartners quote for 2023 ensures renewal will not exceed a 9% increase.
City staff has been told that final number renewal costs will be available by the end of August.
There will be a 0% increase in all other benefits.
Liability Insurance: For 2023, there is an estimated 5% increase in the liability insurance for the
city. Renewal takes place in September; the budget will be adjusted to actual at that time.
Worker’s Compensation Insurance: Like other Minnesota cities, St. Louis Park’s worker’s
compensation insurance increased 30% for 2022-2023 due to an increase in claims statewide.
These rates are not within the city’s control.
Study session meeting of August 22, 2022 (Item No. 1) Page 4
Title: 2023 budget and preliminary levy discussion
2023 revenue assumptions and fund balance conditions
2022 American Rescue Plan Act (ARPA) funds: $2 million of ARPA funding is being programmed
toward expense over the next several years which will mitigate the increase to the levy. The
dollars are spread out over a number of years to smooth the curve until the city’s debt
obligations trend downward. Council originally directed staff to dedicate $2.5 million toward
levy relief but was reduced to fund the Minnetonka Boulevard watermain break program.
Utility funds: The city operates various utilities and related funds, including water, sanitary
sewer, storm sewer and solid waste. The operational and capital needs for these utilities are
funded by revenues collected through utility bills paid by users. As in previous years, all utility
funds will be presented during the budget process, along with a review of rates in accordance
with the city’s LRFMP. Staff is in the process of reviewing the utility funds and evaluating rates
in conjunction with short and long term operational and capital needs and cash balances. A
discussion of the utility rates is scheduled for the October 3 study session.
Fees, charges, and other revenues: Staff will continue to review current fee data based on cost
analyses and other communities before making recommendations for the 2023 fee schedules
for the council to consider at the October 3 study session.
2023 draft levy recommendations
The city has three different property tax levies: the general levy, the housing redevelopment
authority (HRA) levy, and the economic development authority (EDA) levy.
General levy: The city’s general levy funds city operations, capital, and debt repayment. During
the 2022 budget process, staff projected the 2023 general levy at a 7.5% increase. As noted
earlier in this report, due to changing conditions, initial work showed a potential needed
increase of 14.5%. Staff has worked hard to trim costs while still holding true to city priorities.
Work continues; the chart below shows the preliminary increase as of the writing of this report.
Some initiatives council has expressed interest in funding could not be included in the draft
2023 budget. Those initiatives are outlined later in this report.
City of St. Louis Park Property Tax Levy History
2022 Final 2023 Proposed GENERAL LEVIES
General Fund 30,532,470 32,050,839
Total other levies 2,585,240 2,656,142
TOTAL GENERAL LEVIES 33,117,710 34,706,981
TOTAL DEBT LEVY 5,248,040 6,360,186
TOTAL LEVY 38,365,750 41,067,167
Increase in Net Levy 5.588% 7.041%
The budget as outlined in this report projects a 7% levy increase. This percentage increase is
similar to many other cities in the Twin Cities. As usual, staff recommends a higher preliminary
levy (8%) to provide the council and staff flexibility over the coming months as conditions
Includes $700,000
of ARPA monies
being used.
Study session meeting of August 22, 2022 (Item No. 1) Page 5
Title: 2023 budget and preliminary levy discussion
continue to evolve and to recognize that there are still a number of assumptions built into the
budget. The final levy may be lower than that passed as the preliminary levy, but not increased.
HRA property tax levy: Since the city/EDA established this levy in 2001, the maximum dollar
amount allowed under state law has been levied each year. Beginning with the 2021 HRA levy,
council directed staff to allocate the bulk of the dollars into the recently created Affordable
Housing Trust Fund, with the remainder funding associated salaries. The Affordable Housing
Trust Fund has a fund balance of $4,123,796 as of December 31, 2021. For 2023, staff
recommends the full amount be levied and a portion ($355,443) of the HRA levy fund housing
staff salaries. The draft 2023 budget also directs an additional $300,000 of HRA levy toward the
low-income deferred housing program, for which there is a years-long waiting list. This program
offers loans to low-income homeowners to make needed repairs and address deferred
maintenance. The maximum HRA levy allowed for 2023 is estimated to be $1.582 million.
EDA property tax levy: The city/EDA established this levy in 2021 with a dollar amount of
$500,000. In 2022, the funds were directed to offset a portion of salaries related to
development fund activities, freeing up monies for climate investment activities. Given the
current fund balance in the climate investment fund, discussed later in this report, staff
recommends keeping the EDA levy at $500,000 for 2023, with all levy applied to salary expense.
“All-inclusive” city levy: In the past, an “all-inclusive” city levy number has been requested with
the goal of transparency for taxpayers. As shown below – assuming a 7% general levy increase,
maximum HRA levy, and 0% EDA levy increase – the “all-inclusive” levy increase for the city’s
portion of property taxes is estimated to be 6.83%. If council adopts a preliminary general levy
at 8%, the preliminary “all-inclusive” increase would be 7.76%. This is the change in the total
amount levied; each property’s individual property tax impact will be different. To be consistent
with neighboring cities and generally accepted practice, staff recommends following past
practice of clearly identifying the different levies but not bundling them into a single number.
Bundling could be especially confusing this year, since the “all inclusive” increase is lower than
the general levy increase.
City of St. Louis Park Property Tax Levy History
2022 2023 (7%) 2023 (8%)
LEVIES Final Proposed prelim. levy
General Levy 33,117,710 34,706,981 35,072,981
Debt Levy 5,248,040 6,360,186 6,360,186
TOTAL GENERAL LEVIES 38,365,750 41,067,167 41,433,167
HRA Levy 1,517,799 1,582,696 1,582,696
EDA Levy 500,000 500,000 500,000
TOTAL LEVIES 40,383,549 43,149,863 43,515,863
Increase in Net Levy 6.85% 7.76%
Unfunded projects
Study session meeting of August 22, 2022 (Item No. 1) Page 6
Title: 2023 budget and preliminary levy discussion
As mentioned above, council has expressed interest in projects and improvements to advance
city priorities that could not be incorporated into the draft 2023 budget. Those items, along
with an unfunded staff priority, are listed below. Staff continues to work to incorporate the
expenses below, while also recognizing the real impact of property taxes on property owners.
These items include:
• Bollards on bikeways ($421,840)
• Connect the Park bike counts ($405,000)
• Municipal parking lot study ($50,000)
• Staff priority: Fire cadet program ($98,000)
A peek behind the curtain
Moving down from an estimated 14.5% general levy increase to just over a 7% general levy
increase included significant work by staff to ensure public funds and staffing resources are
maximized and wise financial decisions are being made for current and future property
taxpayers. Below are some important changes made during the process.
General Fund: The general fund levy started at $33.5 million. Staff spent time refining both
revenue and expense projections, including anticipated permit revenue and fuel costs and
allocating ARPA dollars toward the general fund as directed by council. Additionally,
leadership across the city reconfigured vacant positions to more strategically meet city
needs while not asking for additional staff, and closely reviewed expense budgets to actuals.
At this point, the general fund does not include any new programming or additional full-
time employees.
General Fund balance: As of December 31, 2021, there is an unassigned fund balance of
$21,928,316 which is 49% of the total subsequent year expenditures in the general fund.
The target fund balance is 45% of subsequent year expense. This leaves $2 million
unassigned. Of the $2 million, $1 million has been assigned to the watermain break
program, leaving $1 million dollars of fund balance to assign. Historically, staff has
recommended fund balance transfers for council to approve which fill gaps created by
unanticipated expenses and underbudgeted items. Staff plans to continue this practice for
the 2023 budget as well as to identify projects that can be pulled in from both the list of
unfunded projects and capital projects that have been delayed or changed.
Vehicles and Equipment Fund: This fund started with $2.34 million in expense and is now at
$1.97 million. To accomplish this, staff moved several pieces of equipment out to 2024
including:
• Two floor scrubbers ($46,292)
• Idle device for fire truck ($57,680)
• Shuttle van-police ($105,060)
In addition to the above equipment changes, staff also changed the pelican street sweeper
replacement from an all-electric machine to gas. Doing this saved $207,000 as the cost for
an electric sweeper is twice as much as a gas one. Staff will continue to price out electric
sweepers in the future when additional replacements are needed.
Study session meeting of August 22, 2022 (Item No. 1) Page 7
Title: 2023 budget and preliminary levy discussion
The vehicle and equipment fund has around $1 million dollar fund balance. This is in line
with the city’s fund balance policy and covers 50% of expenditures. Some of the fund
balance is encumbered for purchases already made. For these reasons it is not
recommended to use fund balance for 2023 expense.
Building Fund: The building fund started out needing a $1.1 million dollar levy. As of the
writing of this report, the expense was reduced by $450,000. Two projects were moved to
2024 to accomplish this:
• Fire station 2 decontamination laundry ($275,000)
• Fire station 1 rooftop solar ($175,000)
The building fund has a small fund balance of $150,000; not enough to use for 2023
projects.
Technology Equipment Fund: This fund started with a $1.4 million levy which was reduced
to $1 million by using fund balance. This is a financially sound decision because of the
healthy fund balance ($1.9 million as of December 31, 2021) within the fund. Total expense
for the fund is around $2 million a year with other funding sources supplementing the fund.
Parks levy: Staff recommends leaving the parks levy flat and using fund balance for 2023
projects above the levy amount. The parks fund has a healthy fund balance of $2.4 million
due to difficulty hiring contractors during the pandemic. It is anticipated that a large portion
of the fund balance will be used when once these projects are caught up.
Climate Investment Fund: Staff expects this fund to have around $700,000 fund balance at
the end of 2022 with an expense budget of $185,600. For this reason, staff recommends not
transferring levy to the climate investment fund in 2023 and instead using monies
generated by the EDA levy for salaries.
Next steps: The council and EDA will meet to adopt preliminary 2023 levies on September 19,
2022, for the city, HRA, and EDA. The preliminary property tax levies that are adopted will then
be used to determine the preliminary property taxes on the Truth in Taxation statements that
Hennepin County mails out in November to all property owners.
Between now and September 19, staff will continue to refine budget numbers based on
direction given in the August 22 study session, including identifying any projects that can be
pulled in from both the list of unfunded projects and capital projects that have been delayed or
changed.
Study session meeting of August 22, 2022 (Item No. 1) Page 8
Title: 2023 budget and preliminary levy discussion
Appendix A
Estimates for tax impact: all levies
Residential
8% general increase, HRA,
EDA
Assessed Market
Value Val. Estimated $
2021 For 2022 For % 2023 Change
Pay 2022 Pay 2023 Change all City tax Annual
255,700 287,000 12.2% 1,245.33 149.76
299,600 331,300 10.6% 1,462.14 151.08
330,250 371,800 12.6% 1,660.34 198.84
382,100 423,300 10.8% 1,908.72 192.70
527,050 586,950 11.4% 2,646.64 262.79
Apartment
Per Unit 8% increase, HRA, EDA
2021 For 2022 For Estimated $
Pay 2022 Pay 2023 2023 Change
Median unit
value Median unit value
all City
tax
Annual
Class A 265,000 281,071 1,517 37
Class B 177,000 192,192 1,037 49
Class C 103,083 117,000 632 56
Commercial/Industrial
8% increase, HRA, EDA
2021 For 2022 For Estimated $
Pay 2022 Pay 2023 2023 Change
Median
value Median value
all City
tax Annual
Commercial 637,000 641,000 3,500 (69)
Industrial 1,093,000 1,205,500 6,709 717
Meeting: Study session
Meeting date: August 22, 2022
Written report: 2
Executive s ummary
Title: July 2022 monthly financial report
Recommended action: No action is required.
Policy consideration: Monthly financial reporting is part of our financial management policies.
Summary: The monthly financial report provides an overview of general fund revenues and
departmental expenditures comparing them to budget throughout the year.
Financial or budget considerations: Expenditures should generally be at 58% of the annual
budget at the end of July. General fund expenditures are 4% under at approximately 54% of
budget. Revenues tend to be harder to measure in the same way since they aren’t spread as
evenly during the year, examples of which include property taxes and State aid payments. A
summary of revenues and departmental expenditures compared to budget is included with a
few variance comments provided below.
License and permit revenues are at 91% of the annual budget in July. Commercial permits
issued through July include Beltline Residences and Risor Apartments, and the permits for Rise
on 7 and Arbor House/Wooddale Avenue Apartments are being issued in August. Other
applications that have been submitted but permits not yet issued include The Mera (formerly
Platia Place) and Beltline Station.
The other income that is at 189% of budget is primarily private activity revenue bond fees. This
fee is now collected as a lump sum upfront rather than over the life of the bonds and includes
Rise on 7, Beltline and Arbor House.
Most department expenditures continue to be at or under budget. Organized recreation shows
a temporary overage from the full payment of the annual community education contribution of
$187,400 to the school district early in the year. The rec center has a small seasonal variance
that is normal during the pool season due to temporary staffing costs and supplies. The
engineering variance is due to the portion of staff hours that have been allocated to capital
project funds.
Strategic priority consideration: Not applicable.
Supporting documents: Summary of revenues and departmental expenditures – General Fund
Prepared by: Darla Monson, accountant
Reviewed by: Melanie Schmitt, finance director
Approved by: Kim Keller, city manager
Summary of Revenues & Departmental Expenditures - General Fund As of July 31, 202220222022202020202021202120222022Balance YTD Budget Budget Audited Budget Audited Budget YTD Jul Remaining to Actual %General Fund Revenues: General Property Taxes28,393,728$ 28,635,694$ 29,601,811$ 29,446,907$ 30,532,470$ 16,131,211$ 14,401,259$ 52.83% Licenses and Permits4,660,811 5,294,310 4,621,829 4,997,980 4,750,604 4,307,312 443,292 90.67% Fines & Forfeits280,000 126,192 231,000 150,965 231,000 65,988 165,012 28.57% Intergovernmental1,760,082 2,061,267 1,661,549 1,773,949 1,748,770 862,396 886,374 49.31% Charges for Services2,273,824 1,600,806 2,013,834 2,278,004 2,284,483 1,584,117 700,366 69.34% Rents & Other Miscellaneous1,456,102 1,201,119 1,499,091 1,472,637 1,589,934 1,037,907 552,027 65.28% Transfers In2,038,338 2,049,976 2,055,017 2,054,819 2,198,477 1,220,903 977,574 55.53% Investment Earnings 210,000 486,468 200,000 (314,347) 200,000 71,215 128,785 35.61% Other Income621,280 3,442,900 593,300 606,695 526,829 993,939 (467,110) 188.66% Use of Fund Balance25,000 250,000 250,000 Total General Fund Revenues41,694,165$ 44,898,732$ 42,502,431$ 42,467,610$ 44,312,567$ 26,274,988$ 18,037,579$ 59.29%General Fund Expenditures: General Government: Administration 1,868,599$ 1,472,421$ 1,617,882$ 1,362,006$ 2,010,605$ 657,518$ 1,353,087$ 32.70% Finance 1,124,045 1,194,828 1,129,591 1,190,180 1,178,516 606,760 571,756 51.49% Assessing 808,171 792,277 798,244 767,705 821,530 464,836 356,694 56.58% Human Resources 823,209 796,088 837,736 823,448 882,849 384,966 497,883 43.60% Community Development 1,571,894 1,536,657 1,576,323 1,443,624 1,606,474 838,673 767,801 52.21% Facilities Maintenance 1,265,337 1,246,439 1,349,365 1,413,873 1,407,116 832,257 574,859 59.15% Information Resources 1,709,255 1,596,487 1,683,216 1,650,478 1,622,619 657,489 965,130 40.52% Communications & Marketing 828,004 710,334 970,934 807,217 974,064 578,113 395,951 59.35%Total General Government9,998,514$ 9,345,531$ 9,963,291$ 9,458,531$ 10,503,773$ 5,020,612$ 5,483,161$ 47.80% Public Safety: Police 10,853,821$ 10,611,141$ 11,307,863$ 11,347,597$ 11,846,760$ 6,611,716$ 5,235,044$ 55.81% Fire Protection 5,040,703 4,764,337 4,998,636 5,066,383 5,364,179 3,101,854 2,262,325 57.83% Building 2,696,585 2,321,664 2,571,968 2,493,832 2,712,400 1,552,806 1,159,594 57.25%Total Public Safety18,591,109$ 17,697,142$ 18,878,467$ 18,907,812$ 19,923,339$ 11,266,376$ 8,656,963$ 56.55% Operations: Public Works Administration 273,318$ 216,899$ 249,256$ 239,575$ 255,766$ 134,091$ 121,675$ 52.43% Public Works Operations 3,331,966 3,168,538 3,285,820 2,957,465 3,523,669 1,797,677 1,725,992 51.02% Vehicle Maintenance 1,278,827 1,207,998 1,303,159 1,259,534 1,368,929 788,813 580,116 57.62% Engineering 551,285 531,801 523,547 655,722 556,115 384,897 171,218 69.21%Total Operations5,435,396$ 5,125,236$ 5,361,782$ 5,112,296$ 5,704,479$ 3,105,479$ 2,599,000$ 54.44% Parks and Recreation: Organized Recreation 1,637,002 1,369,309 1,639,358 1,516,192 1,769,060 1,122,718 646,342 63.46% Recreation Center 2,061,394 1,864,459 2,082,697 2,198,272 2,274,043 1,379,555 894,488 60.67% Park Maintenance 1,906,363 1,802,534 1,916,643 1,857,392 2,034,509 1,181,990 852,519 58.10% Westwood Nature Center 748,683 606,378 736,515 652,505 794,170 431,528 362,642 54.34% Natural Resources 504,143 433,362 496,497 412,015 612,110 341,857 270,253 55.85%Total Parks and Recreation6,857,585$ 6,076,042$ 6,871,710$ 6,636,376$ 7,483,892$ 4,457,648$ 3,026,244$ 59.56% Other Depts and Non-Departmental: Racial Equity and Inclusion 314,077$ 272,994$ 341,293$ 185,280$ 292,194$ 48,402$ 243,792$ 16.56% Sustainability497,484 244,655 432,043 297,217 404,890 211,244 193,646 52.17% Transfers Out4,878,845 4,878,845 Contingency and Other144,860 225,000 Total Other Depts and Non-Departmental811,561$ 662,509$ 5,877,181$ 5,361,342$ 697,084$ 259,646$ 437,438$ 37.25%Total General Fund Expenditures41,694,165$ 38,906,460$ 46,952,431$ 45,476,356$ 44,312,567$ 24,109,761$ 20,202,806$ 54.41%Study session meeting of August 22, 2022 (Item No. 2) Title: July 2022 monthly financial reportPage 2
Meeting: Study session
Meeting date: August 22, 2022
Written report: 3
Executive s ummary
Title: Citywide crash analysis
Recommended action: The purpose of this report is to provide the council the background on
this topic and an update on a grant application.
Policy consideration: Does the city council support the development of a Comprehensive Safety
Action Plan for transportation?
Summary: Staff hired Spack Solutions to complete a citywide crash analysis in 2019. The
analysis reviewed crash data from 2017-2019 and the final report was completed in early 2020.
This analysis was done to better understand roadway safety in our city, identify locations that
could benefit from traffic management improvements, and establish a baseline understanding
of crashes.
The data in the report has been helpful for staff and used to inform construction projects. Staff
now recommends moving forward with an update in the form of a comprehensive safety action
plan. There are grant funds available as a part of the Federal Bipartisan Infrastructure Law (BIL)
that would assist with developing this plan; staff is working on an application to be submitted in
September.
Financial or budget considerations: The cost to complete a comprehensive safety action plan is
estimated to be $100,000. The Safe Streets for All planning grant would cover 80% of this cost,
and the remaining 20% will come out of the 2023 engineering operating budget.
Strategic priority consideration: St. Louis Park is committed to providing a variety of options for
people to make their way around the city comfortably, safely and reliably.
Supporting documents: Discussion
Intersection list
Citywide crash analysis
Prepared by: Debra Heiser, engineering director
Reviewed by: Jack Sullivan, engineering project manager
Approved by: Kim Keller, city manager
Study session meeting of August 22, 2022 (Item No. 3) Page 2
Title: Citywide crash analysis
Discussion
Background: Staff hired Spack Solutions to complete a citywide crash analysis in 2019. The
analysis reviewed crash data from 2017-2019. The final report was completed in early 2020.
This analysis was done to better understand roadway safety in our city, identify locations that
could benefit from traffic management improvements, and establish a baseline understanding
of crashes.
Crashes at intersections disproportionally account for a high percentage of fatal and serious
injury crashes. While only 34% of the total crashes occurred at intersections, intersection
crashes accounted for 67% of fatal crashes and 70% of serious injury crashes. Due to this, the
detailed focus was on crashes at public intersections.
In all, there were 35 city street intersections that had crashes; 20 of the 35 intersections had a
critical crash index close to or higher than the state average. The critical rate is a statistically
adjusted crash rate to account for the random nature of crashes. A crash rate greater than the
critical rate indicates that the intersection operates outside the expected, normal range. Also
included in the analysis are intersections with multiple pedestrian/ bicycle crashes.
These 20 intersections were reviewed further to look at the type of crashes and intersection
geometry to determine whether safety improvements could be made to reduce the number of
crashes. Included in the report are also three non-intersection pedestrian/ bicycle crashes.
Eleven of the high crash intersections are at intersections with Hennepin County or MnDOT
roads. At these locations, they have jurisdiction. Due to this, staff shared this report with them
once it was completed.
Of the nine locations that are under city jurisdiction, all of them have been reviewed. Some
have had improvements installed; others are either under construction right now or are
included in a construction project in the next three years. Every impacted intersection under
city jurisdiction either has had improvements made or has a plan to do so.
Attached is a summary of the intersections included in Table 4 of the report. It is updated with
information on jurisdiction and response.
Present considerations: Engineering has included a follow-up to this analysis in our 2023 work
plan. Instead of looking only at crashes, we recommend developing a Comprehensive Safety
Action Plan. A Comprehensive Safety Action Plan is more than just a look at crashes. It is a
planning process that: analyzes crash statistics, identifies emphasis areas, and describes
projects, programs, and policies with the greatest potential to reduce fatal and serious injury
crashes and reduce crash rates on local roads. In addition to the engineering analysis, there
would also be a public engagement process to gain input on the community's thoughts on
safety. Minneapolis recently completed their plan, and they call it "Vision Zero."
To help pay for this plan, staff is putting together a planning grant application for the new Safe
Streets and Roads for All (SS4A) discretionary program. This was established as a part of the
Bipartisan Infrastructure Law (BIL) with $5 billion in appropriated funds over the next five years.
In the fiscal year 2022 (FY22), up to $1 billion is available nationwide. The SS4A program funds
regional, local, and Tribal initiatives through grants to prevent roadway deaths and serious
injuries.
The SS4A program provides funding for two types of grants: Action Plan Grants (for
Comprehensive Safety Action Plans) and Implementation Grants. Action Plan Grants are used to
Study session meeting of August 22, 2022 (Item No. 3) Page 3
Title: Citywide crash analysis
develop, complete, or supplement a Comprehensive Safety Action Plan. To apply for an
Implementation Grant, an eligible applicant must have a qualifying Action Plan. Implementation
Grants are available to implement strategies or projects that are consistent with an existing
Action Plan.
The purpose of SS4A grants is to improve roadway safety by significantly reducing or
eliminating roadway fatalities and serious injuries through safety action plan development and
implementation focused on all users, including pedestrians, bicyclists, public transportation
users, motorists, personal conveyance and micromobility users, and commercial vehicle
operators. The program provides funding to develop the tools to help strengthen a
community's approach to roadway safety and save lives and is designed to meet the needs of
diverse local, Tribal, and regional communities that differ dramatically in size, location, and
experience administering Federal funding.
Once the city has developed an action plan, we will be eligible to apply for SS4A
implementation grants.
Financial considerations: The cost to develop a comprehensive safety action plan is estimated
to be $100,000. If the city is successful with our grant application, we could receive 80% of the
funding, or $80,000. The remaining $20,000 would be paid for using the 2023 engineering
operating budget.
Next steps: Staff is working on a SS4A planning grant application to develop a comprehensive
safety action plan. A resolution of support will be brought to the city council in September.
Intersection list
Rank Intersection Number of crashes
(2017- 2019)
Critical index Jurisdiction Notes
Total Ped/ Bike Total Fatal &
serious
injury
1 Minnetonka Blvd & Joppa Ave 19 1 2.23 0 Hennepin Included in a 2024 Hennepin County
construction project
2 TH 7 & Texas Ave 72 0 2.11 1.46 MnDOT
Short-term strategy: Add stop bars and
widen crosswalk markings; Apply high
friction surface treatment at intersection
approaches to improve vehicle control;
Include additional signs, enhancing existing
signing, or modifying signing to warn of
signal for westbound traffic; Study if an
advanced intersection/ queue warning
system has merit. For more details on
medium and long-term strategies, see
MnDOT Highway 7 Road Safety Audit
(2022)
3 TH 7 & Aquila Ave 66 0 1.66 0 MnDOT
Short-term strategy: Apply high friction
surface treatment at intersection
approaches to improve vehicle control.
For details on medium and long-term
strategies, see MnDOT Highway 7 Road
Safety Audit (2022)
4 TH 7 & Louisiana Ave - Southern
roundabout 27 1 1.61 0 MnDOT
Short-term strategy: Install tighter and
wider pavement markings; Study if an
advanced intersection/ queue warning
system has merit. For details on medium
and long-term strategies, see MnDOT
Highway 7 Road Safety Audit (2022)
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 4
Rank Intersection Number of crashes
(2017- 2019)
Critical index Jurisdiction Notes
Total Ped/ Bike Total Fatal &
serious
injury
5 Excelsior Blvd & TH 100 West Ramp/
Xenwood Ave 59 1 1.31 0 Hennepin
6 Excelsior Blvd & Yosemite Ave 13 1 1.14 1 Hennepin
7 W 16th St & West End Blvd 7 2 1.11 0 City
Both pedestrian accidents occurred in May
2017. Since that time, a pedestrian-
activated flasher has been installed.
8 Excelsior Blvd & Meadowbrook Ln 11 0 1.07 1.05 Hennepin
9 Aquila Ave & W 37th St 19 0 1.02 0 City 2018 improvements reduced crash rate at
this intersection
10 TH 7 & Louisiana Ave - Northern
roundabout 16 0 1.01 0 MnDOT
Short-term strategy: Review roundabouts
to see if geometric changes can be made to
improve safety, including potentially
reducing the capacity of the roundabouts.
For details on medium and long-term
strategies, see MnDOT Highway 7 Road
Safety Audit (2022)
11 Cedar Lake Rd & Pennsylvania Ave 3 0 0.51 2.57 City Included in a 2023 city construction project
12 W 28th St & Quentin Ave 2 0 0.85 1.64 City
Intersection being reconstructed as part of
2022 construction project, with improved
sight lines and new sidewalk connections.
13 W 26th St & Natchez Ave 1 1 0.34 1.56 City Intersection reconstructed in 2020. Sight
lines reviewed. No change recommended.
14 Minnetonka Blvd & TH 100 East Ramp 35 3 0.93 1.4 MnDOT
15 Cedar Lake Rd & Oregon Ave 4 1 0.68 1.29 City Included in a 2023 city construction project
16 Minnetonka Blvd & Cavell Ave 4 0 0.57 1.21 Hennepin
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 5
Rank Intersection Number of crashes
(2017- 2019)
Critical index Jurisdiction Notes
Total Ped/ Bike Total Fatal &
serious
injury
17 Cedar Lake Rd & Jordan Ave/ TH 169 East
Ramp 5 1 0.35 1.15 City Included in a 2025 MnDOT intersection
project
18 Wooddale Ave & TH 7 Service Rd 9 4 0.84 0 City Intersection modified in 2020, regional trail
tunnel under construction.
19 W 36th St & Cub Foods Access 5 2 0.94 0 City
The bike crashes occurred in 2017 and
2018. The bicyclists were traveling
westbound on the sidewalk on the south
side of 36th Street. At the time, there were
no westbound on-street bike lanes on W
36th Street between the Cub Foods access
and Texas Avenue. Since that time, a
westbound on-street bike lane was striped.
20 Minnetonka Blvd & Raleigh Ave 5 2 0.41 0 Hennepin Included in a 2024 Hennepin County
construction project
21 Minnetonka Blvd & TH 100 West Ramp 32 1 0.88 0 MnDOT
22 Excelsior Blvd & Park Center Blvd 45 0 0.98 0.63 Hennepin
23 CSAH 25 & Beltline Blvd 28 1 0.82 0 Hennepin Included in a 2022 SWLRT construction
24 W 36th St & Park Center Blvd 27 0 0.81 0 City Bicycle improvements installed in 2021
25 Minnetonka Blvd & Utah Ave 6 1 0.8 0 Hennepin
26 Park Place Blvd & W 16th St 22 1 0.79 0 City Included in a 2027 city construction project
27 Minnetonka Blvd & Louisiana Ave 24 0 0.77 0 Hennepin
28 Minnetonka Blvd & Ottawa Ave 20 0 0.68 0 Hennepin Included in a 2024 Hennepin County
construction project
29 Excelsior Blvd & Quentin Ave 12 0 0.43 0.81 Hennepin
30 Minnetonka Blvd & Texas Ave 8 0 0.42 0 Hennepin
31 Wayzata Blvd & Louisiana Ave 13 0 0.39 0 City Included in a 2024 city construction project
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 6
Rank Intersection Number of crashes
(2017- 2019)
Critical index Jurisdiction Notes
Total Ped/ Bike Total Fatal &
serious
injury
32 Excelsior Blvd & Monterey Dr /W 38th St 11 1 0.33 0 Hennepin Added leading pedestrian interval to this
intersection in 2020.
33 Cedar Lake Rd & Texas Ave 4 0 0.29 0 City Included in a 2023 city construction project
34 Cedar Lake Rd & Louisiana Ave 9 0 0.27 0 City Included in a 2023 city construction project
35 Excelsior Blvd & Wooddale Ave 5 0 0.14 0 Hennepin
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 7
~~
'({ff SJ?,ack
SOLUTIONS
CITYWIDE CRASH
ANALYSIS
ST. LOUIS PARI<, MINNESOTA
2017-2019
I hereby certify this report was prepared
by me or under my direct supervision,
and I am a duly Licensed Professional
Engineer under the laws of the State of
Minnesota.
By: ~~~
JonahFinkelstein, P.E.
License No. 56120
Date: August 4, 2020
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 8
Executive Summary ----------------~
Bachground
The City of St. Louis Park, Minnesota has hired Spack Solutions to review the latest
available traffic crash data within the city to identify locations that raise potential crash
concerns. This includes locations with significant numbers of crashes , locations with
severe crashes, and locations with high numbers of bicycle and pedestrian crashes . This
study documents that effort while also identifying trends at these locations and
recommending potential mitigation
Results
Overall Crash Data
The overall number of crashes, as well as the number of fatal and serious injury crashes,
remained relatively consistent from 2017 through 2019. Pedestrian crashes have increased
year over year while bicycle crashes have decreased year over year.
Crash Types 2017 2018 2019 Total
Total Crashes 1,265 1,166 1,344 3,775
Fatal Crashes 1 1 1 3
Serious Injury Crashes 6 6 8 20
Pedestrian Crashes 11 13 15 39
Bicycle Crashes 14 10 8 32
Recent improvements have been made at some intersections which have generally
resulted in a decrease in crash rates at those locations.
There are a number of contributing factors that, depending on the location, played a larger
or smaller role in the crashes that occurred . Those factors include impaired drivers, icy
roadway conditions, sun glare, obstructed views, poor gap decisions, and roadway
geometry. These are discussed in more detail in the report for the 20 intersection locations
that were identified as having crash concerns .
Fatal and Serious Injury Crashes
Crashes at intersections account for disproportionately high numbers of fatal and serious
injury crashes in Saint Louis Park. Pedestrian and bicycle crashes, a majority of which occur
at intersections, also account for disproportionately high numbers of fatal and serious
injury crashes .
Percentage of Percentage of Percentage of
Crash Types Serious Injury Total Crashes Fatal Crashes Crashes
Intersection Crashes 34% 67% 70%
Pedestrian/ Bicycle Crashes 2% 33% 40%
Recommendations on reducing crashes at key intersections with identified crash issues are
identified in the report.
Citywide Crash Analysis
St. Louis Park, MN ~Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 9
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TABLE OF CONTENTS
1. Introduction ................................................................................................................... 1
2. Crash Overview ••••••••••••••••••••••••••••••••............................................................................. 2
3. Intersection Crash Rates ............................................................................................ 9
4. Crash Rate Comparisons .......................................................................................... 12
5. Intersection Crash Analysis ..................................................................................... 13
6. Non-Intersection Crash Analysis ........................................................................... 52
7. Conclusions and Recommendations ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 57
8. Appendix •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 59
LIST OF FIGURES & TABLES
Figure 1 -Overall Crashes per Year
Table 1-Overall Crash Volumes and Severity
Figure 2 -Fatal and Serious Injury Crashes per Year
Table 2 -Pedestrian and Bicycle Crashes
Figure 3 -Pedestrian and Bicycle Percentage of Total Crashes
Table 3 -Pedestrian & Bicycle Crash Location Types
Figure 4 -2017 -2019 St. Louis Park Crash Locations
Figure 5 -2017 -2019 St. Louis Park Crash Locations: Fatal & Serious Injury
Figure 6 -2017 -2019 St. Louis Park Crash Locations: Ped/Bike
Table 4 -Intersection Crash Critical Indices
Table 5 -Crash Critical Indices Comparisons
Figure 7 -Analyzed Intersection Locations
Figure 8 -TH 7 & Texas Ave Crash Types
Figure 9 -TH 7 & Aquila Ave Crash Types
Figure 10 -Excelsior Blvd & TH 100 West Ramp Crash Types
Figure 11 -Minnetonka Blvd & TH 100 East Ramp Crash Types
Figure 12 -TH 7 & Louisiana Ave Southern Roundabout Crash Types
Figure 13 -Minnetonka Blvd & Joppa Ave Crash Types
Figure 14 -Aquila Ave & W 37lh St Crash Types
Figure 15 -TH 7 & Louisiana Ave Northern Roundabout Crash Types
Figure 16 -Excelsior Blvd & Yosemite Ave Crash Types
Figure 17 -Excelsior Blvd & Meadowbrook Ln Crash Types
Figure 18 -Wooddale Ave & TH 7 Service Rd Crash Types
Figure 19 - W 16th St & West End Blvd Crash Types
Figure 20 -Cedar Lake Rd & Jordan Ave-TH 169 East Ramp Crash Types
Figure 21 -Minnetonka Blvd & Raleigh Ave Crash Types
Figure 23 -Cedar Lake Rd & Oregon Ave Crash Types
Figure 24 -Minnetonka Blvd & Cavett Ave Crash Types
Figure 25 -Cedar Lake Rd & Pennsylvania Ave Crash Types
Figure 26 - W 28th St & Quentin Ave Crash Types
Figure 22 - W 36th St & Cub Foods Access Crash Types
Figure 27 - W 26th St & Natchez Ave Crash Types
Citywide Crash Analysis
St. Louis Park, MN
II ~Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 10
1. Introduction ----------------~
a. Purpose of Study
The City of St. Louis Park, Minnesota has hired Spack Solutions to review the latest
available traffic crash data within the city to identify locations that raise potential
crash concerns . This includes locations with significant numbers of crashes,
locations with severe crashes, and locations with high numbers of bicycle and
pedestrian crashes. This study documents that effort while also identifying trends at
these locations and recommending potential mitigation .
b. Study Objectives
The objectives of this study are:
1. Document the crash data in the city from 2017 through 2019 .
11. Identify overall trends from the citywide crash data.
111. Identify locations with high numbers of crashes , locations with fatal or serious
injury crashes, and locations with two or more pedestrian and/or bicycle
crashes.
1v. Calculate the crash rate at the locations identified and compare the resulting
rate to the expected crash rate at similar locations.
v. Review trends in the crash data at a subset of the individual locations
identified and recommend mitigation if applicable.
v1. Compare current crash rates to previous crash rates at locations where recent
improvements have been made.
Citywide Crash Analysis
St. Louis Park, MN
1 ~Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 11
2
2. Crash Overview ----------------~
a. Crash Data Source
Crash data for the City of St. Louis Park was gathered using the Minnesota
Department of Transportation's (MnDOT) latest version of their Minnesota Crash
Mapping Analysis Tool (MnCMAT2). Using this tool, the three most recent years of
crash data, 2017 through 2019, could be found within the city.
The data in MnCMAT2 includes every reported crash within the city. That includes
crashes at public intersections, private intersections, mid-block, freeways, private
property, etc. Any crashes that occurred that were not reported and that do not have
a police report filed for them are not included in this data. It is therefore likely that
the actual number of crashes in the City of St. Louis Park is higher than discussed in
this report. Additionally, any near misses are not included in this crash data.
Each reported crash includes a corresponding police report which includes
information about the crash including date, time, severity, roadway conditions, if
drivers were impaired by drugs or alcohol, and more. The reports, which are modified
to remove identifying information, also include the responding police officer's
description and diagram of the crash. These reports vary in the level of detail
provided, so while some provide a clear picture of exactly what happened and
include factors contributing to the crash, others only report the minimum details of
the crash.
b. Total Crashes
During the three-year period of 2017 through 2019, there were a total of 3,775
reported crashes in St. Louis Park. Figure 1 shows the number of crashes per year. It
is noted that these crash totals account for all reported crashes that occurred within
the city including crashes on county roads, state highways, and private property.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 12
3
•
•
•
•
•
•
1265
1166
1344
0
200
400
600
800
1000
1200
1400
1600
2017 2018 2019
Total Crashes
Figure 1 -Overall Crashes per Year
As seen in Figure 1, the crash volumes dipped in 2018 and rose in 2019 . Though there
are only three years of data in this analysis, no overall trend of increasing or
decreasing can be seen.
Along with the number of crashes, characteristics of each crash are included in the
MnCMAT2 data. One of the most important aspects of crash data is the severity. Crash
severity is broken down into six categories, each with a one letter shorthand :
K -Fatal Crash
A -Serious Injury Crash
B -Minor Injury Crash
C -Possible Injury Crash
N -Property Damage Crash
U -Unknown Severity Crash
Table 1 lists the breakdown of all crashes in St. Louis Park by severity.
Table 1 -Overall Crash Volumes and Severity
Crash Severity
K -Fatal
A -Serious Injury
B -Minor Injury
C -Possible Injury
N -Property Damage
U -Unknown
Total
Citywide Crash Analysis
St. Louis Park, MN
2017 2018
1 1
6 6
86 56
156 191
890 780
126 132
1,265 1,166
2019
1
8
65
170
954
146
1,344
Total
3
20
207
517
2,624
404
3,ns
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 13
4
1 1 1
6 6
8
0
1
2
3
4
5
6
7
8
9
2017 2018 2019
Fatal & Serious Injury Crashes
Fatal Serious Injury
As seen in Table 1, Property Damage crashes account for the highest portion of
crashes in St. Louis Park (roughly 70%). Fatal and serious injury crashes account for
less than 1% of the total number of crashes. Figure 2 graphs the fatal and serious
injury crashes over the last three years.
Figure 2-Fatal and Serious Injury Crashes per Year
- - -
• ■
While fatal crashes in St. Louis Park have occurred in each year reviewed, the number
of serious injury crashes either remained the same or increased each year over the
last three years.
c. Pedestrian & Bicycle Crashes
Of the 3,775 reported crashes in St. Louis Park from 2017 through 2019, 71 of them, or
1.9% involved pedestrians and/ or bicycles. Table 2 lists the pedestrian and bicycle
crashes from 2017 through 2019 .
Table 2 -Pedestrian and Bicycle Crashes
Crash Severity Pedestrian Bicycle
2017 2018 2019 Total 2017 2018 2019 Total
K -Fatal 0 1 0 1 0 0 0 0
A -Serious Injury 0 2 4 6 1 1 0 2
B -Minor Injury 6 6 4 16 4 5 4 13
C -Possible Injury 4 3 7 14 7 4 1 12
N -Property Damage 1 1 0 2 2 0 3 5
U -Unknown 0 0 0 0 0 0 0 0
Total 11 13 15 39 14 10 8 32
It can be seen in Table 2 that the number of pedestrian crashes has increased each
year with the number of bicycle crashes decreasing each year.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 14
5
While fatal and serious injury crashes account for less than 1% of all crashes in the
city, the numbers in Table 2 shows that 13% of all pedestrian/bicycle crashes are
fatal and serious injury crashes . Looking at all the crashes in the city, Figure 3 shows
a comparison of how many overall, fatal, or serious injury crashes involve
pedestrians and bicycles.
Figure 3 -Pedestrian and Bicycle Percentage of Total Crashes
Total Crashes Fatal Crashes Serious Injury Crashes
1%
■ % Ped % Bike ■ % Other
As can be seen in Figure 3, though pedestrians and bicycles are involved in a small
portion of overall crashes in St. Louis Park (2%), they account for a much higher
portion of fatal (33%) and serious injury (40%) crashes.
The types of locations where reported pedestrian/bicycle crashes occurred are listed
in Table 3.
Table 3 -Pedestrian & Bicycle Crash Location Types
Location Type Pedestrian Bicycle Crashes Total Crashes
Intersection/ Accesses 21 28 49
Corridors 6 4 10
Parking Lot 12 0 12
Total 39 32 71
As seen in Table 3, a majority of pedestrian crashes (54%) and bicycle crashes (88%)
occurred at intersections.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 15
6
d. Crash Locations
Crashes occur at many different locations throughout the City of St. Louis Park. Figure
4 shows where all of the crashes from 2017 through 2019 occurred with each red dot
representing a different crash within the city.
Figure 4 -2017 -2019 St. Louis Park Crash Locations
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Citywide Crash Analysis
St. Louis Park, MN
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~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 16
7
Figure 5 identifies the locations of fatal and serious injury crashes. These locations
were flagged for further analysis .
Figure 5 -2017 -2019 St. Louis Park Crash Locations: Fatal & Serious Injury
0
Citywide Crash Analysis
St. Louis Park, MN
0
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Automobile Crash
■ Pedestrian Crash
Bicycle Crash
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 17
8
Figure 6 identifies the locations of all pedestrian and bicycle crashes, denoting which
are fatal or serious injury crashes. Locations with two or more pedestrian/bicycle
crashes were flagged for further analysis .
Figure 6 -2017 -2019 St. Louis Park Crash Locations: Ped/Bike
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Citywide Crash Analysis
St. Louis Park, MN
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~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 18
9
•
•
•
•
•
3. Intersection Crash Rates ----------------~
a. Intersection Locations
As seen in Figure 4, crashes occur at a number of different locations throughout the
city. In total, 34% of the crashes in St. Louis Park between 2017 through 2019 occurred
at intersections. Similar to bicycle and pedestrian crashes, crashes at intersections
disproportionally account for a high percentage of fatal and serious injury crashes.
While only 34% of the total crashes occurred at intersections, intersection crashes
account for 67% of fatal crashes and 70% of serious injury crashes . For this report,
the detailed focus will be on crashes at public intersections.
To identify which intersections to analyze, a few different selection methods were
used . First, the 12 intersections with the highest total number of crashes were
included. Then, any intersection with a fatal or serious injury crash was also included.
Additionally, any intersection with two or more pedestrian/bicycle crashes were
included. A number of other intersections were also reviewed including some by
request from City of St. Louis Park staff. Using these methods, 35 intersections were
selected for analysis .
b. Non-City Streets
As mentioned, not all crashes occur at public intersections. There were eight non-
intersection locations where either a fatal or serious injury crash occurred. Those
locations are:
Two serious injury crashes on TH 100
One serious injury crash on TH 169
One serious injury crash on TH 394
Two serious injury crashes in different private parking lots
One serious injury crash at a private intersection
These locations are not included for further analysis in this report.
c. Selected Intersection Crash Rates
Crash rates were calculated for the 35 intersections selected for further analysis . As
mentioned, crash information for the years 2017 through 2019 (the three most recent
years of available data) was retrieved from MnDOT's MnCMAT2 tool at each study
intersection .
The detailed crash reports for each crash at and around each of the 35 intersections
were reviewed individually. This allowed for an accurate cataloging of the crash data
at each location since some crash data was removed from or added to the analysis
due to some data points being plotted in the incorrect location .
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 19
10
𝐶𝑟𝑎𝑟� 𝑅𝑎𝑟𝑐𝑀𝐸𝑉= (# 𝑙𝑐 𝑐𝑟𝑎𝑟�𝑐𝑟)∗(1,000,000)
(# 𝑙𝑐 𝑐𝑎𝑥𝑟)∗(𝑐𝑎�ℎ𝑙𝑥 𝑟𝑟𝑎𝑐𝑐�ℎ𝑐 𝑟𝑙𝑙𝑟𝑙𝑐)
𝐶𝑟�ℎ𝑟�ℎ𝑐𝑎𝑙 𝐼𝑙𝑐𝑐𝑥= 𝐶𝑟𝑎𝑟� 𝑅𝑎𝑟𝑐
𝐶𝑟�ℎ𝑟�ℎ𝑐𝑎𝑙 𝑅𝑎𝑟𝑐
Along with the crash data, traffic volumes at each intersection needed to be
determined to calculate crash rates . Since new traffic counts were not collected as
part of this project, previously available data was utilized . For many locations that
involved using the Annual Average Daily Traffic (AADT) volumes available from
MnDOT . Other volume data sources included counts that Spack Solutions has
previously collected, volumes available from Hennepin County, and, in a few cases,
estimates based either on trip generation analyses or information from the
surrounding area .
Using the crash data and traffic volumes at the study intersections, crash rates were
determined at each intersection. The observed crash rate is the number of crashes
per million entering vehicles (MEV). This formula uses the total traffic, number of
crashes, and time frame in which the crashes occurred to provide a standard format
for comparison between intersections.
Although the crash rates at the study intersections can be compared together, a
better measure is against the state averages for similar types of intersections (in
traffic control type, volume , and location setting). Using these state averages, the
critical rate can be found. The critical rate is a statistically adjusted crash rate to
account for the random nature of crashes. An observed crash rate greater than the
critical rate indicates that the intersection operates outside the expected, normal
range . The critical rate was determined using the latest available Green Sheets from
MnDOT . Though the Green Sheets have not been updated since 2015, MnDOT has
confirmed the values in them are still valid .
To easily identify if the crash rate is higher than the critical rate, the critical index
was identified. The critical index divides the crash rate by the critical rate . If the
critical index is over 1.0, then the crash rate is higher than the critical rate and
therefore outside of the typical range of crashes for an intersection .
Table 4 summarizes the number of crashes and critical indices for total and
Fatal/Serious Injury (K & A) crashes. Critical indices highlighted in red represent
crash rates above the critical rate while critical indices highlighted in orange
represent crash rates that are at least 85% of the critical rate.
A more detailed summary of the crashes at each of these 35 intersections is included
in the Appendix in addition to the corresponding Green Sheets.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 20
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Table 4 -Intersection Crash Critical Indices
Number of Crashes Critical Index Intersection (2017-2019)
Total Ped/Bike Total K&A
TH 7 & Texas Ave 72 0 2.11 1.46
TH 7 & Aquila Ave 66 0 1.66 0.00
Excelsior Blvd & TH 100 West Ramp 59 1 1.31 0.00
Excelsior Blvd & Park Center Blvd 45 0 0.98 0.63
Minnetonka Blvd & TH 100 East Ramp 35 3 0.93 1.40
Minnetonka Blvd & TH 100 West Ramp 32 1 0.88 0.00
CSAH 25 & Beltline Blvd 28 1 0.82 0.00
W 36 th St & Park Center Blvd 27 0 0.81 0.00
TH 7 & Louisiana Ave -Southern 27 1 1.61 0.00
Minnetonka Blvd & Louisiana Ave 24 0 0.77 0.00
Park Place Blvd & W 16th St 22 1 0.79 0.00
Minnetonka Blvd & Ottawa Ave 20 0 0.68 0.00
Minnetonka Blvd & Joppa Ave 19 1 2.23 0.00
Aquila Ave & W 37 th St 19 0 1.02 0.00
TH 7 & Louisiana Ave -Northern 16 0 1.01 0.00
Excelsior Blvd & Yosemite Ave 13 1 1.14 1.00
Wayzata Blvd & Louisiana Ave 13 0 0.39 0.00
Excelsior Blvd & Quentin Ave 12 0 0.43 0.81
Excelsior Blvd & Monterey Dr /W 38 t h St 11 1 0.33 0.00
Excelsior Blvd & Meadowbrook Ln 11 0 1.07 1.05
Wooddale Ave & TH 7 Service Rd 9 4 0.84 0.00
Cedar Lake Rd & Louisiana Ave 9 0 0.27 0.00
Minnetonka Blvd & Texas Ave 8 0 0.42 0.00
W 16th St & West End Blvd 7 2 1.11 0.00
Minnetonka Blvd & Utah Ave 6 1 0.80 0.00
Cedar Lake Rd & Jordan Ave 5 1 0.35 1.15
Minnetonka Blvd & Raleigh Ave 5 2 0.41 0.00
Excelsior Blvd & Wooddale Ave 5 0 0.14 0.00
W 36 th St & Cub Foods Access 5 2 0.94 0.00
Cedar Lake Rd & Oregon Ave 4 1 0.68 1.29
Minnetonka Blvd & Cavell Ave 4 0 0.57 1.21
Cedar Lake Rd & Texas Ave 4 0 0.29 0.00
Cedar Lake Rd & Pennsylvania Ave 3 0 0.51 2.57
W 28 th St & Quentin Ave 2 0 0.85 1.64
W 26 th St & Natchez Ave 1 1 0.34 1.56
As seen in Table 4, 20 of the 35 intersections either have a critical index of 1.0 or
higher, or multiple pedestrian/bicycle crashes.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 21
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4. Crash Rate Comparisons ----------------~
Improvements have been recently made to some of the intersections analyzed in this
study. To see the impacts of these improvements, the crash rates before and after the
improvements were compared. The crash rates from the "before" period are taken from
a 2019 St. Louis Park Mobility Action Report conducted by SRF Consulting Group which
includes crash rates from the 2011 through 2015 period.
While improvements have been made at more locations, the three locations with
previous crash rates from the SRF study are focused on here. Those locations are TH 7
& Texas Avenue, TH 7 & Aquila Avenue, and Aquila Avenue & W 37 th Street. As these
improvements were made in 2017-2019, the critical crash indices were recalculated using
just 2019 data. Table 5 shows the comparison of 2011-2015 to 2019 data.
Table 5 -Crash Critical Indices Comparisons
Total Critical Index
Location Improvement Made (K&A Critical Index)
2011-2015 2019
TH 7 & Aquila SBR pulled to intersection 1.70 0.96
Ave EBR channelization removed (0.55) (0.00)
NBR turn lane added 1.43 1.99 TH 7 & Texas Ave Channelized turn adjustments (1 .18) (1 .06) Bike lanes added
Aquila Ave & W NB dual lefts 1.11 0.95
37 th St NB through lane drop (0 .00) (0.00)
Though only focusing on one year of "after" improvement data, the critical indices for
2019 are generally lower than the previously calculated values with the exception of the
total critical index for TH 7 & Texas Avenue which increased . When more time has passed
and more data has been collected, a more statistically significant comparison of crash
rates should occur.
These improvements, along with improvements at other locations, are discussed in
more detail in the following section of this report.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 22
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5. Intersection Crash Analysis ----------------~
The 20 intersections that have a critical index above 1.0 for total or K & A crashes, or
multiple pedestrian/bicycle crashes, as shown in Table 4, were selected for further
analysis. Those locations are shown in Figure 7 and discussed individually below (in
descending order by total number of crashes). Crash diagrams showing the direction
and type of crash are included in the Appendix for each location.
Figure 7 -Analyzed Intersection Locations
Citywide Crash Analysis
St. Louis Park, MN
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SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 23
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TH 7 & Texas Ave -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
a. TH 7 & Texas Avenue
Reason for Intersection Review
TH 7 & Texas Avenue was identified as having a high total crash rate and a high K
& A crash rate . It is also the location of two serious injury crashes.
Crash Types and Peah Period Percentages
Overall, there were 72 crashes at this intersection from 2017 through 2019. Of
these crashes , 14% occurred in the a.m. peak period of 6:00 to 10 :00 a.m. while
54% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 8 -TH 7 & Texas Ave Crash Types
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■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 8:
Of the five run off road crashes, three were caused by impaired drivers
(drugs/alcohol) and one other was caused by a driver potentially on
medication.
The five angle crashes shown in Figure 8 were :
Westbound vehicle on red signal into northbound vehicle.
Westbound vehicle on red signal into southbound vehicle.
Eastbound vehicle on red signal into northbound vehicle.
Southbound vehicle on red signal into eastbound vehicle.
Northbound vehicle on red signal into eastbound vehicle.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 24
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Details of Fatal or Serious Injury Crashes
There were two serious injury crashes at this intersection :
A westbound motorcycle attempting to stop at the signal lost control and
the driver was ejected from the vehicle.
A westbound vehicle crashed into the signal pole on the channelized right
turn island . The driver was under the influence of drugs.
Not included in the crash count at this intersection was a 2018 fatal crash
involving a pedestrian . This crash occurred just to the west of the intersection as
a westbound vehicle struck a pedestrian crossing TH 7 headed southbound . This
crash is discussed in the non-intersection crash analysis
Details of Bicycle or Pedestrian Crashes
No pedestrian or bicycle crashes were reported at this intersection.
Trends from this Crash Data
Overall, there are a significant amount of rear end and sideswipe crashes for
westbound traffic at the intersection (35 crashes comprising 49% of the total
crashes).
Additionally, both serious injury crashes were caused by westbound drivers.
There are also a large number of eastbound and southbound rear end crashes.
Potential Reasons for these Trends
For westbound traffic, TH 7 effectively operates as a freeway for nearly two miles
with Texas Avenue being the first intersection on the stretch . With a vertical crest
just east of the intersection, when traffic is backed up at the signal during peak
periods, a westbound queue of vehicles could come as a surprise to some drivers
potentially resulting in a rear end collision or a sideswipe as vehicles try to
abruptly stop and/ or change lanes at the intersection .
A field visit to this intersection confirmed the sight lines are clear for the
eastbound approach to the intersection, so there is no clear reason for these
crashes .
Sight lines are also clear for the southbound approach . Of the 10 southbound rear
end crashes , seven occurred in the right turn lane as the front vehicle waited for
a gap in traffic and the following vehicle failed to yield.
Recent Improvements and their Impacts
Intersection modifications were made at TH 7 & Texas Avenue in 2017-2018. These
include:
Adding a northbound right turn lane.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 25
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There was one rear end crash before and one after this turn lane
was added .
There was also one angle crash caused by a northbound right turn
into and eastbound through vehicle which occurred after this lane
was added.
Adjusting the southbound channelized right turn lane.
Seven rear end crashes occurred in this channelized right turn lane;
three before the modifications and four after.
Five sideswipe crashes were caused by improper merges from
southbound Texas Avenue onto westbound TH 7; one before the
modifications and four after.
Adjusting the westbound channelized right turn lane.
One rear end crash occurred in the westbound right turn lane before
this improvement and none after.
Only one other crash occurred in the westbound right turn lane
which was a serious injury crash caused by an impaired driver
colliding with the signal pole on the channelized island. This
occurred after the modification.
Adding bicycle lanes on Texas Avenue .
No bicycle crashes were recorded at this intersection.
Based on this information, the improvements at TH 7 & Texas Avenue do not
appear to have had a significant impact on crashes. This corresponds to the crash
rate changes shown in Table 5 where the 2019 overall critical crash index is higher
than the 2011-2015 critical crash index.
Recommendations
Additional signage warning drivers of potential vehicle queues or the upcoming
signal could be beneficial in alleviating westbound rear end crashes as well as
westbound sideswipe crashes due to lane changes near the intersection. This
would impact the highest majority of crashes including the two serious injury
crashes that occurred.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 26
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TH 7 & Aquila Ave -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
b. TH 7 & Aquila Avenue
Reason for Intersection Review
TH 7 & Aquila Avenue was identified as having a high total crash rate.
Crash Types and Peah Period Percentages
Overall, there were 66 crashes at this intersection from 2017 through 2019. Of
these crashes, 12% occurred in the a.m. peak period of 6:00 to 10:00 a.m. while
36% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 9 -TH 7 & Aquila Ave Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 9:
The "other" crash was a northbound vehicle colliding with construction
equipment.
Five of the angle crashes were caused by left turns into traffic as follows:
Two -Eastbound left turning vehicle into westbound vehicle.
Two -Westbound left turning vehicle into eastbound vehicle.
One -Northbound left turning vehicle into southbound right turning
vehicle.
The three other angle crashes were:
One -Northbound right turning vehicle into eastbound vehicle .
Two -Westbound vehicle on red signal into northbound vehicle .
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 27
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Details of Fatal or Serious Injury Crashes
No fatal or serious injury crashes were reported at this intersection.
Details of Bicycle or Pedestrian Crashes
No bicycle or pedestrian crashes were reported at this intersection .
Trends from this Crash Data
A majority of the crashes at this intersection were rear ends, spread throughout
all four approaches. Westbound also had a number of sideswipe collisions.
Potential Reasons for these Trends
A field visit confirmed that sight lines are clear for westbound, eastbound and
northbound. Southbound lines are also clear, but it is possible that the tight
horizontal curves closely spaced to the adjacent intersection to the north could
be a factor in the southbound rear ends and sideswipes as vehicles attempt to
get into their desired lane on a curve.
Recent Improvements and their Impacts
Intersection modifications were made at TH 7 & Aquila Avenue in 2017-2018. These
include:
Moving the southbound channelized right turn lane closer to the
intersection.
Six rear ends occurred in this channelized right turn lane; four
before the modifications and two after.
One sideswipe crash was caused by an improper merge from
southbound Aquila Avenue onto westbound TH 7 and it occurred
before the modification.
Removing the channelization on the eastbound right turn lane.
There was only one rear end in the right turn lane and it occurred
before the modification.
Based on this information, the improvements at TH 7 & Aquila Avenue appear to
have had a positive impact on crashes. This corresponds to the crash rate
changes shown in Table 5 where the 2019 overall, as well as fatal and serious
injury, critical crash indices are lower than the 2011-2015 critical crash indices.
Recommendations
Based on a lack of strong trends at this intersection, there are no
recommendations.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 28
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Excelsior Blvd & TH 100 West Ramp -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
c. Excelsior Boulevard & TH 100 West Ramp/Xenwood Avenue
Reason for Intersection Review
Excelsior Boulevard & TH 100 West Ramp/Xenwood Avenue was identified as
having a high total crash rate.
Crash Types and Peah Period Percentages
Overall, there were 59 crashes at this intersection from 2017 through 2019. Of
these crashes, 25% occurred in the a.m. peak period of 6:00 to 10:00 a.m. while
41% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 10 -Excelsior Blvd & TH 100 West Ramp Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 10:
The one southbound rear end crash occurred as vehicles were just exiting
the intersection.
The run off road crash was a semi that rolled over as it approached this
intersection from TH 100.
The two angle crashes were:
Westbound U-turning vehicle into an eastbound vehicle .
Eastbound right turning vehicle into westbound left turning vehicle .
The bicycle crash involved a bicycle crossing on the south side of the
intersection being struck by a northbound vehicle that went through a red
signal.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 29
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Details of Fatal or Serious Injury Crashes
No fatal or serious injury crashes were reported at this intersection.
Details of Bicycle or Pedestrian Crashes
One bicycle crash was reported at this intersection. In this crash, a bicyclist was
headed eastbound on Excelsior Boulevard riding in the crosswalk on the south
side of the intersection. The signal was in a green phase for Excelsior Boulevard
and the crosswalk had the walk sign while northbound traffic had a red signal. A
northbound vehicle failed to stop at the stop bar and collided with the bicycle.
The vehicle then fled the scene.
Trends from this Crash Data
Of the 59 crashes, 43 (or 73% of crashes) were caused by rear end collisions in the
northbound right turn lane.
An additional eight of the crashes were caused by eastbound rear end crashes.
Three of those crashes occurred as far back from the intersection as Yosemite
Avenue, due to long eastbound queues.
Potential Reasons for these Trends
Many of the crash reports for northbound right turn rear end crashes indicated
northbound drivers were looking for gaps in eastbound traffic rather than
focusing on the northbound vehicle in front of them. A field visit confirmed the
northbound approach at this intersection is wide meaning vehicles looking to the
west to see eastbound traffic may also have trouble seeing a northbound right
turning vehicle waiting for a gap in the channelized turn lane ahead of them .
For the eastbound rear end crashes, with some of them occurring as far back as
Yosemite Avenue , drivers may be distracted enough by movements at that
intersection to not realize traffic is stopped in their lane.
Recommendations
Removing the channelized northbound right turn lane in favor of a standard right
turn lane may help alleviate a number of the crashes at this intersection. With
this change, drivers making a northbound right turn would more clearly see the
vehicle in front of them .
For eastbound traffic, reducing vehicle queues on Excelsior Boulevard may
reduce rear end crashes . Monitoring signal timing to achieve that goal is
recommended.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 30
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Minnetonka Blvd & TH 100 East Ramp -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
d. Minnetonka Boulevard & TH 100 East Ramp
Reason for Intersection Review
Minnetonka Boulevard & TH 100 East Ramp was identified as having a high fatal
and serious injury crash rate with two serious injury crashes. It is also the location
of multiple pedestrian/bicycle crashes.
Crash Types and Peah Period Percentages
Overall, there were 35 crashes at this intersection from 2017 through 2019. Of
these crashes , 29% occurred in the a.m. peak period of 6:00 to 10 :00 a.m. while
26% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 11 -Minnetonka Blvd & TH 100 East Ramp Crash Types
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Additional details about the crashes shown in Figure 11:
Of the 19 angle crashes:
18 were eastbound left turning vehicles into westbound vehicles,
including one serious injury crash.
One was a westbound left turning vehicle (heading the wrong way)
into an eastbound vehicle.
The two pedestrian crashes were:
An eastbound vehicle driving over the curb striking a pedestrian on
the sidewalk.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 31
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An eastbound left turning vehicle striking a pedestrian in the
northern crosswalk resulting in a serious injury.
The one bicycle crash involved a northbound right turn into a bicycle
crossing on the south side.
Details of Fatal or Serious Injury Crashes
Two serious injury crashes occurred at this intersection. One involved an
eastbound motorcycle turning left on a flashing yellow arrow. The motorcycle was
struck by a westbound through vehicle which had a green signal.
The other serious injury crash was also caused by an eastbound vehicle making
a left turn . In this case, the left turning vehicle struck a pedestrian crossing the
north side of the intersection. The vehicle then fled the scene . The pedestrian
was with a group of other pedestrians who all stated they were crossing on the
walk signal.
Details of Bicycle or Pedestrian Crashes
There were two pedestrian crashes and one bicycle crash at this intersection. One
pedestrian crash resulted in a serious injury and is described above. The other
pedestrian crash involved an eastbound vehicle driving over the curb and onto
the sidewalk on the south side of Minnetonka Boulevard where it struck a
pedestrian.
The bicycle crash involved a bicyclist heading westbound on Minnetonka
Boulevard riding in the crosswalk on the south side of the intersection. There is
a trail connection on the south side of the road. The signal was in a green phase
for Minnetonka Boulevard. A northbound vehicle attempted to make a right turn
on red movement and collided with the bicycle.
Trends from this Crash Data
The majority of crashes at this intersection are caused by eastbound left turning
vehicles heading onto TH 100. A number of the crash reports specifically
mentioned these left turns occurred when the eastbound approach had a flashing
yellow arrow.
Potential Reasons for these Trends
In crashes caused by eastbound left turning vehicles, drivers are either
misjudging appropriate gaps in westbound traffic, focused on gaps in westbound
vehicles but ignoring the pedestrian crossing on the north side, or
misunderstanding appropriate options with a flashing yellow arrow.
Recommendations
It is recommended the operating times of the flashing yellow arrow be reviewed
to determine if it is being utilized at the appropriate times.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 32
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TH 7 & Louisiana Avenue -Southern Roundabout -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
e. TH 7 & Louisiana Avenue -Southern Roundabout
Reason for Intersection Review
TH 7 & Louisiana Avenue southern roundabout was identified as having a high
total crash rate.
Crash Types and Peah Period Percentages
Overall, there were 27 crashes at this intersection from 2017 through 2019. Of
these crashes, 30% occurred in the a.m. peak period of 6:00 to 10 :00 a.m. while
33% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 12 -TH 7 & Louisiana Ave Southern Roundabout Crash Types
■ ■ ■ ■
Additional details about the crashes shown in Figure 12 :
Of the six eastbound rear end crashes:
Five were on the approach exiting TH 7.
One was on the Lake Street approach.
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All six sideswipes were due to improper navigating in the roundabout.
Of the three run off road crashes :
Two were due to icy conditions in the roundabout.
One was caused by a vehicle entering the roundabout at high speed.
Of the seven angle crashes:
Five were eastbound vehicles from TH 7 into southbound vehicles.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 33
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Two were eastbound vehicles from Lake Street into southbound
vehicles.
The bicycle crash involved a westbound vehicle failing to yield to a bicycle
traveling northbound in the roundabout.
Details of Fatal or Serious Injury Crashes
No fatal or serious injury crashes were reported at this intersection.
Details of Bicycle or Pedestrian Crashes
One bicycle crash occurred at this intersection. It involved a bicycle heading
northbound in the roundabout being struck by a westbound vehicle entering the
roundabout. While bicycles may use the roundabout on the street as a vehicle,
there are also trails with crossings on each leg of the roundabout.
Trends from this Crash Data
Nearly half of these crashes involved eastbound vehicles entering the
roundabout.
Potential Reasons for these Trends
The design of the southbound approach and eastbound approach coming from
TH 7 may potentially allow both of those approaches to enter the roundabout at
higher than desired speeds leading to some collisions.
Recommendations
The layout of the southbound and eastbound approaches could be reviewed to
ensure appropriate traffic calming measures are in place for inbound vehicles.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 34
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Minnetonka Blvd & Joppa Ave -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
f. Minnetonka Boulevard & Joppa Avenue
Reason for Intersection Review
Minnetonka Boulevard & Joppa Avenue was identified as having a high total crash
rate.
Crash Types and Peah Period Percentages
Overall, there were 19 crashes at this intersection from 2017 through 2019. Of
these crashes, 21% occurred in the a.m. peak period of 6:00 to 10:00 a.m. while
32% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 13 -Minnetonka Blvd & Joppa Ave Crash Types
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■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 13 :
The run off road crash was a westbound vehicle driving into the median to
avoid a southbound right turn that failed to yield.
Of the 12 angle crashes :
Four were westbound left turning vehicles into eastbound vehicles
Three were eastbound left turning vehicles into westbound vehicles
Three were northbound vehicles into eastbound vehicles.
One was a southbound left turning vehicle into a northbound
vehicle
One was a southbound vehicle into an eastbound vehicle .
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 35
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The bicycle crash an eastbound vehicle turning right striking a bicycle
crossing the south side of the intersection.
Details of Fatal or Serious Injury Crashes
No fatal or serious injury crashes were reported at this intersection.
Details of Bicycle or Pedestrian Crashes
One bicycle crash occurred at this intersection. The bicycle was headed
westbound on the sidewalk on the south side of the intersection . As the bicycle
crossed Joppa Avenue, an eastbound vehicle turned made a right turn and struck
the bicyclist. No bicycle facilities are present at this location.
Trends from this Crash Data
Of the 19 crashes at this intersection, 12 were directly related to vehicles turning
from Minnetonka Boulevard onto Joppa Avenue.
Six of the other crashes were caused by northbound or southbound vehicles not
selecting appropriate gaps to turn onto Minnetonka Boulevard .
Potential Reasons for these Trends
Minnetonka Boulevard is a four-lane road with no turn lanes at this location. That
layout is likely a factor in the crashes caused by vehicles turning from Minnetonka
Boulevard .
A field visit showed sight lines for the northbound and southbound approaches
are generally clear, but there are a lot of signs, poles and other items that can get
in the way. With other closely spaced intersections and access points around
here, it can be understandably challenging at times to safely turn onto
Minnetonka Boulevard.
Recommendations
With Minnetonka Boulevard being a four-lane road with no turn lanes, adding
turn lanes, potentially as part of a road diet, could be beneficial in reducing
crashes caused by vehicles turning from Minnetonka Boulevard.
Consideration should be given to making this a limited access intersection such
as a ¾-intersection restricting cross-street left turning movements. With the
close spacing to the signalized Inglewood Avenue intersection on Minnetonka
Boulevard, if northbound and southbound left turns from Joppa Avenue onto
Minnetonka Boulevard were removed, they would be able to make those
movements by re-routing to Inglewood Avenue.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 36
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Rear End Sideswipe Same Direction Angle
Aquila Ave & W 37th St -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
g. Aquila Avenue & W 37 th Street
Reason for Intersection Review
Aquila Avenue & W 37 th Street was identified as having a high total crash rate.
Crash Types and Peah Period Percentages
Overall, there were 19 crashes at this intersection from 2017 through 2019. Of
these crashes, 5% occurred in the a.m. peak period of 6:00 to 10 :00 a.m. while 32%
occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at this
intersection are shown below.
Figure 14 -Aquila Ave & W 37lh St Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 14:
The three northbound rear end crashes all occurred in the left turn lane.
Of the 13 angle crashes:
Five were northbound left turning vehicles into southbound
vehicles.
Two were westbound left turning vehicles into eastbound vehicles.
Two were northbound vehicles into eastbound vehicles when the
signal was not operational.
One was a northbound vehicle into a westbound vehicle.
One was a westbound vehicle into a northbound vehicle.
One was a southbound left turning vehicle into a northbound
vehicle.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 37
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One was a northbound U-turning vehicle into an eastbound right
turning vehicle .
Details of Fatal or Serious Injury Crashes
No fatal or serious injury crashes were reported at this intersection.
Details of Bicycle or Pedestrian Crashes
No pedestrian or bicycle crashes were reported at this intersection.
Trends from this Crash Data
No overall trends emerge from this crash data . Of the 19 crashes, nine were
caused by northbound vehicles, however they were for a variety of reasons. The
most common type of crash at this intersection was northbound left turns into
southbound traffic.
Potential Reasons for these Trends
Current sight lines are generally clear at this intersection . The angle of the
eastbound approach can make it challenging for westbound vehicles exiting the
mall to appropriately navigate gaps when turning left.
Recent Improvements and their Impacts
Intersection modifications were made at Aquila Avenue & W 37 th Street in 2017-
2018 . These include:
Converting the northbound approach from having one left turn lane, two
through lanes, and one right turn lane to having two left turn lanes, one
through lane, and one right turn lane.
Three northbound rear ends occurred at this intersection; one
before the modification and two after.
One northbound sideswipe occurred at this intersection and it was
before the modification.
Adding a flashing yellow arrow for westbound and northbound left turns.
Five northbound left turns into southbound vehicles occurred at
this intersection with all of them being before the modification.
Two westbound left turns into eastbound vehicles occurred at this
intersection with both being after the modification.
Based on this information, the improvements at Aquila Avenue & W 37 th Street
appear to have significantly improved crashes of the most common type at this
intersection, which is northbound left turns into southbound traffic. However, not
all crash types have seen improvements due to the modifications, notably
westbound left turns into eastbound vehicles. As these other crash types were
not addressed, they offset some of the improvements for the northbound left
improvements. This corresponds to the crash rate changes shown in Table 5
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 38
29
where the 2019 overall critical crash index is slightly lower than the 2011-2015
critical crash index.
Recommendations
It is recommended the operating times of the flashing yellow arrow for the
westbound approach be reviewed to determine if it is being utilized at the
appropriate times.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 39
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Rear End Sideswipe Same Direction Run Off Road
TH 7 & Louisiana Avenue -Northern Roundabout -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
h. TH 7 & Louisiana Avenue -Northern Roundabout
Reason for Intersection Review
TH 7 & Louisiana Avenue northern roundabout was identified as having a high
total crash rate.
Crash Types and Peah Period Percentages
Overall, there were 16 crashes at this intersection from 2017 through 2019. Of
these crashes, 13% occurred in the a.m . peak period of 6:00 to 10 :00 a.m. while
25% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 15 -TH 7 & Louisiana Ave Northern Roundabout Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 15 :
Of the westbound rear end crashes :
One occurred in the roundabout as an exiting vehicle waited for a
pedestrian to cross on the west side .
Only one was attributed to icy/snowy conditions.
Both sideswipes were due to improper navigating in the roundabout.
Of the three run off roads:
The two southbound occurred in the roundabout
The one westbound occurred upon exiting the roundabout.
All three run off roads occurred with icy /snowy roadway conditions.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 40
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Details of Fatal or Serious Injury Crashes
No fatal or serious injury crashes were reported at this intersection.
Details of Bicycle or Pedestrian Crashes
No pedestrian or bicycle crashes were reported at this intersection .
Trends from this Crash Data
Seven of the 16 crashes at this intersection are westbound rear ends at the
approach to the intersection. Of these seven crashes, three were in 2017, two in
2018 and two in 2019.
Potential Reasons for these Trends
For the westbound approach, based on a field visit the sight lines at this location
appear to be clear.
Recommendations
Based on the crash history and site review, no specific mitigation is
recommended at this location.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 41
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Rear End Sideswipe Same Direction Angle Pedestrian
Excelsior Blvd & Yosemite Ave -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
i. Excelsior Boulevard & Yosemite Avenue
Reason for Intersection Review
Excelsior Boulevard & Yosemite Avenue was identified as having a high total crash
rate and a high fatal and serious injury crash rate. One serious injury crash
occurred at this intersection between 2017 and 2019.
Crash Types and Peah Period Percentages
Overall, there were 13 crashes at this intersection from 2017 through 2019. Of
these crashes, 15% occurred in the a.m. peak period of 6:00 to 10:00 a.m. while
54% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 16-Excelsior Blvd & Yosemite Ave Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 16:
The eastbound rear end crash occurred as a vehicle waited for a pedestrian
to cross.
Of the eight angle crashes:
Four were southbound vehicles into westbound vehicles.
Two were westbound Li-turning vehicles into eastbound vehicles.
One was a westbound left turning vehicle into an eastbound vehicle.
One was an eastbound left turning vehicle into a westbound vehicle
that was stopped for a crossing pedestrian.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 42
33
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The pedestrian crash involved an eastbound through vehicle striking a
pedestrian in the crosswalk (serious injury).
Details of Fatal or Serious Injury Crashes
One serious injury crash was reported at this intersection involving a pedestrian
crossing Excelsior Boulevard in the marked crosswalk being struck by an
eastbound vehicle. The diagram for the police report indicated there was a
vehicle in the right hand eastbound lane that was stopped at the pedestrian
crossing while a vehicle in the left hand eastbound lane did not stop and struck
the crossing pedestrian.
Details of Bicycle or Pedestrian Crashes
One pedestrian crash was reported at this intersection resulting in a serious
injury. That crash is described above .
Trends from this Crash Data
Half of the angle crashes , or nearly one-third of all crashes at this intersection,
were caused by southbound vehicles entering the intersection without having
appropriate gaps in traffic.
Potential Reasons for these Trends
A field visit revealed that the southbound approach has a visual obstruction from
a fence on the northeast corner of the intersection . This, along with the closely
spaced accesses and intersections in the area can make it challenging for
southbound vehicle to judge an appropriate gap in traffic on Excelsior Boulevard.
It was also noted during a field visit that there are a lot of signs and access points
in the immediate area of this intersection that detract from the visibility of the
crosswalk for eastbound and westbound traffic.
Recommendations
Consideration should be given to either improving sight lines at this intersection,
especially for the southbound approach, or restricting movements.
It is recommended that consideration be given to either upgrading the crossing
system or removing the marked pedestrian crossing.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 43
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Rear End Run Off Road Angle Sideswipe Opposite
Direction/Head On
Excelsior Blvd & Meadowbrook Ln -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
j. Excelsior Boulevard & Meadowbrook Lane
Reason for Intersection Review
Excelsior Boulevard & Meadowbrook Lane was identified as having a high total
crash rate and a high fatal and serious injury crash rate. This is the location of
one fatal crash.
Crash Types and Peak Period Percentages
Overall, there were 11 crashes at this intersection from 2017 through 2019. Of these
crashes, 45% occurred in the a.m. peak period of 6:00 to 10:00 a.m. while 0%
occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at this
intersection are shown below.
Figure 17 -Excelsior Blvd & Meadowbrook Ln Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 17:
The westbound rear end at this location occurred under icy conditions.
Of the five run off road crashes:
The three westbound crashes and one southbound crash occurred
under icy conditions.
The eastbound crash was potentially caused due to a seizure (fatal).
Of the four angle crashes :
All four were southbound vehicles (three left turns and one right
turn) into westbound vehicles.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 44
35
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The sideswipe opposite direction crash involved an eastbound vehicle
colliding with the trailer of a westbound vehicle in icy conditions.
Details of Fatal or Serious Injury Crashes
A fatal crash occurred at this intersection in 2017. This crash involved an
eastbound vehicle crossing through the intersection, over the curb on the north
side, and colliding with a building northeast of the intersection. It is believed the
driver of the vehicle suffered a seizure while driving resulting in the loss of
control of the vehicle.
Details of Bicycle or Pedestrian Crashes
No pedestrian or bicycle crashes were reported at this intersection .
Trends from this Crash Data
Overall, six of the 11 crashes here occurred during icy conditions.
Two of the angle crashed caused by southbound vehicles had drivers attributing
morning sun glare as a factor.
Potential Reasons for these Trends
Icy roadway conditions and a horizontal curve on Excelsior Boulevard at this
location can work together to create conditions where crashes are more likely.
Recommendations
Based on this, additional ice management should be reviewed at this location.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 45
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Rear End Angle Bicycle
Wooddale Ave & TH 7 Service Rd -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
k. Wooddale Avenue & TH 7 Service Road
Reason for Intersection Review
Wooddale Avenue & TH 7 Service Road was identified as having multiple
pedestrian/bicycle crashes.
Crash Types and Peah Period Percentages
Overall, there were nine crashes at this intersection from 2017 through 2019. Of
these crashes, 0% occurred in the a.m. peak period of 6:00 to 10 :00 a.m. while 67%
occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at this
intersection are shown below.
Figure 18 -Wooddale Ave & TH 7 Service Rd Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 18:
One of the southbound rear end crashes involved a vehicle stopped for a
crossing pedestrian.
Of the two angle crashes :
One involved a southbound through vehicle into a northbound left
turning vehicle .
One involved a northbound right turning vehicle into an eastbound
vehicle.
The four bicycle crashes occurred on the south side of the intersection
with :
Bicycles being struck by northbound vehicles in three instances.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 46
37
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A bicycle being struck by a southbound vehicle in one instance .
Details of Fatal or Serious Injury Crashes
No fatal or serious injury crashes were reported at this intersection.
Details of Bicycle or Pedestrian Crashes
Four bicycle crashes were reported at this intersection . All four crashes involved
bicycles using the crossing on the south side of the intersection which is for the
Cedar Lake Regional Trail. Those four crashes are detailed individually below.
A northbound vehicle stopped for a bicycle crossing from west to east. Another
bicycle was simultaneously crossing from east to west but was not seen by the
driver of the vehicle and was struck by the vehicle.
A northbound vehicle struck a crossing bicycle. The vehicle driver claimed sun
glare led to the failure to see the bicyclist.
A northbound vehicle in the right hand lane struck a crossing bicycle. The driver
of the vehicle attributed the failure to see the bicycle on a northbound vehicle in
the left hand lane obstructing their view.
A southbound driver struck a crossing bicycle. The bicycle was noted to have not
stopped at the trail's stop sign and the driver of the vehicle stated they did not
look for potential crosswalk activity.
Trends from this Crash Data
A majority of the crashes at this location either directly involved or could be
attributed to pedestrians/bicycles using the marked crossing on the south side
of the intersection for the Cedar Lake Regional Trail.
Potential Reasons for these Trends
A field visit could not occur at this location due to current construction for the
Southwest Light Rail Transit (LRT) project. The future configuration of this
intersection includes an underpass for the Cedar Lake Trail. The intersection
could be revisited after construction to ensure safe pedestrian/bicycle
operations.
Recommendations
The future underpass for the Cedar Lake Regional Trail at this location will
remove many pedestrians and bicycles from crossing at this location . This will
likely address those types of crashes at this location . No additional
recommendations are suggested.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 47
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Rear End Run Off Road Angle Sideswipe Opposite
Direction/Head On
Pedestrian
W 16th St & West End Blvd -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
l. W 16th Street & West End Boulevard
Reason for Intersection Review
W 16th Street & West End Boulevard was identified as having a high overall crash
rate and multiple pedestrian/bicycle crashes.
Crash Types and Peah Period Percentages
Overall, there were seven crashes at this intersection from 2017 through 2019. Of
these crashes, 0% occurred in the a.m . peak period of 6:00 to 10:00 a.m. while 29%
occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at this
intersection are shown below.
Figure 19 - W 16th St & West End Blvd Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 19:
Of the two rear end crashes :
One was eastbound as a vehicle stopped for a pedestrian crossing.
One was westbound as a vehicle slowed to check for pedestrians.
The run off road was caused by an impaired driver.
The angle crash was a northbound left turning vehicle turning into a
westbound vehicle.
The head on crash was a vehicle turning southbound into the wrong lane
caused by an impaired driver.
The two pedestrian crashes both occurred on the east side crossing and
were both between pedestrians and eastbound through vehicles.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 48
39
Details of Fatal or Serious Injury Crashes
No fatal or serious injury crashes were reported at this intersection.
Details of Bicycle or Pedestrian Crashes
Two pedestrian crashes were reported at this intersection, both of which
occurred in May of 2017 .
In each of these crashes, a pedestrian was crossing the intersection in the marked
crossing on the east side of the intersection when they were struck by an
eastbound through struck.
Trends from this Crash Data
Two of the seven crashes involved pedestrians crossing in a marked crosswalk.
Five of these seven crashes occurred late in the evening.
Potential Reasons for these Trends
Both of the pedestrian crashes involved a failure to yield to pedestrians.
Recent Improvements and their Impacts
It is noted that there are currently Rectangular Rapid Flashing Beacons (RRFBs)
on the pedestrian crossings . Both pedestrian crashes occurred in May of 2017
which is before the RRFBs were installed. No pedestrian crashes have been
reported at this intersection since the installation of the RRFBs. Future pedestrian
crash rates should be monitored at this location to determine if the RRFBs are
aiding in a reduction of crashes .
Recommendations
Future pedestrian crash rates should be monitored at this location to determine
if the RRFBs are aiding in a reduction of crashes.
Lighting conditions should be reviewed to determine if the existing pedestal
streetlights provide adequate visibility.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 49
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Rear End Angle Bicycle
Cedar Lake Rd & Jordan Ave/TH 169 East Ramp -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
m. Cedar Lake Road & Jordan Avenue/TH 169 East Ramp
Reason for Intersection Review
Cedar Lake Road & Jordan Avenue/TH 169 East Ramp was identified as having a
high fatal and serious injury crash rate. One serious injury crash occurred at this
intersection.
Crash Types and Peah Period Percentages
Overall, there were five crashes at this intersection from 2017 through 2019. Of
these crashes , 20% occurred in the a.m. peak period of 6:00 to 10:00 a.m. while
40% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 20 -Cedar Lake Rd & Jordan Ave-TH 169 East Ramp Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 20:
The angle crash was a westbound vehicle going through a red signal into a
southbound vehicle .
The bicycle crash involved a westbound left turning vehicle striking a
bicycle heading eastbound on Cedar Lake Road (serious injury).
Details of Fatal or Serious Injury Crashes
One serious injury crash was reported at this intersection. This crash involved a
vehicle making a westbound left turn and colliding with a bicycle headed east on
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 50
41
Cedar Lake Road . The driver of the vehicle stated they did not see the bicycle . The
bicyclist had a green signal and was properly in the road.
Details of Bicycle or Pedestrian Crashes
One bicycle crash was reported at this intersection resulting in a serious injury.
That crash is described above.
Trends from this Crash Data
Three of the five crashes were caused by westbound vehicles.
Potential Reasons for these Trends
There is a curve on Cedar Lake Road approaching this intersection, but sight lines
appear to be sufficient to see the approaching signal.
Recommendations
Based on the crash history and site review, no specific mitigation is
recommended at this location.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 51
42
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Rear End Sideswipe Same Direction Bicycle
Minnetonka Blvd & Raleigh Ave -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
n. Minnetonka Boulevard & Raleigh Avenue
Reason for Intersection Review
Minnetonka Boulevard & Raleigh Avenue was identified as having multiple
pedestrian/ bicycle crashes.
Crash Types and Peah Period Percentages
Overall, there were five crashes at this intersection from 2017 through 2019. Of
these crashes, 80% occurred in the a.m. peak period of 6:00 to 10:00 a.m. while
20% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 21 -Minnetonka Blvd & Raleigh Ave Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 21 :
Of the two bicycle crashes:
One was an eastbound left turning vehicle into a westbound bicycle
traveling in the road.
One was an eastbound right turning vehicle into a bicycle crossing
on the south side.
Details of Fatal or Serious Injury Crashes
No fatal or serious injury crashes were reported at this intersection.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 52
43
Details of Bicycle or Pedestrian Crashes
Two bicycle crashes were reported at this intersection. One involved an
eastbound left turning vehicle striking a westbound bicycle that was in the
northern most lane of Minnetonka Boulevard.
The other crash involved an eastbound right turning vehicle striking a westbound
bicycle using the sidewalk on the south side of the intersection .
There are no bicycle facilities on Minnetonka Boulevard at this location,
Trends from this Crash Data
Two of the five crashes at this location involved bicycles traveling along
Minnetonka Boulevard.
Potential Reasons for these Trends
There are no bicycle facilities at this location. Some bicyclists will therefore use
the sidewalk while others will use the road.
Recommendations
Sight lines are clear at this intersection. As previously mentioned, a road diet on
Minnetonka Boulevard that includes dedicated bicycle facilities could potentially
reduce some of the types of crashes shown above at this intersection.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 53
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Rear End Bicycle
Cedar Lake Rd & Oregon Ave -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
o. Cedar Lake Road & Oregon Avenue
Reason for Intersection Review
Cedar Lake Road & Oregon Avenue was identified as having a high fatal and
serious injury crash rate. One serious injury occurred at this intersection.
Crash Types and Peah Period Percentages
Overall, there were four crashes at this intersection from 2017 through 2019. Of
these crashes, 0% occurred in the a.m. peak period of 6:00 to 10:00 a.m. while 50%
occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at this
intersection are shown below.
Figure 23 -Cedar Lake Rd & Oregon Ave Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 23:
The bicycle crash involved a westbound left turning vehicle and an
eastbound bicycle (serious injury).
Details of Fatal or Serious Injury Crashes
One serious injury crash was reported at this location . That crash involved a
westbound left turning vehicle striking an eastbound bicycle traveling in the road.
There are no bicycle facilities on Cedar Lake Road at this location . There is a
shoulder present that this bicycle was using but it is not exclusively for bicycle
use . The driver claimed sun glare impaired their view.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 54
45
Details of Bicycle or Pedestrian Crashes
One bicycle crash was reported at this intersection resulting in a serious injury.
That crash is described above.
Trends from this Crash Data
All four crashes at this intersection involved westbound vehicles.
Potential Reasons for these Trends
All of these crashes occurred during daylight hours with dry roadway conditions.
Clear sight lines exist along Cedar Lake Road in this area. This intersection is
closely spaced to the signalized intersection at Nevada Avenue which could result
in westbound vehicles not expecting to stop for other vehicles turning onto
Oregon Avenue.
Recommendations
Based on the crash history and site review, no specific mitigation is
recommended at this location.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 55
46
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Minnetonka Blvd & Cavell Ave -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
p. Minnetonka Boulevard & Cavell Avenue
Reason for Intersection Review
Minnetonka Boulevard & Cavell Avenue was identified as having a high fatal and
serious injury crash rate. One serious injury occurred at this location.
Crash Types and Peah Period Percentages
Overall, there were four crashes at this intersection from 2017 through 2019. Of
these crashes, 75% occurred in the a.m. peak period of 6:00 to 10 :00 a.m. while
0% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 24 -Minnetonka Blvd & Cavell Ave Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 24 :
The rear end crash occurred with icy roadway conditions.
Of the three run off road crashes :
Two occurred with icy roadway conditions.
One occurred when a motorcycle likely hit some debris in the road
(serious injury).
Details of Fatal or Serious Injury Crashes
One serious injury crash was reported at this intersection . That crash involved a
westbound motorcycle that likely slipped on some debris in the roadway, ran off
the road on the north side and ejected the driver.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 56
47
Details of Bicycle or Pedestrian Crashes
No pedestrian or bicycle crashes were reported at this intersection .
Trends from this Crash Data
All four crashes at this intersection were due to westbound vehicles . Three of
them identified ice as a contributing factor.
Potential Reasons for these Trends
This intersection is along a horizontal curve which could play a factor in a driver's
ability to stay on the road when the road is not dry or clear.
Recommendations
Based on this, additional ice management should be reviewed at this location to
avoid vehicles sliding out on the curve.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 57
48
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Rear End Run Off Road
Cedar Lake Rd & Pennsylvania Ave -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
q. Cedar Lake Road & Pennsylvania Avenue S
Reason for Intersection Review
Cedar Lake Road & Pennsylvania Avenue was identified as having a high fatal and
serious injury crash rate. Two serious injury crashes occurred at this intersection.
Crash Types and Peah Period Percentages
Overall, there were three crashes at this intersection from 2017 through 2019. Of
these crashes, 33% occurred in the a.m. peak period of 6:00 to 10:00 a.m. while
0% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 25 -Cedar Lake Rd & Pennsylvania Ave Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 25:
Of the two run off road crashes:
Both resulted in serious injuries.
Both were caused by impaired drivers.
Details of Fatal or Serious Injury Crashes
Two serious injury crashes were reported at this intersection. One involved a
westbound vehicle running off the road to the south and colliding with a parked
vehicle and a tree. The other involved an eastbound vehicle that was being
followed by a police vehicle with its flashing lights on running off the road to the
north and striking several trees.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 58
49
Both drivers were believed to have been impaired at the time of the crash .
Details of Bicycle or Pedestrian Crashes
No pedestrian or bicycle crashes were reported at this intersection .
Trends from this Crash Data
Two of the three crashes at this location were run off road crashes, but it is
believed that the impaired states of the drivers contributed to these crashes.
Potential Reasons for these Trends
This intersection is located along a horizontal curve, but sight lines and the
degree of the curve do not appear to be an issue.
Recommendations
Based on the crash history and site review, no specific mitigation is
recommended at this location.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 59
50
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Angle
W 28th St & Quentin Ave -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
r. W 28th Street & Quentin Avenue
Reason for Intersection Review
W 28 th Street & Quentin Avenue was identified as having a high fatal and serious
injury crash rate. One fatal crash occurred at this intersection.
Crash Types and Peah Period Percentages
Overall, there were two crashes at this intersection from 2017 through 2019. Of
these crashes, both occurred in the a.m. peak period of 6:00 to 10:00 a.m. The
crash types at this intersection are shown below.
Figure 26 -W 28 th St & Quentin Ave Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 26 :
Of the two angle crashes :
One involved a northbound through vehicle colliding with a
westbound vehicle.
One involved a southbound through vehicle colliding with an
eastbound vehicle (fatal).
Details of Fatal or Serious Injury Crashes
One fatal crash was reported at this intersection in 2019. In this crash, a
southbound driver on a scooter collided with an eastbound vehicle . The
intersection was under side-street stop control with stop signs on the
northbound and southbound approaches.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 60
51
Details of Bicycle or Pedestrian Crashes
No pedestrian or bicycle crashes were reported at this intersection .
Trends from this Crash Data
Both of the crashes at this intersection involved angle type crashes .
Potential Reasons for these Trends
At the time of these two crashes, the intersection was under side-street stop
control with stop signs on the northbound and southbound approaches. It has
since been converted to all-way stop control which, if used appropriately by
drivers, should eliminate serious angle crashes.
Recent Improvements and their Impacts
The change to all-way stop control at this intersection occurred less than one
year ago, however, no new crashes have been reported at this intersection in that
time.
Recommendations
Future crash rates should be monitored at this location to determine if the
conversion to an all-way stop is aiding in a reduction of crashes.
No additional mitigations are recommended at this intersection.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 61
52
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Run Off Road Angle Bicycle
W 36th St & Cub Foods Access -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
6. Non-Intersection Crash Analysis ----------------~
a. W 36th Street & Cub Foods Access
Reason for Intersection Review
The W 36 th Street & Cub Foods Knollwood Access intersection was identified as
having multiple pedestrian/bicycle crashes.
Crash Types and Peah Period Percentages
Overall, there were five crashes at this intersection from 2017 through 2019 . Of
these crashes , 20% occurred in the a.m. peak period of 6:00 to 10:00 a.m. while
60% occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash types at
this intersection are shown below.
Figure 22 -W 36th St & Cub Foods Access Crash Types
■ ■ ■ ■ ■
Additional details about the crashes shown in Figure 22 :
The run off road crash was a westbound vehicle attempting to turn left but
overshooting the access .
The two angle crashes were :
A northbound left turning vehicle into a westbound vehicle.
A westbound left turning vehicle into an eastbound vehicle.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 62
53
•
The two bicycle crashes both involved northbound right turning vehicles
striking bicycles crossing the south side of the intersection as they traveled
along the sidewalk.
Details of Fatal or Serious Injury Crashes
No fatal or serious injury crashes were reported at this intersection.
Details of Bicycle or Pedestrian Crashes
Two bicycle crashes were reported at this intersection . Both involved northbound
right turning vehicles striking bicycles. In both cases, the bicycle was headed west
using the sidewalk on the south side of W 36 th Street.
These crashes occurred in October of2017 and October of 2018 . At the time, there
were on-street bike lanes on W 36 th Street west of the Cub Foods access, but none
east of the access. Since then, a westbound on-street bike lane has been striped.
Trends from this Crash Data
Three of the five crashes involved northbound vehicles .
Two of the five crashes involved bicycles utilizing the sidewalk.
Potential Reasons for these Trends
There is a vertical grade along W 36 th Street as well as vegetation on the south
side. This can lead to a partially obstructed view for northbound vehicles.
Recommendations
The pruning and care of vegetation along the southern side of 36 th Street, by the
Cub Foods access, should be explored to determine if improved sight lines can
be achieved between vehicles and pedestrians.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 63
54
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1
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Pedestrian
W 26th St & Natchez Ave -Crash Types
Northbound Southbound Eastbound Westbound Multi-Directional
b. W 26th Street West of Natchez Avenue
Reason for Intersection Review
W 26 th Street & Natchez Avenue was identified as having a high fatal and serious
injury crash rate. One serious injury crash occurred at this intersection.
Crash Types and Peah Period Percentages
Overall, there was one crash at this intersection from 2017 through 2019. The crash
occurred during the p.m. peak period of 3:00 to 7:00 p.m. The crash type at this
intersection is shown below.
Figure 27 -W 26 th St & Natchez Ave Crash Types
■ ■ ■ ■ ■
Additional details about the crash shown in Figure 27 :
The pedestrian crash involved an eastbound vehicle striking pedestrians
as they crossed W 26 th Street near Natchez Avenue.
Details of Fatal or Serious Injury Crashes
One serious injury crash was reported at this intersection. This crash involved two
pedestrians crossing W 26 t h Street just west of Natchez Avenue from south to
north being struck by an eastbound vehicle.
Details of Bicycle or Pedestrian Crashes
One pedestrian crash was reported at this intersection resulting in a serious
injury. That crash is described above.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 64
55
Trends from this Crash Data
With only one reported crash at this location, no trends are identified .
Potential Reasons for these Trends
This location is along a horizontal curve, but there are clear sight lines allowing
drivers to see the entire curve. Parked vehicles on the north side of W 26 th Street
could potentially partially obstruct the view around the curve.
Recommendations
Sight lines should be reviewed with parked vehicles in place to reassess if the
provided on-street parking is appropriate at this location.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 65
56
c. TH 7 West of Texas Avenue
Reason for Intersection Review
TH 7, just west of Texas Avenue, was identified due to a fatal pedestrian crash that
occurred in 2018.
Crash Type
This 2018 crash occurred just west of TH 7 and Texas Avenue. A westbound vehicle
struck a southbound pedestrian causing the pedestrian to hit an eastbound left
turning vehicle waiting in queue .
Details of Fatal or Serious Injury Crash
This crash resulted in a fatality to the pedestrian.
Trends from this Crash Data
As only one crash occurred at this area, no trends can be determined.
Potential Reasons for these Trends
As stated in the crash summary report, the pedestrian was traveling southbound
across TH 7 just west of the intersection. Due to the pedestrian crossing outside
of the designated crosswalk areas it is possible the driver did not expect to
encounter potential pedestrian conflicts at this point contributing to the
collision . This potential reason is supported by no citations being given to either
driver involved in the crash.
Recommendations
Pedestrian crossings should be consolidated to the crosswalks when possible.
Updated pedestrian facilities have been constructed at the location. If non-
crosswalk crossings of TH 7 continue at this location potential fencing along the
center median of TH 7 can be put into place to further incentive pedestrians to
utilize the designated pedestrian facilities at the intersection.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 66
57
•
•
7. Conclusions and Recommendations ----------------~
The 2017 through 2019 crash data in the City of St. Louis Park was reviewed. The following
are the main findings.
Overall Crash Data
The overall number of crashes as well as the numbers of fatal and serious injury
crashes remained relatively consistent from 2017 through 2019. Pedestrian crashes
have increased year over year while bicycle crashes have decreased year over year.
Crash Types 2017 2018 2019 Total
Total Crashes 1,265 1,166 1,344 3,775
Fatal Crashes 1 1 1 3
Serious Injury Crashes 6 6 8 20
Pedestrian Crashes 11 13 15 39
Bicycle Crashes 14 10 8 32
Recent improvements have been made at some intersections which have generally
resulted in a decrease in crash rates at those locations.
There are a number of contributing factors that, depending on the location, played
a larger or smaller role in the crashes that occurred. Those factors include impaired
drivers, icy roadway conditions, sun glare, obstructed views, poor gap decisions, and
roadway geometry.
Fatal and Serious Injury Crashes
Crashes at intersections account for disproportionately high numbers of fatal and
serious injury crashes. Pedestrian and bicycle crashes, a majority of which occur at
intersections, also account for disproportionately high numbers of fatal and serious
injury crashes.
Percentage of Percentage of Percentage of
Crash Types Serious Injury Total Crashes Fatal Crashes Crashes
Intersection Crashes 34% 67% 70%
Pedestrian/ Bicycle 2% 33% 40% Crashes
Recommendations
The following recommendations are made based on the analysis in this study:
Additional signage be considered on westbound TH 7 approaching Texas
Avenue to warn drivers of the upcoming signal and potential vehicle queue.
Consideration be given to converting the channelized northbound right turn
lane to a standard right turn lane at Excelsior Boulevard & TH 100 West Ramp.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 67
58
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•
•
•
•
•
The signal timing be reviewed/updated at Excelsior Boulevard & TH 100 West
Ramp to reduce eastbound vehicle queues on Excelsior Boulevard.
The operating times of flashing yellow arrows be reviewed including at
Minnetonka Boulevard & TH 100 East Ramp and Aquila Avenue & W 37 th Street.
Consideration be given to the potential for a road diet on Minnetonka Avenue
between TH 100 and TH 7 to include left turn lanes and bicycle facilities.
Consider converting Minnetonka Boulevard and Joppa Avenue to a limited
access intersection .
Upgrade or consider removing the pedestrian crossing on the west side of
Excelsior Boulevard & Yosemite Avenue .
Ice management should be reviewed including at Excelsior Boulevard &
Meadowbrook Lane and Minnetonka Boulevard & Cavell Avenue.
Lighting conditions be reviewed at W 16th Street & West End Boulevard to
determine if the existing pedestal lights are adequate.
Review the sight lines near W 26 th Street & Natchez Avenue to determine if the
provided on-street parking is appropriate at this location.
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 68
59
a.Appendix ----------------~
A. Top Location Crash Data Summary
B. Green Sheets
C. Crash Diagrams
Citywide Crash Analysis
St. Louis Park, MN
~ ~U Spack
SOLUTIONS
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 69
K A B C N
Fatal Serious
Injury
Minor
Injury
Possible
Injury
Property
Damage
TH 7 Texas Ave 72 22 21 29 0 2 3 15 52 1 7 15 8 14 Signal 42,050 2.11 1.46
TH 7 Aquila Ave 66 21 29 16 0 0 3 11 52 0 0 8 11 10 Signal 51,050 1.66 0.00
Excelsior Blvd TH 100 West Ramp 59 23 18 18 0 0 7 14 38 1 0 4 8 4 Signal 38,470 1.31 0.00
Excelsior Blvd Park Center Blvd 45 18 14 13 0 1 0 8 36 0 3 5 7 7 Signal 39,460 0.98 0.63
Minnetonka Blvd TH 100 East Ramp 35 14 10 11 0 2 4 3 26 3 0 6 6 4 Signal 31,480 0.93 1.40
Minnetonka Blvd TH 100 West Ramp 32 12 13 7 0 0 3 9 20 1 0 5 4 1 Signal 29,940 0.88 0.00
CSAH 25 Beltline Blvd 28 12 5 11 0 0 0 4 24 1 0 6 4 3 Signal 27,500 0.82 0.00
W 36th St Park Center Blvd 27 8 9 10 0 0 2 4 21 0 0 5 6 2 Signal 26,870 0.81 0.00
TH 7 Louisiana Ave - Southern 27 4 7 16 0 0 0 4 23 1 0 3 5 2 Roundabout 22,915 1.61 0.00
Minnetonka Blvd Louisiana Ave 24 9 7 8 0 0 3 6 15 0 2 1 5 2 Signal 24,700 0.77 0.00
Park Place Blvd W 16th St 22 8 6 8 0 0 2 4 16 1 1 3 3 2 Signal 28,920 0.79 0.00
Minnetonka Blvd Ottawa Ave 20 9 6 5 0 0 1 5 14 0 2 1 4 0 Signal 22,925 0.68 0.00
Minnetonka Blvd Joppa Ave 19 6 7 6 0 0 1 6 12 1 0 2 3 1 TWSC 16,250 2.23 0.00
Aquila Ave W 37th St 19 7 4 8 0 0 2 2 15 0 0 4 3 4 Signal 17,280 1.02 0.00
TH 7 Louisiana Ave - Northern 16 6 4 6 0 0 1 0 15 0 0 4 3 2 Roundabout 21,150 1.01 0.00
Excelsior Blvd Yosemite Ave 13 4 6 3 0 1 1 2 9 1 0 2 3 0 TWSC 24,975 1.14 1.00
Wayzata Blvd Louisiana Ave 13 6 2 5 0 0 1 3 9 0 0 2 2 2 Signal 26,550 0.39 0.00
Excelsior Blvd Quentin Ave 12 0 3 9 0 1 1 3 7 0 0 2 3 0 Signal 21,375 0.43 0.81
Excelsior Blvd Monterey/38th 11 2 2 7 0 0 0 2 9 1 1 3 2 2 Signal 26,650 0.33 0.00
Excelsior Blvd Meadowbrook Ln 11 3 2 6 1 0 3 2 5 0 0 6 0 3 TWSC 21,560 1.07 1.05
Wooddale Ave TH 7 Service Rd/Trail Xing 9 2 3 4 0 0 3 2 4 4 0 1 0 0 AWSC 12,400 0.84 0.00
Cedar Lake Rd Louisiana Ave 9 3 5 1 0 0 1 2 6 0 0 1 2 0 Signal 26,170 0.27 0.00
Minnetonka Blvd Texas Ave 8 2 4 2 0 0 0 2 6 0 1 1 0 0 Signal 18,475 0.42 0.00
W 16th St West End Blvd 7 5 0 2 0 0 0 3 4 2 2 3 2 0 TWSC 10,265 1.11 0.00
Minnetonka Blvd Utah Ave 6 2 2 2 0 0 1 3 2 1 0 2 0 0 TWSC 13,400 0.80 0.00
Cedar Lake Rd Jordan/Hwy 169 East Ramp 5 1 2 2 0 1 0 2 2 1 1 1 0 1 Signal 12,345 0.35 1.15
Minnetonka Blvd Raleigh Ave 5 2 1 2 0 0 2 1 2 2 0 0 0 0 TWSC 27,000 0.41 0.00
Excelsior Blvd Wooddale Ave 5 1 3 1 0 0 0 2 3 0 0 1 1 1 Signal 29,260 0.14 0.00
W 36th St Cub Foods Access 5 2 3 0 0 0 2 0 3 2 0 0 1 0 TWSC 7,825 0.94 0.00
Cedar Lake Rd Oregon Ave 4 1 0 3 0 1 1 0 2 1 0 0 0 0 TWSC 9,170 0.68 1.29
Minnetonka Blvd Cavell Ave 4 0 0 4 0 1 0 0 3 0 0 3 0 0 TWSC 12,295 0.57 1.21
Cedar Lake Rd Texas Ave 4 2 1 1 0 0 0 2 2 0 0 0 0 0 Signal 11,390 0.29 0.00
Cedar Lake Rd Pennsylvania Ave 3 2 0 1 0 2 0 0 1 0 2 0 0 0 TWSC 9,170 0.51 2.57
W 28th St Quentin Ave 2 1 0 1 1 0 0 0 1 0 0 0 0 0 TWSC 1,715 0.85 1.64
W 26th St Natchez Ave 1 0 0 1 0 1 0 0 0 1 0 1 0 0 TWSC 2,680 0.34 1.56
K A
Fatal
Serious
Injury
TH 7 West of Texas Ave 1 1
TH 169 NB, south of Cedar Lake Rd 1
TH 394 EB, west of Park Place Blvd 1
TH 100 NB, north of Old Cedar Lake Rd 1
TH 100 SB, north of Minnetonka Blvd 1
1 1
2
1 2
Camerata Way (Private) Medley Row (Private)1 1
St. Louis Park, 2017 - 2019 Crash Data
Cub Foods Knollwood Parking Lot
Crash Severity
Ped/Bike
Intersections Total
Crashes
Impaired
(drinking/
drugs)
Ped/Bike Snow/Ice/
Frost/Slush
Unknown Parking Lot along Park Center Blvd
Methodist Hospital Parking Lot
Critical IndexRoadway Surface
Wet
Non Public Intersections
Hit & Run Intersection
Daily VolumeTraffic Control K&ATotal
Crash Years
2017 2018 2019
Citywide Crash Analysis
St. Louis Park, 2017-2019
A1 Spack Solutions
Appendix A - Top Location Crash Data Summary
I
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 70
Intersection:
Crash Data 2017-2019
0
2
3
15
52
72
=
Signals: high volume, high speed
1.56 4.34
0.47 0.53
0.74 2.98
2.11 1.46
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 1.56 per MEV; this is 2.1 times the critical rate. If
crashes were reduced by 37 over three years, this intersection would perform within normal range.
The observed fatal and serious injury crash rate for this period is 4.34 per 100 MEV; this is 1.5 times
the critical rate.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Possible Injury Speed Limit 55 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $1,096,733
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Intersection Safety Screening
TH 7 & Texas Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 42,050
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B1 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 71
Intersection:
Crash Data 2017-2019
0
0
3
11
52
66
=
Signals: high volume, high speed
1.18 0.00
0.47 0.53
0.71 2.66
1.66 0.00
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 1.18 per MEV; this is 1.7 times the critical rate. If
crashes were reduced by 26 over three years, this intersection would perform within normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Possible Injury Speed Limit 50 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $606,067
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Intersection Safety Screening
TH 7 & Aquila Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 51,050
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B2 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 72
Intersection:
Crash Data 2017-2019
0
0
7
14
38
59
=
Signals: high volume, low speed
1.40 0.00
0.72 0.78
1.07 3.71
1.31 0.00
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 1.40 per MEV; this is 1.3 times the critical rate. If
crashes were reduced by 13 over three years, this intersection would perform within normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $880,267
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Intersection Safety Screening
Excelsior Blvd & TH 100 West Ramp
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 38,470
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B3 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 73
Intersection:
Crash Data 2017-2019
0
1
0
8
36
45
=
Signals: high volume, low speed
1.04 2.31
0.72 0.78
1.06 3.65
0.98 0.63
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 1.04 per MEV; this is 2% below the critical rate.
Based on similar statewide intersections, an additional 1 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 2.31 per 100 MEV; this is 37%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $502,533
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Intersection Safety Screening
Excelsior Blvd & Park Center Blvd
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 39,460
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B4 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 74
Intersection:
Crash Data 2017-2019
0
2
4
3
26
35
=
Signals: high volume, low speed
1.02 5.80
0.72 0.78
1.10 4.15
0.93 1.40
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 1.02 per MEV; this is 7% below the critical rate.
Based on similar statewide intersections, an additional 3 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 5.80 per 100 MEV; this is 1.4 times
the critical rate.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $755,533
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Intersection Safety Screening
Minnetonka Blvd & TH 100 East Ramp
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 31,480
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B5 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 75
Intersection:
Crash Data 2017-2019
0
0
3
9
20
32
=
Signals: high volume, low speed
0.98 0.00
0.72 0.78
1.11 4.28
0.88 0.00
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.98 per MEV; this is 12% below the critical rate.
Based on similar statewide intersections, an additional 5 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $469,667
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Intersection Safety Screening
Minnetonka Blvd & TH 100 West Ramp
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 29,940
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B6 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 76
Intersection:
Crash Data 2017-2019
0
0
0
4
24
28
=
Signals: high volume, low speed
0.93 0.00
0.72 0.78
1.13 4.50
0.82 0.00
Intersection Safety Screening
CSAH 25 & Beltline Blvd
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 27,500
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 45 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $171,467
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.93 per MEV; this is 18% below the critical rate.
Based on similar statewide intersections, an additional 7 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B7 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 77
Intersection:
Crash Data 2017-2019
0
0
2
4
21
27
=
Signals: high volume, low speed
0.92 0.00
0.72 0.78
1.14 4.56
0.81 0.00
Intersection Safety Screening
36th St & Park Center Blvd
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 26,870
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 30 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $277,200
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.92 per MEV; this is 19% below the critical rate.
Based on similar statewide intersections, an additional 7 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B8 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 78
Intersection:
Crash Data 2017-2019
0
0
0
4
23
27
=
All Way Stop
1.08 0.00
0.34 0.72
0.67 4.87
1.61 0.00
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 1.08 per MEV; this is 1.6 times the critical rate. If
crashes were reduced by 10 over three years, this intersection would perform within normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Possible Injury Speed Limit 30 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $168,933
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
Incapacitating Injury Traffic Control All stop
Non-incapacitating Injury Environment Suburban
Intersection Safety Screening
TH 7 & Louisiana Ave Southern
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 22,915
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B9 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 79
Intersection:
Crash Data 2017-2019
0
0
3
6
15
24
=
Signals: high volume, low speed
0.89 0.00
0.72 0.78
1.16 4.80
0.77 0.00
Intersection Safety Screening
Minnetonka Blvd & Louisiana Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 24,700
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $374,000
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.89 per MEV; this is 23% below the critical rate.
Based on similar statewide intersections, an additional 8 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B10 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 80
Intersection:
Crash Data 2017-2019
0
0
2
4
16
22
=
Signals: low volume, low speed
0.69 0.00
0.52 0.44
0.87 3.53
0.79 0.00
Intersection Safety Screening
Park Place Blvd & W 16th St
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 28,920
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 30 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $264,533
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.69 per MEV; this is 21% below the critical rate.
Based on similar statewide intersections, an additional 6 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B11 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 81
Intersection:
Crash Data 2017-2019
0
0
1
5
14
20
=
Signals: high volume, low speed
0.80 0.00
0.72 0.78
1.17 5.02
0.68 0.00
Intersection Safety Screening
Minnetonka Blvd & Ottawa Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 22,925
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $230,467
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.80 per MEV; this is 32% below the critical rate.
Based on similar statewide intersections, an additional 10 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B12 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 82
Intersection:
Crash Data 2017-2019
0
0
1
6
12
19
=
Urban Thru / Stop
1.07 0.00
0.19 0.36
0.48 4.98
2.23 0.00
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 1.07 per MEV; this is 2.2 times the critical rate. If
crashes were reduced by 10 over three years, this intersection would perform within normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $253,067
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Intersection Safety Screening
Minnetonka Blvd & Joppa Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 16,250
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B13 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 83
Intersection:
Crash Data 2017-2019
0
0
2
2
15
19
=
Signals: low volume, low speed
1.00 0.00
0.52 0.44
0.98 5.03
1.02 0.00
Intersection Safety Screening
Aquila Ave & W 37th St
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 17,280
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 30 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $206,667
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 1.00 per MEV; this is 1.0 times the critical rate. If
crashes were reduced by 0 over three years, this intersection would perform within normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B14 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 84
Intersection:
Crash Data 2017-2019
0
0
1
0
15
16
=
All Way Stop
0.69 0.00
0.34 0.72
0.68 5.13
1.01 0.00
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.69 per MEV; this is 1.0 times the critical rate. If
crashes were reduced by 0 over three years, this intersection would perform within normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Possible Injury Speed Limit 30 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $94,667
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
Incapacitating Injury Traffic Control All stop
Non-incapacitating Injury Environment Suburban
Intersection Safety Screening
TH 7 & Louisiana Ave Northern
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 21,150
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B15 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 85
Intersection:
Crash Data 2017-2019
0
1
1
2
9
13
=
Urban Thru / Stop
0.48 3.66
0.19 0.36
0.42 3.65
1.14 1.00
Intersection Safety Screening
Excelsior Blvd & Yosemite Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 24,975
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $324,800
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.48 per MEV; this is 1.1 times the critical rate. If
crashes were reduced by 1 over three years, this intersection would perform within normal range.
The observed fatal and serious injury crash rate for this period is 3.66 per 100 MEV; this is equal to
the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B16 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 86
Intersection:
Crash Data 2017-2019
0
0
1
3
9
13
=
Signals: high volume, low speed
0.45 0.00
0.72 0.78
1.14 4.59
0.39 0.00
Intersection Safety Screening
Wayzata Blvd & Louisiana Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 26,550
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 30 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $162,467
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.45 per MEV; this is 61% below the critical rate.
Based on similar statewide intersections, an additional 21 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B17 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 87
Intersection:
Crash Data 2017-2019
0
1
1
3
7
12
=
Signals: high volume, low speed
0.51 4.27
0.72 0.78
1.19 5.25
0.43 0.81
Intersection Safety Screening
Excelsior Blvd & Quentin Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 21,375
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $347,400
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.51 per MEV; this is 57% below the critical rate.
Based on similar statewide intersections, an additional 16 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 4.27 per 100 MEV; this is 19%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B18 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 88
Intersection:
Crash Data 2017-2019
0
0
0
2
9
11
=
Signals: high volume, low speed
0.38 0.00
0.72 0.78
1.14 4.58
0.33 0.00
Intersection Safety Screening
Excelsior Blvd & Monterey Dr/38th St
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 26,650
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $78,133
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.38 per MEV; this is 67% below the critical rate.
Based on similar statewide intersections, an additional 23 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B19 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 89
Intersection:
Crash Data 2017-2019
1
0
3
2
5
11
=
Urban Thru / Stop
0.47 4.24
0.19 0.36
0.44 4.05
1.07 1.05
Intersection Safety Screening
Excelsior Blvd & Meadowbrook Ln
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 21,560
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 40 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $618,000
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.47 per MEV; this is 1.1 times the critical rate. If
crashes were reduced by 0 over three years, this intersection would perform within normal range.
The observed fatal and serious injury crash rate for this period is 4.24 per 100 MEV; this is 1.1 times
the critical rate.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B20 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 90
Intersection:
Crash Data 2017-2019
0
0
3
2
4
9
=
All Way Stop
0.66 0.00
0.34 0.72
0.79 7.34
0.84 0.00
Intersection Safety Screening
Wooddale Ave & TH 7 Service Rd
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 12,400
Incapacitating Injury Traffic Control All stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 30 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $235,467
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.66 per MEV; this is 16% below the critical rate.
Based on similar statewide intersections, an additional 2 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B21 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 91
Intersection:
Crash Data 2017-2019
0
0
1
2
6
9
=
Signals: high volume, low speed
0.31 0.00
0.72 0.78
1.14 4.63
0.27 0.00
Intersection Safety Screening
Cedar Lake Rd & Louisiana Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 26,170
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $127,200
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.31 per MEV; this is 73% below the critical rate.
Based on similar statewide intersections, an additional 24 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B22 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 92
Intersection:
Crash Data 2017-2019
0
0
0
2
6
8
=
Signals: low volume, low speed
0.40 0.00
0.52 0.44
0.96 4.80
0.42 0.00
Intersection Safety Screening
Minnetonka Blvd & Texas Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 18,475
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $70,533
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.40 per MEV; this is 58% below the critical rate.
Based on similar statewide intersections, an additional 12 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B23 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 93
Intersection:
Crash Data 2017-2019
0
0
0
3
4
7
=
Urban Thru / Stop
0.62 0.00
0.19 0.36
0.56 7.09
1.11 0.00
Intersection Safety Screening
W 16th St & West End Blvd
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 10,265
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 30 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $93,133
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.62 per MEV; this is 1.1 times the critical rate. If
crashes were reduced by 0 over three years, this intersection would perform within normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B24 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 94
Intersection:
Crash Data 2017-2019
0
0
1
3
2
6
=
Urban Thru / Stop
0.41 0.00
0.19 0.36
0.51 5.76
0.80 0.00
Intersection Safety Screening
Minnetonka Blvd & Utah Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 13,400
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $144,733
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.41 per MEV; this is 20% below the critical rate.
Based on similar statewide intersections, an additional 2 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B25 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 95
Intersection:
Crash Data 2017-2019
0
1
0
2
2
5
=
Signals: low volume, low speed
0.37 7.40
0.52 0.44
1.07 6.45
0.35 1.15
Intersection Safety Screening
Cedar Lake Rd & Jordan Ave-TH 169 East Ramp
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 12,345
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $250,400
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.37 per MEV; this is 65% below the critical rate.
Based on similar statewide intersections, an additional 10 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 7.40 per 100 MEV; this is 1.2 times
the critical rate.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B26 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 96
Intersection:
Crash Data 2017-2019
0
0
2
1
2
5
=
Urban Thru / Stop
0.17 0.00
0.19 0.36
0.41 3.45
0.41 0.00
Intersection Safety Screening
Minnetonka Blvd & Raleigh Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 27,000
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $146,067
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.17 per MEV; this is 59% below the critical rate.
Based on similar statewide intersections, an additional 8 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B27 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 97
Intersection:
Crash Data 2017-2019
0
0
0
2
3
5
=
Signals: high volume, low speed
0.16 0.00
0.72 0.78
1.12 4.33
0.14 0.00
Intersection Safety Screening
Excelsior Blvd & Wooddale Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 29,260
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $62,933
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.16 per MEV; this is 86% below the critical rate.
Based on similar statewide intersections, an additional 31 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B28 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 98
Intersection:
Crash Data 2017-2019
0
0
2
0
3
5
=
Urban Thru / Stop
0.58 0.00
0.19 0.36
0.62 8.80
0.94 0.00
Intersection Safety Screening
W 36th St & Cub Foods Access
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 7,825
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 30 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $120,933
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.58 per MEV; this is 6% below the critical rate.
Based on similar statewide intersections, an additional 1 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B29 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 99
Intersection:
Crash Data 2017-2019
0
1
1
0
2
4
=
Urban Thru / Stop
0.40 9.96
0.19 0.36
0.59 7.75
0.68 1.29
Intersection Safety Screening
Cedar Lake Rd & Oregon Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 9,170
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $251,733
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.40 per MEV; this is 32% below the critical rate.
Based on similar statewide intersections, an additional 2 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 9.96 per 100 MEV; this is 1.3 times
the critical rate.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B30 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 100
Intersection:
Crash Data 2017-2019
0
1
0
0
3
4
=
Urban Thru / Stop
0.30 7.43
0.19 0.36
0.53 6.15
0.57 1.21
Intersection Safety Screening
Minnetonka Blvd & Cavell Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 12,295
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $197,600
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.30 per MEV; this is 43% below the critical rate.
Based on similar statewide intersections, an additional 4 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 7.43 per 100 MEV; this is 1.2 times
the critical rate.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B31 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 101
Intersection:
Crash Data 2017-2019
0
0
0
2
2
4
=
Signals: low volume, low speed
0.32 0.00
0.52 0.44
1.09 6.85
0.29 0.00
Intersection Safety Screening
Cedar Lake Rd & Texas Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 11,390
Incapacitating Injury Traffic Control Signals
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $60,400
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.32 per MEV; this is 71% below the critical rate.
Based on similar statewide intersections, an additional 10 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100%
below the critical rate. The intersection operates within the normal range.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B32 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 102
Intersection:
Crash Data 2017-2019
0
2
0
0
1
3
=
Urban Thru / Stop
0.30 19.92
0.19 0.36
0.59 7.75
0.51 2.57
Intersection Safety Screening
Cedar Lake Rd & Pennsylvania Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 9,170
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 35 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $382,533
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.30 per MEV; this is 49% below the critical rate.
Based on similar statewide intersections, an additional 3 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 19.92 per 100 MEV; this is 2.6
times the critical rate.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B33 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 103
Intersection:
Crash Data 2017-2019
1
0
0
0
1
2
=
Urban Thru / Stop
1.07 53.25
0.19 0.36
1.26 32.56
0.85 1.64
Intersection Safety Screening
W 28th St & Quentin Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 1,715
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 1,000 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $382,533
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 1.07 per MEV; this is 15% below the critical rate.
Based on similar statewide intersections, an additional 1 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 53.25 per 100 MEV; this is 1.6
times the critical rate.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B34 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 104
Intersection:
Crash Data 2017-2019
0
1
0
0
0
1
=
Urban Thru / Stop
0.34 34.08
0.19 0.36
1.01 21.86
0.34 1.56
Intersection Safety Screening
W 26th St & Natchez Ave
Crashes by Crash Severity Intersection Characteristics
Fatal Entering Volume 2,680
Incapacitating Injury Traffic Control Thru / stop
Non-incapacitating Injury Environment Suburban
Possible Injury Speed Limit 30 mph
Observed Observed
Property Damage
Total Crashes
Annual crash cost $190,000
Statewide Comparison
Total Crash Rate Fatal & Serious Injury Crash Rate
The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical
rate is a statistical comparison based on similar intersections statewide. An observed crash rate
greater than the critical rate indicates that the intersection operates outside the expected, normal
range. The critical index reports the magnitude of this difference.
The observed total crash rate for this period is 0.34 per MEV; this is 66% below the critical rate.
Based on similar statewide intersections, an additional 2 crashes over the three years would
indicate this intersection operaters outside the normal range.
The observed fatal and serious injury crash rate for this period is 34.08 per 100 MEV; this is 1.6
times the critical rate.
Statewide Average Statewide Average
Critical Rate Critical Rate
Critical Index Critical Index
Developed by MnDOT Office of Traffic, Safety Technology. May 2014.
Citywide Crash Analysis
St. Louis Park, 2017-2019
B35 Spack Solutions
Appendix B - Green Sheets
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 105
Angle Sideswipe Opposite
Direction Head OnRun Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
1
2
2 1
1 25
1
1
12 2
1
10
TH 7 & Texas Ave
2017 through 2019 Crashes
1 2 10
North
TH 7
Texas AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C1 Spack Solutions
Appendix C - Crash Diagrams
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 106
TH 7 & Aquila Ave
2017 through 2019 Crashes
2 13
15
1
2
11
2 2
2 8
1
6 1
Angle Sideswipe Opposite
Direction Head OnRun Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
North
TH 7
Aquila Ave/BlakeRdCitywide Crash Analysis
St. Louis Park, 2017-2019
C2 Spack Solutions
Appendix C - Crash Diagrams
........
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.... *
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 107
Angle Sideswipe Opposite
Direction Head OnRun Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
44 1 1 1
2 2
8
Excelsior Blvd & TH 100 West Ramp
2017 through 2019 Crashes
North
Excelsior Blvd
TH 100 SBCitywide Crash Analysis
St. Louis Park, 2017-2019
C3 Spack Solutions
Appendix C - Crash Diagrams
........
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.... *
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 108
Angle Sideswipe Opposite
Direction Head OnRun Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
4 1
2
1 1
5
2
1 18
Minnetonka Blvd & TH 100 East Ramp
2017 through 2019 Crashes
North
Minnetonka Blvd
TH 100 NBCitywide Crash Analysis
St. Louis Park, 2017-2019
C4 Spack Solutions
Appendix C - Crash Diagrams
........
.... ....
.... *
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 109
Angle Sideswipe Opposite
Direction Head On
EB Rear Ends: 5 on TH 7 Ramp, 1 on
Lake St
EB Angles: 5 from TH 7, 2 from Lake
St
Run Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
7
2 1 1
6
1
TH 7 & Louisiana Ave - Southern
2017 through 2019 Crashes
2 5 2
North
TH 7 - Southern
Lake St
Louisiana AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C5 Spack Solutions
Appendix C - Crash Diagrams
........
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.... *
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[g [3] [d
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.... ....
........
l
t
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 110
Angle Sideswipe Opposite
Direction Head OnRun Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
1
1 3
1 4
3
2 1
3
Minnetonka Blvd & Joppa Ave
2017 through 2019 Crashes
North
Minnetonka Blvd
Joppa AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C6 Spack Solutions
Appendix C - Crash Diagrams
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.... ....
.... *
--.o~
'
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[g [3] [d
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.... ....
........
l
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 111
Angle Sideswipe Opposite
Direction Head OnRun Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
1 3
3 1
2
5
2
1
Aquila Ave & W 37th St
2017 through 2019 Crashes
1
North
W 37th St
Aquila AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C7 Spack Solutions
Appendix C - Crash Diagrams
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.... ....
.... *
--.o~
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........
l
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 112
Angle Sideswipe Opposite
Direction Head OnRun Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
1
8
1
TH 7 & Louisiana Ave - Northern
2017 through 2019 Crashes
2 1 3
North
TH 7 - Northern Louisiana AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C8 Spack Solutions
Appendix C - Crash Diagrams
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.... *
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[g [3] [d
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........
l
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 113
Angle Sideswipe Opposite
Direction Head OnRun Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
1
3 1
4
1
1 1
Excelsior Blvd & Yosemite Ave
2017 through 2019 Crashes
1
North
Excelsior Blvd
Yosemite AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C9 Spack Solutions
Appendix C - Crash Diagrams
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.... *
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.... ....
........
l
t
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 114
1
Angle Sideswipe Opposite
Direction Head OnRun Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
1 1
4
3
Excelsior Blvd & Meadowbrook Ln
2017 through 2019 Crashes
1
North
Excelsior Blvd
Meadowbrook LnCitywide Crash Analysis
St. Louis Park, 2017-2019
C10 Spack Solutions
Appendix C - Crash Diagrams
........
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.... *
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[g [3] [d
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.... ....
........
l
t
Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 115
Angle Sideswipe Opposite
Direction Head OnRun Off Road Bicycle Pedestrian Sideswipe Same
Direction Rear End Left Turn into
Traffic
1
1 3
1
Wooddale Ave & TH 7 Service Rd
2017 through 2019 Crashes
1 2
North
TH 7 Service Rd
Wooddale Ave
Citywide Crash Analysis
St. Louis Park, 2017-2019
C11 Spack Solutions
Appendix C - Crash Diagrams
........
.... ....
.... *
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 116
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W 16th St & West End Blvd
2017 through 2019 Crashes
North
W 16th St
West End BlvdCitywide Crash Analysis
St. Louis Park, 2017-2019
C12 Spack Solutions
Appendix C - Crash Diagrams
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 117
Angle Sideswipe Opposite
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Cedar Lake Rd & Jordan Ave/TH 169 East Ramp
2017 through 2019 Crashes
North
Cedar Lake Rd
Jordan AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C13 Spack Solutions
Appendix C - Crash Diagrams
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 118
Angle Sideswipe Opposite
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Minnetonka Blvd & Raleigh Ave
2017 through 2019 Crashes
North
Minnetonka Blvd
Raleigh AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C14 Spack Solutions
Appendix C - Crash Diagrams
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 119
Angle Sideswipe Opposite
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W 36th St & Cub Foods Access
2017 through 2019 Crashes
North
W 36th St
Cub Foods AccessCitywide Crash Analysis
St. Louis Park, 2017-2019
C15 Spack Solutions
Appendix C - Crash Diagrams
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 120
Angle Sideswipe Opposite
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Cedar Lake Rd & Oregon Ave
2017 through 2019 Crashes
North
Cedar Lake Rd
Oregon AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C16 Spack Solutions
Appendix C - Crash Diagrams
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 121
Angle Sideswipe Opposite
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Minnetonka Blvd & Cavell Ave
2017 through 2019 Crashes
North
Minnetonka Blvd
Cavell AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C17 Spack Solutions
Appendix C - Crash Diagrams
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 122
Angle Sideswipe Opposite
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Cedar Lake Rd & Pennsylvania Ave
2017 through 2019 Crashes
North
Cedar Lake Rd
Pennsylvania AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C18 Spack Solutions
Appendix C - Crash Diagrams
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 123
Angle Sideswipe Opposite
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W 28th St & Quentin Ave
2017 through 2019 Crashes
North
W 28th St
Quentin AveCitywide Crash Analysis
St. Louis Park, 2017-2019
C19 Spack Solutions
Appendix C - Crash Diagrams
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 124
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W 26th St & Natchez Ave
2017 through 2019 Crashes
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W 26th St
NatchezAveCitywide Crash Analysis
St. Louis Park, 2017-2019
C20 Spack Solutions
Appendix C - Crash Diagrams
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Study session meeting of August 22, 2022 (Item No. 3)
Title: Citywide crash analysis Page 125
Meeting: Study session
Meeting date: August 22, 2022
Written report: 4
Executive summary
Title: MnDOT – Highway 7 Road Safety Audit
Recommended action: None. The purpose of this report is to provide a summary of the findings
of the Highway 7 Road Safety Audit. If the council has additional questions, MnDOT has offered
to come to a council meeting and do a presentation on this topic.
Policy consideration: Does the council need any additional information or have any questions
related to this study?
Summary: The Minnesota Department of Transportation (MnDOT) recently completed a Road
Safety Audit (RSA) of a 32-mile segment of Highway 7 between County Road 33 in Hollywood
Township and Highway 100 in St. Louis Park. The RSA was conducted to determine if the
number and severity of crashes at intersections and along segments are in line with the crash
rate and severity of other similar facilities in Minnesota. For areas where the crash rate was
higher than average, the engineers were tasked with identifying the primary factor for the
crashes and proposing short-, medium-, and long-term updates to improve safety.
The analysis team performed an overall review of the corridor based on crash data and a more
in-depth review of specific areas identified during the public process. The RSA team worked
collaboratively on this study with local city engineers and collected traffic data to develop
findings. All planning studies that were adjacent to the Highway 7 corridor were reviewed, and
input was collected from residents, business owners, and visitors of the corridor.
Ultimately, one segment and three intersections within St. Louis Park were identified as
problematic (where the crash rate was over the critical index of 1.0). Short-term, medium-term,
and long-term improvements were recommended for these areas. The team identified and
prioritized improvements and strategies for reducing the degree of safety risk that may be
implemented in future projects.
Financial or budget considerations: None at this time. If improvements are pursued in the
future, the city would be responsible for some of the costs. Aquila Avenue and Texas Avenue
are city streets, and the upgrades to these intersections would be a shared cost between
MnDOT, Hopkins, and the city.
Strategic priority consideration: St. Louis Park is committed to providing a variety of options for
people to make their way around the city comfortably, safely and reliably.
Supporting documents: Discussion
Highway 7 Road Safety Audit
Prepared by: Joseph Shamla, engineering project manager
Reviewed by: Debra Heiser, engineering director
Approved by: Kim Keller, city manager
Study session meeting of August 22, 2022 (Item No. 4) Page 2
Title: MnDOT – Highway 7 Road Safety Audit
Discussion
Background: The Minnesota Department of Transportation (MnDOT) recently completed a
study of a 32-mile segment of Highway 7 between County Road 33 in Hollywood Township and
Highway 100 in St. Louis Park. A Road Safety Audit (RSA) was conducted to determine if the
number and severity of crashes at intersections and along segments are similar to the crash
rate and severity of other similar facilities in Minnesota. The engineers were tasked with
identifying the primary factor for the crashes and proposing short-, medium-, and long-term
updates to improve safety on Highway 7.
What is a Road Safety Audit (RSA)? A RSA is a formal evaluation of planned or existing
roadways by an independent, multidisciplinary team. The team looks for potential safety
hazards that may affect all road users and suggests measures to mitigate the safety issues. The
purpose of the study is to review crash history, prior planning documents and projects, and
existing conditions to identify potential safety projects and safety strategies that can be
implemented as a part of future projects.
The RSA team performed an overall review of the corridor based on crash data and performed
a more in-depth review of areas identified during the public process. The team identified and
prioritized improvements and strategies for reducing the degree of safety risk that may be
implemented in future improvement projects.
This report will focus on the segment of Highway 7 from Highway 169 to Highway 100 or the
portion of Highway 7 that is located in St. Louis Park. The RSA reviewed the speed and the
volume of traffic along Highway 7 in this area. The study concluded that the 85-percentile
speed was 60 mph in both the eastbound and westbound directions in 2021, and the average
daily traffic was between 30,000 to 40,000 vehicles per day.
Highway 7 was further separated into four segments in St. Louis Park, and each segment was
analyzed to determine the critical crash index. Knowing the critical crash index allows engineers
to determine if further study is needed in a particular segment. Please see the chart below for
results in each segment.
Highway 7 from Blake Road/ Aquila Avenue to Louisiana Avenue Ramps (east terminal) had a
critical index of 3.63. This critical index is a result of two serious crashes that occurred along this
segment. Both of the crashes were front to rear crashes that occurred due to congestion on
Study session meeting of August 22, 2022 (Item No. 4) Page 3
Title: MnDOT – Highway 7 Road Safety Audit
westbound Highway 7. In this segment, 59% of the crashes were front to rear, and 25% of the
crashes were single-vehicle crashes.
A crash analysis was also completed at the intersections along the corridor. Please see the table
below, which shows the results for the intersections of Highway 7 in St. Louis Park.
There are two intersections in the city where the total crash rate critical index is higher than 1.0
and two intersections where the fatal and serious injury critical index is higher than 1.0.
Highway 7 at Texas Avenue had both a total crash index and a fatal and serious injury index
higher than 1.0, which means that this intersection has more crashes and more serious crashes
than those experienced on similar facilities in Minnesota.
The intersection of Highway 7 and Blake Road / Aquila Avenue had a critical index of 1.35.
There have been no fatal or serious injury crashes in the last year, and 74% of crashes were
property damage only, with 21% possible injury and 5% minor injury crashes.
Highway 7 at Texas Avenue had a total critical index of 1.82 and a fatal and serious injury critical
index of 4.64. There was one fatal crash, and three serious injury crashes at this intersection.
Most of the crashes at the intersection are people following too closely or vehicles running red
lights. The fatal crash at this intersection involved a pedestrian that was crossing the west leg.
Public engagement: The RSA team provided multiple options for public engagement. All of the
information about the project was provided on a project website. The public was notified about
the project using MnDOT and the city’s social media through MnDOT and the city. A paper copy
of the project materials was available at the St. Louis Park Library and at the Central Community
Center.
Many comments were provided by members of the community and surrounding area. For the
area of the RSA between Minnetonka and Highway 100, 162 comments were provided. In
general, there was a request for safer pedestrian crossings near several destinations, including
the intersection of Highway 7 and Blake Road / Aquila Avenue (Shoppes at Knollwood) and the
Texas Avenue intersection. The other major comments were the challenges at the westbound
leg of the Texas Avenue intersection regarding vehicles stopped for the traffic light.
Identified solutions: The RSA team identified the following short- (2-5 year), medium- (5-10
year), and long- (10 year +) term solutions for Highway 7 in St. Louis Park.
• Highway 169 to Highway 100 segment:
Short term, complete corridor study:
Study session meeting of August 22, 2022 (Item No. 4) Page 4
Title: MnDOT – Highway 7 Road Safety Audit
• Study to understand long-term vision (e.g., interchanges, overpasses,
converting to non-freeway segment)
• Keep Blake Road and Texas Avenue intersection improvements tied
together;
• Complete corridor wide review for pedestrian improvements/ connections.
Medium-term
• Modify signals to include battery backup;
• Add signal improvements to reduce red light running and increase visibility.
Examples that are being considered are enforcement lights and yellow
reflective to the signal heads.
Long-term, fund and construct recommended corridor study improvements and
pedestrian improvements/connections
• CSAH 20/ Blake Road/ Aquila Avenue segment: Short-term, install tighter and wider
pavement markings; Study if an advanced intersection/ queue warning system has merit.
Medium-term, add advanced intersection/ queuing warning system for westbound traffic if
the study recommends that a system should be added. Long-term, fund and construct
improvements recommended in Highway 169 to Highway 100 corridor study.
• Highway 7 at Blake Road / Aquila Avenue intersection: short-term, the team recommends
high friction surface treatments near the intersection approaches to improve vehicle
control. For the long-term solution, the team is recommending constructing improvements
that were recommended in the corridor studies (major reconstruction of the intersection
using an alternative intersection type). An example was provided in the report showing a
grade separation of Aquila Avenue over Highway 7 with button hook ramps to provide
access to and from Highway 7.
• Highway 7 and Texas Avenue intersection: short-term, the team is recommending high
friction surface treatment at the intersection approaches to improve vehicle control. They
are also recommending that additional study be completed to determine if an advanced
intersection queue warning system has merit. The long-term solution for this intersection is
a major reconstruction of the intersection using an alternative intersection type.
• Highway 7 & Northbound 169 ramp intersections: Short-term, the team is recommending
tighter and wider pavement markings. Medium-term, they recommended signal
improvements to reduce red light running and increase visibility. Examples that are being
considered are enforcement lights and yellow reflective to the signal heads. There are no
long-term recommendations.
Financial considerations: The city will be responsible for a portion of the costs of any
intersection improvements. Since the city owns the north leg of the Highway 7 at Blake Road /
Aquila Avenue– we could be responsible for up to 25% of the costs of the upgrades to the
intersection. At Texas Avenue, the city owns both the north and south legs of the intersection
which means that the city may be responsible for up to 50% of the costs of the improvements –
depending on where the improvements are made. The funding for these projects will need to
be identified in our capital improvement plan in the future so that we have the ability to fund
the improvements when they proceed.
Next Steps: If the council has additional questions, MnDOT has offered to come to a council
meeting and do a presentation on this topic.
Highway 7 Road Safety Audit Report 1
Highway 7 Road Safety Audit Report
JULY 2022
Prepared By:
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 5
Highway 7 Road Safety Audit Report 2
Contents
1 Introduction ....................................................................................................................................................... 3
1.1 Study Area ................................................................................................................................................. 3
1.2 What is a Road Safety Audit? .................................................................................................................... 4
1.3 RSA Review Team ...................................................................................................................................... 5
2 Background ........................................................................................................................................................ 6
2.1 Corridor Traffic Volumes ........................................................................................................................... 6
2.2 Corridor Speeds ......................................................................................................................................... 6
2.3 Relevant Plans and Studies ........................................................................................................................ 8
2.4 Crash Trends ............................................................................................................................................ 11
3 Crash Analysis .................................................................................................................................................. 15
3.1 Highway 7 from Hollywood Township to Minnetrista ............................................................................ 15
3.2 Highway 7 from Minnetrista to Minnetonka ........................................................................................... 21
3.3 Highway 7 from Minnetonka to St. Louis Park ........................................................................................ 26
4 Public Engagement .......................................................................................................................................... 31
4.1 Interactive Map ....................................................................................................................................... 32
4.2 Survey Demographic Responses: ............................................................................................................ 33
5 Road Safety Audit Process ............................................................................................................................... 34
6 Potential Improvements Summary ................................................................................................................. 34
6.1 Corridor‐wide Initiatives .......................................................................................................................... 35
6.2 Highway 7 from Hollywood Township to Minnetrista ............................................................................ 35
6.3 Highway 7 from Minnetrista to Minnetonka ........................................................................................... 42
6.4 Highway 7 from Minnetonka to St. Louis Park ........................................................................................ 49
7 Conclusions ...................................................................................................................................................... 55
8 Appendix A – Comment Letters....................................................................................................................... 57
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 6
Highway 7 Road Safety Audit Report 3
1 Introduction
The Minnesota Department of Transportation (MnDOT) is leading a study of a 32‐mile segment of Highway 7
between Highway 100 in St. Louis Park and Carver County Road 33 in Hollywood Township to identify potential
safety improvements and strategies that may be implemented. A Road Safety Audit (RSA) was conducted to
determine if the number and severity of crashes at intersections and along segments is abnormal, to identify the
primary factors for the crashes, and to propose short‐, medium‐ and long‐term updates to improve safety on
Highway 7.
To do this, a team of experts was assembled to review the safety and operations of the roadway. The team
reviewed relevant existing information along the corridor, performed a review of identified areas of safety
concern, and identified and prioritized improvements and strategies for reducing the degree of safety risk that
may be implemented as a part of future projects.
1.1 Study Area
The Highway 7 corridor between Highway 100 and Carver County Road 33 runs through Hennepin and Carver
counties and through 13 cities/townships: St. Louis Park, Hopkins, Minnetonka, Deephaven, Excelsior,
Chanhassen, Shorewood, Victoria, Minnetrista, St. Bonifacius, Laketown Township, Watertown Township, and
Hollywood Township. The study corridor was divided into three segments, which are shown in Figure 1 along
with a list of the jurisdictions included within each segment.
Figure 1 Study Area
The split of these segments was based on the varying characteristics of the roadway which are described below:
Highway 7 from Hollywood Township to Minnetrista (15 miles): primarily rural setting with large
spacing between intersections; almost all intersections are unsignalized
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 7
Highway 7 Road Safety Audit Report 4
Highway 7 from Minnetrista to Minnetonka (9 miles): primarily suburban setting with frequent
horizontal curves and higher number of intersections per mile
Highway 7 from Minnetonka to St. Louis Park (8 miles): primarily urban setting; highway is divided with
several grade‐separated intersections and interchanges
1.2 What is a Road Safety Audit?
An RSA is a formal evaluation of planned or existing roadways by an independent, multidisciplinary team. The
team looks for potential safety hazards that may affect all road users and suggests measures to mitigate those
safety issues. An RSA may be performed before, during, or after the design/construction process.
An RSA includes three steps:
1. Understand Existing Conditions – complete pre‐audit data analysis, field review, and obtain input from
the public and targeted stakeholders to understand potential existing safety concerns.
2. Conduct In‐Field Review – complete in‐field review of the corridor and collect additional data if required.
3. Report Findings – identify potential safety projects and solutions, document, and present the findings of
the study.
The purpose of the study is to review crash history, prior planning documents and projects, and existing
conditions to identify potential safety projects and safety strategies that can be implemented as a part of future
projects. In a few cases, these strategies can be implemented relatively easily (i.e., lower cost and by agency
maintenance crews) and in others further study is required. The proposed improvements may need to be
incorporated into a larger construction project, or additional funding may be required. It should be noted that
the purpose of an RSA is to review safety issues along a particular corridor or location. Evaluation and
recommendations of non‐safety related issues (e.g. capacity or signal timing issues) would be considered as part
of a different type of study.
The “4Es” of safety include engineering, education, enforcement, and emergency response and safety solutions
can be related to any of the “4Es” although often the solutions are engineering based.
This RSA included the following key steps:
1. Engage local agencies to develop project scope and focus
2. Assemble an RSA review team
3. Assemble, review, and analyze crash data
4. Create project website and open public input opportunities
5. Collect speed and existing conditions information
6. Create and host online virtual public meeting
7. Assemble the RSA review audit packet
8. Conduct the RSA review
9. Develop the draft RSA report
10. Review and confirm findings with RSA review team
11. Obtain input from stakeholders and local agencies
12. Finalize the RSA report
13. Present findings to the public
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 8
Highway 7 Road Safety Audit Report 5
1.3 RSA Review Team
The RSA review was conducted in February 2022 during the COVID‐19 pandemic. Under normal circumstances,
the RSA team completes the field review together traveling from site‐to‐site in a large passenger van. Due to
social distancing requirements, a virtual RSA review was conducted where information was assembled in
advance including dashcam video footage of the corridor and photos at key locations.
Members of RSA review team and their position are listed below in Table 1. The team included representation
from MnDOT, the Department of Public Safety (DPS), City of Minnetonka, Carver County, Federal Highway
Administration (FHWA), and Kimley‐Horn.
Table 1 RSA Review Team
Name Title
Derek Leuer MnDOT State Traffic Safety Engineer
Andrew Lutaya MnDOT Metro District West Area Engineer
Ken Johnson MnDOT Assistant State Traffic Engineer
Robert Wagner MnDOT Graduate Engineer
Tiffani Nielson Minnesota State Patrol
Jason Bartell Minnesota State Patrol
Cody Brand MnDOT District 8 Traffic Engineer
Tara Helm MnDOT West Metro Toward Zero Death Program Coordinator
Phil Olson City of Minnetonka City Engineer
Dan McCormick Carver County Traffic Services Supervisor
Douglas Carter MnDOT State Geometrics Engineer
Hannah Pritchard MnDOT Pedestrian and Bicycle Engineer
William Stein FHWA Safety Engineer
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 9
Highway 7 Road Safety Audit Report 6
Name Title
Andrew Emanuele FHWA Community Planner
Brandon Bourdon Kimley‐Horn Project Manager
Jack Olsson Kimley‐Horn Traffic Engineer
2 Background
This section provides an overview of the segments of Highway 7 included in the study area, prior studies, traffic
volumes, travel speeds, and an analysis of the crash data. This information provided the RSA team a foundation
of background information that increased the effectiveness of the RSA virtual review.
2.1 Corridor Traffic Volumes
Highway 7 is classified as a principal arterial along the entire study area. The average daily traffic along the
corridor varies from less than 10,000 vehicles per day (vpd) on the west end of the corridor to near 50,000 vpd
along the central‐east part of the corridor. Figure 2 shows how the average daily traffic changes along the entire
corridor.
Figure 2 Average Daily Traffic
2.2 Corridor Speeds
The posted speed limit on a majority of the corridor is 55 mph or higher. Portions of Highway 7 have lower
speed limits through cities or towns (e.g., Hopkins and St. Bonifacius). Figure 3 provides the posted speed limit in
miles per hour (mph) along the corridor.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 10
Highway 7 Road Safety Audit Report 7
Figure 3 Corridor Speed Limits
MnDOT completed a speed zone evaluation along Highway 7 in 2015 from the western boundary of Carver
County to Highway 100 in St. Louis Park. As part of this study, speed data was collected at approximately 30
locations along the corridor. This study led to changes in the posted speed limit at several locations, the result of
which are shown in Figure 3.
Additional speed data was collected at three locations along Highway 7 as part of this RSA. One doppler radar
sensor was placed along each of the three subsegments of the corridor for a three‐day period in December
2021. These sensors were utilized to measure the average and 85th percentile vehicle speeds in each direction.
This data was compared to the speed data collected by MnDOT in 2015 to understand speed trends along the
corridor. It should be noted that the speed limits at all three locations were raised by 5 mph between 2015 and
2021. A summary of this comparison is shown in Table 2.
Table 2 Corridor Speed Data Comparison
Highway 7 Location Direction 85th Percentile Speed
in 2015
85th Percentile Speed
in 2021
West of St. Bonifacius
Eastbound 60 mph 66 mph
Westbound 58 mph 65 mph
Shorewood
(West of Highway 41)
Eastbound 55 mph 59 mph
Westbound 56 mph 61 mph
Minnetonka
(East of I‐494)
Eastbound 62 mph 60 mph
Westbound 56 mph 60 mph
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 11
Highway 7 Road Safety Audit Report 8
The 85th percentile speed increased by 4‐7 mph at all locations and in both directions except for eastbound
Highway 7 east of I‐494 which slightly decreased. In general, the 85th percentile speed was approximately 5 mph
higher than the posted speed limit. These changes in speed between 2015 and 2021 are expected based on the
increase in the posted speed limit that occurred after the speed data collection in 2015. The increase in vehicle
speeds closely corresponds to the change in posted speed limits along the corridor.
2.3 Relevant Plans and Studies
A review of planning studies recently constructed projects, and programmed projects was completed to ensure
prior work was considered as a part of the RSA. The following is a summary of that review:
2.3.1 Planning/Safety Studies
Trunk Highway 7 (TH 7) Safety Assessment Report (McLeod County)
MnDOT has been focused on improving safety throughout the State and along Highway 7. MnDOT District 8
recently completed a similar study of Highway 7 from Highway 22 near Hutchinson to the McLeod
County/Carver County line that is located west of this study. This study included a review of existing conditions
and crash history along the corridor and developed several recommendations for intersection‐ and segment‐
related improvements.
Arboretum Area Transportation Plan
This study, which was completed in early 2021, included a review of Rolling Acres Road which intersections
Highway 7 in Victoria. While Highway 7 was not the primary focus of the study, particular attention was given to
the intersection Highway 7 & Rolling Acres Road where concepts were developed. Both roadway vision concepts
developed as part of this study include the construction of a roundabout at Highway 7 & Rolling Acres Road. A
pedestrian underpass on the east leg of this intersection was also identified as potential future improvement.
These improvements were defined as mid‐term goals with a targeted implementation of 2027‐2031.
2020 Hennepin County Road Safety Plan
There are several intersections within the study area that have been identified as high‐risk intersections in
Hennepin County’s Road Safety Plan. These intersections and the improvements that were identified at each
location are described below.
Highway 7 & CSAH 20/Blake Road/Aquila Avenue: add confirmation lights
Highway 7 & CSAH 101: add advanced walk for pedestrians, update traffic signal, reduce intersection
skew, and remove free right‐turns.
Carver County: County Highway Safety Plan
Carver County completed a highway safety plan in 2013 as part of the Minnesota highway safety planning
process. This study identified three of the intersections within the study area of this RSA as high‐priority rural
intersections. These intersections and the improvements that were identified at each location are described
below.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 12
Highway 7 Road Safety Audit Report 9
Highway 7 & CR 33 (ranked #1 out of 69 locations): install street lights and improve signing and marking
Highway 7 & CSAH 23/CR 123 (ranked #6 out of 69 locations): install street lights and improve signing
and marking
Highway 7 & CSAH 11/Kings Point Road (ranked #10 out of 69 locations): install street lights
In addition to these intersections, the intersection of Highway 7 & CSAH 13/Smithtown Road was identified as a
high‐priority intersection for pedestrian/bicycle improvements (advanced walk and countdown timers) and for
right angle improvements (confirmation lights and flashing yellow arrows).
Hennepin County 2040 Bicycle Transportation Plan
In Hennepin County’s 2040 Bicycle Transportation Plan, several new trail corridors were identified that either
cross or connect to Highway 7. These include:
A regional trail corridor that would cross Highway 7 at County State Aid Highway 11 (CSAH 11)/Kings
Point Road/Victoria Drive between St. Bonifacius and Victoria. This trail would provide a connection
between the existing Dakota Rail Regional Trail to the north and the existing Lake Minnetonka LRT
Regional Trail to the south.
A trail corridor that would connect the Dakota Rail Regional Trail and the Lake Minnetonka LRT Regional
Trail further to the east in Shorewood. This trail would connect to the existing Highway 7 and
Highway 41 intersection.
A trail corridor that would connect the Lake Minnetonka LRT Regional Trail to the Minnesota River Bluffs
LRT Regional Trail. This trail would follow Baker Road which is a grade‐separated crossing of Highway 7
just east of I‐494.
A trail corridor that would follow the Canadian Pacific corridor would be a grade‐separated crossing of
Highway 7 between Louisiana Avenue and Wooddale Avenue in St. Louis Park.
2.3.2 Recent Projects
Highway 7 and Old Market Road Intersection Improvements
In 2021, MnDOT began a project to make several updates along Highway 7 between Christmas Lake Road and
I‐494. As part of these improvements, there were several changes at the intersection of Highway 7 & Old Market
Road. These changes included replacing the traffic signal and removing the free northbound right‐turn at the
intersection. Figure 4 shows a pre‐construction and during‐construction aerial image at the intersection.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 13
Highway 7 Road Safety Audit Report 10
Figure 4 Highway 7 and Old Market Road ‐ April 2021 (Left) and May 2022 (Right)
Highway 7 Median Barrier Treatment
In addition to the improvements at Old Market Road, MnDOT also implemented improvements to the median
guardrails and barriers at several locations along Highway 7, including at CSAH 101, Tonkawood Road/Woodland
Road, and Williston Road. Figure 5 shows a pre‐construction and during‐construction aerial image at the
Williston Road intersection.
Figure 5 Highway 7 Median Barrier Improvements near Williston Road ‐ April 2021 (Left) and May 2022 (Right)
Highway 7 and Hopkins Crossroad Intersection Improvements
Intersection improvements were implemented in 2021 at the intersection of Highway 7 and Hopkins Crossroad
in Minnetonka. These improvements included installing a second eastbound left‐turn lane and removing the free
northbound and southbound right‐turns. Figure 6 shows a pre‐construction and during‐construction aerial
image at the intersection.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 14
Highway 7 Road Safety Audit Report 11
Figure 6 Highway 7 and Hopkins Crossroad ‐ April 2021 (Left) and May 2022 (Right)
2.3.3 Planned Projects
Highway 41 and Minnetonka Middle School West Intersection Improvements
Approximately one‐quarter mile south of the intersection of Highway 7 and Highway 41, the City of Chanhassen
has plans to construct a roundabout in 2024. This roundabout would be built at the intersection of Highway 41
and Minnetonka Middle School West access.
2.4 Crash Trends
A review of the historic crash data was completed to understand overall crash trends experienced along the
entire span of the corridor. Trends were evaluated for crashes of all severities and also for fatal and serious
injury crashes only.
2.4.1 All Crashes
Crash data from the last five years (2016‐2020) was reviewed to understand trends for crashes of all severities
that occurred along the Highway 7 corridor. Figure 7 shows the number of crashes that occurred each year by
crash severity. The data shows that a relatively consistent number of crashes occurred each year (within a 30%
increase or decrease in most cases). However, there was a significant decrease in the total number of crashes
that occurred in 2020 when compared to prior years, likely due to the decrease in traffic volumes on Highway 7
during the COVID‐19 pandemic. This trend in crashes by year has similarities to Minnesota statewide averages,
with 2019 experiencing the most crashes and 2020 experiencing the least crashes in the last five years.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 15
Highway 7 Road Safety Audit Report 12
Figure 7 Crashes per Year by Severity (2016‐2020)
Figure 8 shows the number of crashes that occurred each year by manner of collision. Front to rear (or rear end)
crashes were the most common type of crash, with more than 50% of crashes falling into this category. This high
percentage of rear end crashes is likely due to the large number of traffic signals along the study corridor.
Figure 8 Crashes by Manner of Collision (2016‐2020)
The number of crashes and their severity by intersection type are detailed in Figure 9. More than 50% of the
crashes in the study area were intersection related.
275
352
316
388
228
0
100
200
300
400
2016 2017 2018 2019 2020Number of CrashesFatal Crash Serious Injury Crash Minor Injury Crash
Possible Injury Crash Property Damage Only Crash
838
212 174 150 67 42 25 24 20 6 1
0
200
400
600
800
1000
Number of CrashesManner of Collision
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 16
Highway 7 Road Safety Audit Report 13
Figure 9 Crashes by Intersection Type (2016‐2020)
2.4.2 Fatal and Serious Injury Crashes
To better understanding patterns related to the most severe crashes (i.e., fatal and serious injury crashes), crash
trends were analyzed separately for these types of crashes. In addition to the 2016‐2020 crashes along the
corridor, 2021 crash data through September 2021 was also included in the review and analysis for fatal and
serious injury crashes. This is all of the 2021 crash data that was available at the time of this study. The location
of the crashes along the corridor during this time period is shown in Figure 10.
Figure 10 Fatal and Serious Injury Crash Locations (January 2016 – September 2021)
Figure 11 shows the fatal and serious injury crashes along the study corridor by month. Over 50% of the crashes
occurred between the months of June and October which is similar to statewide trends. Additionally, five of the
fatal or serious injury crashes occurred in June 2021.
860
561
118
200
100
200
300
400
500
600
700
800
900
1000
Intersection Related Not at Intersection,
Interchange or Junction
Interchange or On/Off
Ramp
Other/UnknownNumber of CrashesIntersection Type
Property Damage Only Crash
Possible Injury Crash
Minor Injury Crash
Serious Injury Crash
Fatal Crash
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 17
Highway 7 Road Safety Audit Report 14
Figure 11 Fatal and Serious Injury Crashes by Month (January 2016 – September 2021)
Figure 12 shows a summary of the contributing factors for the high severity crashes. Over 25% of the fatal and
serious injury crashes along the corridor were caused by a vehicle disregarding the traffic control and running a
red light. This is much higher than the statewide average which showed that only 3% and 4% of fatal and injury
crashes, respectively, were caused by this in 2020.
Figure 12 Fatal and Serious Injury Crashes by Contributing Factor (January 2016 – September 2021)
1
2
1
3
11111
2
1
4
2
4
4
3
5
1
3
0
1
2
3
4
5
6
7
8
Jan Feb Mar Apr May Jun Aug Sep Oct Nov DecNumber of CrashesSerious Injury Crash
Fatal Crash
11
7
55
4
3
22
0
2
4
6
8
10
12
Ran Red Light Improper Driving
Maneuver,
Failure to Yield
Right‐of‐Way
Operated Motor
Vehicle in
Careless,
Negligent, or
Erratic Manner
Driver Distracted Ran‐Off‐
Road/Swerved
to Avoid
Conflict/Over‐
Correct
Weather, Road
Condition,
Lighting
Driver Speeding Other/UnknownNumber of CrashesContributing Factor
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 18
Highway 7 Road Safety Audit Report 15
3 Crash Analysis
The three segments that the study corridor was divided into were split further into subsegments for the crash
analysis. A crash analysis was completed for these subsegments and all intersections along the corridor to
understand crash trends in more specific areas and to identify locations that may be experiencing safety
concerns. As described in Section 2.4, the crash data includes crashes of all severities along the corridor between
January 1, 2016 and December 31, 2020 as well as all fatal and serious injury crashes occurring along the
corridor from January 2021 to September 2021.
There are several crash parameters that are used throughout this report:
Crash Rate: There is a positive correlation between crash frequency and traffic volume. Crash rates
measure the number of crashes controlling for this exposure. For intersections, exposure is defined as
entering vehicles; for segments, exposure is defined as vehicle miles traveled. The total crash rate is
defined as the number of crashes per million vehicle miles traveled (or entering vehicles for
intersections). The fatal and serious injury crash rate is defined as the number of fatal and incapacitating
injury crashes per 100 million vehicle miles traveled (or entering vehicles for intersections).
Critical Crash Rate: Critical crash rates provide a statistical threshold for screening sites. The critical rate
is calculated by weighting the average crash rate for similar intersections or segments across Minnesota
by the existing traffic volume.
Critical Index: A critical index is reported as the ratio of the observed crash rate to the critical crash rate.
A critical index exceeding 1.00 indicates there may be a safety concern at the site. When analyzing the
critical index, a value at or below 1.00 implies that the site does not deviate significantly from statewide
trends (i.e., it is performing within expectations). The crash rate critical index is the total crash rate
divided by the critical crash rate for total crashes. Similarly, the fatal and serious injury critical index is
the fatal and serious injury crash rate divided by the critical crash rate for fatal and serious injury
crashes.
Additional information and formulas used to calculate these parameters are available in Chapter 11 ‐ Traffic
Safety of MnDOT’s Traffic Engineering Manual.
3.1 Highway 7 from Hollywood Township to Minnetrista
3.1.1 Segment Crash Analysis
The segment of Highway 7 from Hollywood Township to Minnetrista was divided into eight subsegments. These
subsegments, as well as all of the crashes occurring within them, are shown in Figure 13.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 19
Highway 7 Road Safety Audit Report 16
Figure 13 Segment Crashes: Highway 7 from Hollywood Township to Minnetrista
For each of the eight subsegments, a crash analysis was completed to understand the total crash rate and fatal
and serious crash rate and how the rates compared to similar facilities in Minnesota. Table 3 shows the total
number of crashes, the total crash rate and critical index, and the fatal and serious injury crash rate and critical
index for each subsegment. The critical rates and indices are based on 2020 Minnesota statewide averages.
Table 3: Subsegment Crash Rates: Highway 7 from Hollywood Township to Minnetrista
Subsegment
Total
Crashes
(2016‐
2020)
Total Crash Rate1
(2016‐2020)
Fatal and Serious Injury
Crash Rate2
(2016 – September 2021)
Segment
Rate
Critical
Index
Segment
Rate
Critical
Index
Yale Avenue to CR 33 7 0.30 0.31 3.73 1.75
CR 33 to CSAH 23/CR 123 10 0.20 0.24 0.00 0.00
CSAH 23/CR 123 to Highway 25 6 0.49 0.43 0.00 0.00
Highway 25 to CSAH 10 15 0.39 0.44 2.26 1.14
CSAH 10 to Buck Lake Road 40 0.92 1.07 4.00 2.04
Buck Lake Road to
CSAH 92/Main Street 1 0.12 0.05 0.00 0.00
CSAH 92/Main Street to
CSAH 11/Kings Point Road/Victoria Drive 29 0.76 0.45 6.87 4.21
CSAH 11/Kings Point Road/Victoria Drive
to County Border (North of Lake
Zumbra)
29 0.55 0.34 3.27 2.10
1 Rate = Crashes per Million Vehicle Miles Traveled
2 Rate = Crashes per 100 Million Vehicle Miles Traveled
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 20
Highway 7 Road Safety Audit Report 17
The five subsegments where the critical index is higher than 1.0, shown in Figure 14 highlighted in red, were
focused on as part of the RSA. Segments with a critical index above 1 are segments where the total crash trend
is statistically higher than experienced on similar facilities in Minnesota.
Figure 14 Subsegments with a Critical Index higher than 1.0: Highway 7 from Hollywood Township to Minnetrista
Highway 7 from Yale Avenue to CR 33 had a fatal and serious injury critical index of 1.75. This critical index is due
to a single fatal head‐on crash that occurred as a result of a vehicle failing to stay in the travel lane. Besides the
single fatal crash, the rest of the crashes on the subsegment were all property damage only crashes.
Highway 7 from Highway 25 to CSAH 10 had a fatal and serious injury critical index of 1.14. Similar to the
subsegment of Highway 7 from Yale Avenue to CR 33, this critical index is due to a single fatal head‐on crash.
Besides the single fatal crash at the intersection, the rest were property damage only (83% of crashes) or minor
injury (8% of crashes).
Highway 7 from CSAH 10 to Buck Lake Road had a total critical index of 1.07 and a fatal and serious injury critical
index of 2.04. Of the crashes that have occurred on the subsegment, there has been one fatal crash and one
serious injury crash. The most common type of crash was single vehicle crashes (41% crashes) followed by deer
crashes (31% of crashes). Besides the deer‐related crashes, the most common contributing factors were
improper driving maneuver (21% of crashes), weather, road condition, or lighting (15% of crashes), and chemical
impairment (10% of crashes). The subsegment is straight with very few curves.
Highway 7 from CSAH 92/Main Street to CSAH 11/Kings Point Road/Victoria Drive had a fatal and serious injury
critical index of 4.21. There have been three serious injury crashes along this subsegment since 2016. Two of
these serious injury crashes occurred near intersections in St. Bonifacius, and most of the minor crashes
occurred near the roundabout at CSAH 11/Kings Point Road/Victoria Drive. The most common crash type was
front to rear crashes (31% of crashes) followed by single vehicle crashes (28% of crashes) and angle crashes (14%
of crashes).
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 21
Highway 7 Road Safety Audit Report 18
Highway 7 from CSAH 11/Kings Point Road/Victoria Drive to County Border (North of Lake Zumbra) had a fatal
and serious injury critical index of 2.10. There has been one fatal crash and one serious injury crash, and the lead
contributing factor of crashes at the intersection were weather, road conditions, or lighting (24% of crashes) and
improper driving maneuver (17% crashes). Most of the crashes were front to rear crashes (21% of crashes),
single vehicle crashes (21% crashes), or sideswipe same direction crashes (14% of crashes).
3.1.2 Intersection Crash Analysis
For each of the 26 intersections along the Hollywood Township to Minnetrista Highway 7 segment, a crash
analysis was completed to understand the total crash rate and fatal and serious crash rate and how the rates
compared to similar facilities in Minnesota. Table 4 shows the total number of crashes, the total crash rate and
critical index, and the fatal and serious injury crash rate and critical index for each of the intersections. The
critical rates and indices are based on the 2020 Minnesota statewide averages.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 22
Highway 7 Road Safety Audit Report 19
Table 4: Intersection Crash Rates: Highway 7 from Hollywood Township to Minnetrista
Intersection
Total
Crashes
(2016‐
2020)
Total Crash Rate3
(2016‐2020)
Fatal and Serious Injury
Crash Rate4
(2016 – September 2021)
Intersection
Rate
Critical
Index
Intersection
Rate
Critical
Index
Highway 7 & Yale Avenue 1 0.07 0.21 0.00 0.00
Highway 7 & 53rd Street 2 0.14 0.42 0.00 0.00
Highway 7 & CR 33 7 0.35 1.21 0.00 0.00
Highway 7 & Vega Avenue 4 0.24 0.75 5.29 4.04
Highway 7 & Upland Avenue 1 0.06 0.19 0.00 0.00
Highway 7 & CSAH 21 2 0.12 0.39 0.00 0.00
Highway 7 & Tacoma Avenue 1 0.06 0.19 5.29 4.04
Highway 7 & CSAH 23/CR 123 4 0.25 0.78 5.36 4.09
Highway 7 & Highway 25 11 0.50 0.43 0.00 0.00
Highway 7 & Polk Avenue 1 0.06 0.19 0.00 0.00
Highway 7 & CSAH 10 11 0.43 0.38 0.00 0.00
Highway 7 & CR 155 1 0.05 0.17 0.00 0.00
Highway 7 & Hunters Trail/
Wildwood Avenue 2 0.10 0.29 0.00 0.00
Highway 7 & Maplewood Road (East) 1 0.05 0.15 0.00 0.00
Highway 7 & Tower Street 4 0.21 0.62 0.00 0.00
Highway 7 & CSAH 92/Main Street 19 0.53 0.64 2.42 1.98
Highway 7 & Bell Street 6 0.25 0.78 0.00 0.00
Highway 7 & Steiner Street 2 0.08 0.25 0.00 0.00
Highway 7 & Highland Road 7 0.26 0.84 0.00 0.00
Highway 7 & Viking Road 1 0.04 0.13 0.00 0.00
Highway 7 & Grimm Road 1 0.04 0.13 0.00 0.00
Highway 7 & Upland Farm Road 1 0.04 0.13 0.00 0.00
Highway 7 & Oak Road 2 0.08 0.25 3.67 4.48
Highway 7 & CSAH 11/Kings Point Road 17 0.60 0.55 0.00 0.00
Highway 7 & CSAH 44 17 0.55 0.64 0.00 0.00
Highway 7 & Merrywood Lane 1 0.04 0.13 0.00 0.00
Note: Intersections with 0 recorded crashes during the analysis periods were excluded from the table above.
There is one intersection where the total crash rate critical index is higher than 1.0 and five intersections where
the fatal and serious injury critical index is higher than 1.0 that were focused on as part of the RSA. The six
intersections with a critical index higher than 1.0 are shown in Figure 15. Because the critical index at these
3 Rate = Crashes per Million Entering Vehicles
4 Rate = Crashes per 100 Million Entering Vehicles
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 23
Highway 7 Road Safety Audit Report 20
intersections is higher than 1.0, these are intersections where the total crash trend is statistically higher than
experienced on similar facilities in Minnesota.
Figure 15 Intersections with a Critical Index higher than 1.0: Highway 7 from Hollywood Township to Minnetrista
The intersection of Highway 7 and CR 33 had a total critical index of 1.21. Of the 7 total crashes at the
intersection, 6 of them were angle crashes. This intersection is side street stop‐controlled and is located on a
horizontal curve. There is currently a rural intersection conflict warning system (RICWS) at the intersection to
alert drivers approaching CR 33 on Highway 7 and drivers waiting to enter the intersection from CR 33. It should
be noted that a fatal crash occurred at the intersection of Highway 7 & CR 33 in April of 2022. This crash is not
represented in the data in this study because it occurred outside of the analysis period. This crash was an
angle crash that involved a northbound vehicle that failed to yield the right‐of‐way to a vehicle that was
westbound on Highway 7.
The intersection of Highway 7 and Vega Avenue had a fatal and serious injury critical index of 4.04. This critical
index is due to a single serious injury single vehicle crash that occurred at the intersection. This crash was caused
by a vehicle that swerved off the road to avoid a vehicle that was waiting to turn left from Highway 7.
The intersection of Highway 7 and Tacoma Avenue had a fatal and serious injury critical index of 4.04. This
critical index is due to a single serious injury crash. There have been no other crashes at the intersection in the
last five years.
The intersection of Highway 7 and CSAH 23/CR 123 had a fatal and serious injury critical index of 4.09. This
critical index is due to a single fatal crash that occurred at the intersection in which a vehicle on the northbound
approach failed to yield the right‐of‐way. The three other crashes that have occurred at the intersection were all
property damage only.
The intersection of Highway 7 and CSAH 92/Main Street had a fatal and serious injury critical index of 1.98. Over
half of the crashes at this intersection are possible injury crashes or more severe crashes. The most common
crash type at the intersection was front to rear crashes (50% of crashes) followed by angle crashes (27% of
crashes). The contributing factor for just under half of the crashes was failure to obey traffic signs, signals, rules,
right‐of‐way or officer (41% of crashes). Distracted driving and improper driving maneuver were the second and
third most common contributing factor (18% of crashes each).
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 24
Highway 7 Road Safety Audit Report 21
The intersection of Highway 7 and Oak Road had a fatal and serious injury critical index of 4.48. Only 2 crashes
have occurred at the intersection in the last five years, both of which were front to rear crashes. One of the
crashes was a serious injury crash.
3.2 Highway 7 from Minnetrista to Minnetonka
3.2.1 Segment Crash Analysis
The segment of Highway 7 from Minnetrista to Minnetonka was divided into eight subsegments. These
subsegments, as well as all of the crashes occurring within them, are shown in Figure 16.
Figure 16 Segment Crashes: Highway 7 from Minnetrista to Minnetonka
For each of the eight subsegments, a crash analysis was completed to understand the total crash rate and fatal
and serious crash rate and how the rates compared to similar facilities in Minnesota. Table 5 shows the total
number of crashes, the total crash rate and critical index, and the fatal and serious injury crash rate and critical
index for each subsegment. The critical rates and indices are based on 2020 Minnesota statewide averages.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 25
Highway 7 Road Safety Audit Report 22
Table 5: Subsegment Crash Rates: Highway 7 from Minnetrista to Minnetonka
Subsegment
Total
Crashes
(2016‐
2020)
Total Crash Rate5
(2016‐2020)
Fatal and Serious Injury
Crash Rate6
(2016 – September 2021)
Segment
Rate
Critical
Index
Segment
Rate
Critical
Index
County Border (north of Lake Zumbra) to
CSAH 13/Smithtown Road 10 0.48 0.26 4.17 2.33
CSAH 13/Smithtown Road to
Minnewashta Parkway/Church Road 5 0.18 0.10 0.00 0.00
Minnewashta Parkway/Church Road to
County Border (west of Eureka Road) 3 0.36 0.16 0.00 0.00
County Border (west of Eureka Road)
to Hazeltine Blvd/Lake Linden Drive 16 0.93 0.49 5.07 2.74
Highway 41/Hazeltine Blvd/Lake Linden
Drive to CSAH 19/Oak Street 18 0.82 0.15 0.00 0.00
CSAH 19/Oak Street to
Highway 7 Excelsior Westbound
Off‐Ramp
7 0.60 0.10 0.00 0.00
Highway 7 Excelsior Westbound Off‐
Ramp
to Vine Hill Road
31 0.38 0.06 0.00 0.00
Vine Hill Road to CSAH 101 36 0.43 0.07 4.20 2.49
The three subsegments where the critical index is higher than 1.0, shown in Figure 17 highlighted in red, were
focused on as part of the RSA. Segments with a critical index above 1 are segments where the total crash trend
is statistically higher than experienced on similar facilities in Minnesota.
5 Rate = Crashes per Million Vehicle Miles Traveled
6 Rate = Crashes per 100 Million Vehicle Miles Traveled
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 26
Highway 7 Road Safety Audit Report 23
Figure 17 Subsegments with a Critical Index higher than 1.0: Highway 7 from Minnetrista to Minnetonka
Highway 7 from County Border (north of Lake Zumbra) to CSAH 13/Smithtown Road had a fatal and serious
injury critical index of 2.33. This critical index is due to a single fatal crash that occurred as a result of a
westbound vehicle crossing the centerline and being hit by another vehicle. The most common crash type along
this subsegment was single vehicle crashes (41% of crashes) followed by front to rear crashes (35% of crashes).
Highway 7 from County Border (west of Eureka Road) to Hazeltine Blvd/Lake Linden Drive had a fatal and serious
injury critical index of 2.74. The critical index is due to a single serious injury crash that occurred when a person
was hit while they were waiting for help after crashing into a guardrail. The most common crash type along this
subsegment was front to rear crashes (29% of crashes) and deer crashes (29% of crashes). The most common
crash contributing factor was improper driving maneuver (43% of crashes). Over 75% of crashes along the
subsegment were property damage only. Left‐ and right‐turn lanes are provided at all intersections along this
subsegment.
Highway 7 from Vine Hill Road to CSAH 101 had a fatal and serious injury critical index of 2.49. There were two
fatal crashes and two serious injury crashes that have occurred on this subsegment over the last five years. One
of the fatal crashes involved a pedestrian that was struck by a vehicle that was rear‐ended at full speed and the
other fatal crash was a head‐on crash. One of the serious injury crashes involved a motorcycle that lost control
due to road conditions and struck a pole. Of all the crashes along the subsegment, 44% of the crashes were front
to rear and 31% of the crashes were single vehicle crashes.
3.2.2 Intersection Crash Analysis
For each of the 26 intersections along the Minnetrista to Minnetonka Highway 7 segment, a crash analysis was
completed to understand the total crash rate and fatal and serious crash rate and how the rates compared to
similar facilities in Minnesota. Table 6 shows the total number of crashes, the total crash rate and critical index,
and the fatal and serious injury crash rate and critical index for each of the intersections. The critical rates and
indices are based on the 2020 Minnesota statewide averages.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 27
Highway 7 Road Safety Audit Report 24
Table 6: Intersection Crash Rates: Highway 7 from Minnetrista to Minnetonka
Intersection
Total
Crashes
(2016‐
2020)
Total Crash Rate7
(2016‐2020)
Fatal and Serious Injury
Crash Rate8
(2016 – September 2021)
Intersection
Rate
Critical
Index
Intersection
Rate
Critical
Index
Highway 7 & Zumbra Drive 1 0.03 0.10 0.00 0.00
Highway 7 & Baycliffe Drive 1 0.03 0.10 0.00 0.00
Highway 7 & Virginia Drive 1 0.03 0.10 0.00 0.00
Highway 7 & Hawks Pointe Lane 2 0.07 0.24 0.00 0.00
Highway 7 & CSAH 13/Smithtown Road 19 0.50 0.61 0.00 0.00
Highway 7 & Foxglove Cir 1 0.04 0.13 0.00 0.00
Highway 7 & Lake Virginia Trail 3 0.12 0.38 0.00 0.00
Highway 7 & Leslee Curve 1 0.04 0.13 0.00 0.00
Highway 7 & Minnewashta Parkway/
Church Road 11 0.37 1.28 0.00 0.00
Highway 7 & Greenbriar Avenue 2 0.06 0.21 0.00 0.00
Highway 7 & Shorewood Oaks Drive 1 0.03 0.10 0.00 0.00
Highway 7 & Dogwood Avenue 1 0.03 0.10 0.00 0.00
Highway 7 & Eureka Road 7 0.20 0.71 2.48 3.31
Highway 7 & Arbor Lane 2 0.06 0.21 0.00 0.00
Highway 7 & Sandpiper Trail 1 0.03 0.11 0.00 0.00
Highway 7 & Oriole Avenue 1 0.06 0.17 0.00 0.00
Highway 7 & Highway 41 38 0.64 0.74 4.37 3.77
Highway 7 & Water Street/Chaska Road 18 0.37 1.48 0.00 0.00
Highway 7 & Galpin Lake Road 11 0.43 1.39 0.00 0.00
Highway 7 & CSAH 19/Oak Street 47 0.71 0.84 0.00 0.00
Highway 7 & Elm Place 5 0.17 0.59 0.00 0.00
Highway 7 & Morse Avenue 9 0.30 1.03 0.00 0.00
Highway 7 & Christmas Lake Road 34 0.45 0.54 0.00 0.00
Highway 7 & Old Market Road 23 0.30 0.36 1.12 1.00
Highway 7 & Vine Hill Road 36 0.46 0.55 0.00 0.00
Highway 7 & Lynwood Terrace 3 0.08 0.30 0.00 0.00
Note: Intersections with 0 recorded crashes during the analysis periods were excluded from the table above.
There are four intersections where the total crash rate critical index is higher than 1.0 and three intersections
where the fatal and serious injury critical index is higher than 1.0 that were focused on as part of the RSA. The
seven intersections with a critical index higher than 1.0 are shown in Figure 18. Because the critical index at
7 Rate = Crashes per Million Entering Vehicles
8 Rate = Crashes per 100 Million Entering Vehicles
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 28
Highway 7 Road Safety Audit Report 25
these intersections is higher than 1.0, these are intersections where the total crash trend is statistically higher
than experienced on similar facilities in Minnesota.
Figure 18 Intersections with a Critical Index higher than 1.0: Highway 7 from Minnetrista to Minnetonka
The intersection of Highway 7 and Minnewashta Parkway/Church Road had a total critical index of 1.28. The
skew of the intersection creates challenges for vehicles on the cross street. In fact, over half of the crashes at
this intersection were related to vehicles trying to enter or cross Highway 7 from the Minnewashta Parkway or
Church Road approaches. 15% of the crashes at the intersection involved a deer. There have not been any fatal
or serious injury crashes at this intersection in the last five years.
The intersection of Highway 7 and Eureka Road had a fatal and serious injury critical index of 3.31. This critical
index is due to a single fatal crash that occurred at the intersection. The fatal crash was an angle crash where a
southbound vehicle on Eureka Road failed to yield the right‐of‐way to a motorcyclist that was traveling
westbound of Highway 7. Half of the crashes at this intersection were angle crashes.
The intersection of Highway 7 and Highway 41 had a fatal and serious injury critical index of 3.77. Two serious
injury crashes occurred at this intersection. Both of these serious injury crashes were angle crashes involving
eastbound left‐turning vehicles that collided with vehicles westbound on Highway 7. The most common crash
types at this intersection were front to rear crashes (65% of crashes) followed by angle crashes (17% of crashes).
There is significant traffic on the north leg of the intersection because it provides access to a grocery store and
retail area. About 700 feet west of the intersection, Highway 7 transitions from four lanes to two lanes.
The intersection of Highway 7 and Water Street/Chaska Road had a total critical index of 1.48. A large majority
of the crashes at this intersection were property damage only (82% of crashes) and front to rear crashes (71% of
crashes). Water Street/Chaska Road intersects Highway 7 at a skew which likely creates some challenges with
vehicles entering and exiting Highway 7.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 29
Highway 7 Road Safety Audit Report 26
The intersection of Highway 7 and Galpin Lake Road had a total critical index of 1.39. This intersection is a right‐
in right‐out intersection approximately 500 feet west of Highway 7 and Oak Street. The influence area of this
intersection likely impacts the operations at Galpin Lake Road due to its proximity. 75% of the crashes were
front to rear crashes.
The intersection of Highway 7 and Morse Avenue had a total critical index of 1.03. This intersection is also a
right‐in right‐out intersection. Of the nine crashes at the intersection, 33% of them were angle crashes and 33%
were front to rear crashes. Additionally, the contributing factor of 33% of the crashes was chemical impairment
and improper driving maneuver was the contributing factor of another 33% of crashes at the intersection.
The intersection of Highway 7 and Old Market Road had a fatal and serious injury critical index of 1.00. There
was one serious injury crash at the intersection that occurred in 2019. 74% of the crashes at this intersection
were front to rear crashes. The leading contributing factor of crashes at this intersection were related to
distracted driving (30% of crashes) and improper driving maneuver (22% of crashes). As described in Section
2.3.2, several improvements were recently implemented at this intersection.
3.3 Highway 7 from Minnetonka to St. Louis Park
3.3.1 Segment Crash Analysis
The segment of Highway 7 from Minnetonka to St. Louis Park was divided into nine subsegments. These
subsegments, as well as all of the crashes occurring within them, are shown in Figure 19.
Figure 19 Segment Crashes: Highway 7 from Minnetonka to St. Louis Park
For each of the nine subsegments, a crash analysis was completed to understand the total crash rate and fatal
and serious crash rate and how the rates compared to similar facilities in Minnesota. Table 7 shows the total
number of crashes, the total crash rate and critical index, and the fatal and serious injury crash rate and critical
index for each subsegment. The critical rates and indices are based on 2020 Minnesota statewide averages.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 30
Highway 7 Road Safety Audit Report 27
Table 7: Subsegment Crash Rates: Highway 7 from Minnetonka to St. Louis Park
Subsegment
Total
Crashes
(2016‐
2020)
Total Crash Rate9
(2016‐2020)
Fatal and Serious Injury
Crash Rate10
(2016 – September 2021)
Segment
Rate
Critical
Index
Segment
Rate
Critical
Index
CSAH 101 to Williston Road 43 0.43 0.07 0.00 0.00
Williston Road to I‐494 9 0.29 0.04 0.00 0.00
I‐494 to CSAH 61/Shady Oak Road 7 0.38 0.07 0.00 0.00
CSAH 61/Shady Oak Road to 5th
Avenue/Oakridge Road 11 0.27 0.04 0.00 0.00
5th Avenue/Oakridge Road to US 169 5 0.40 0.05 6.92 3.14
US 169 to CSAH 20/Blake Road/Aquila
Avenue 18 0.79 0.11 0.00 0.00
CSAH 20/Blake Road/Aquila Avenue to
Louisiana Avenue Ramps (East Terminal) 40 1.64 0.23 7.12 3.63
Louisiana Avenue Ramps (East Terminal)
to Wooddale Avenue Ramps
(East Terminal)
3 0.43 0.07 0.00 0.00
Wooddale Avenue Ramps (East
Terminal) to West of Highway 100 3 0.47 0.07 0.00 0.00
The two subsegments where the critical index is higher than 1.0, shown in Figure 20 highlighted in red, were
focused on as part of the RSA. Segments with a critical index above 1 are segments where the total crash trend
is statistically higher than experienced on similar facilities in Minnesota.
9 Rate = Crashes per Million Vehicle Miles Traveled
10 Rate = Crashes per 100 Million Vehicle Miles Traveled
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 31
Highway 7 Road Safety Audit Report 28
Figure 20 Subsegments with a Critical Index higher than 1.0: Highway 7 from Minnetonka to St. Louis Park
Highway 7 from 5th Avenue/Oakridge Road to US 169 had a fatal and serious injury critical index of 3.14. This
critical index is due to a fatal crash that occurred when a single vehicle ran off the road and hit a signal pole. The
most common crash type along this subsegment was front to rear crashes (75% of crashes). The primary
contributing factor of most crashes was improper driving maneuver (50% of crashes). Besides the fatal crash, the
other crashes at the intersection were either possible injury crashes (25% of crashes) or property damage only
(63% of crashes).
Highway 7 from CSAH 20/Blake Road/Aquila Avenue to Louisiana Avenue Ramps (East Terminal) had a fatal and
serious injury critical index of 3.63. This critical index is due to two serious injury crashes that occurred along the
subsegment. Both of these crashes were front to rear crashes that occurred as a result of congestion on
westbound Highway 7. Of all the crashes along the subsegment, 59% of the crashes were front to rear and 25%
of the crashes were single vehicle crashes. Crashes on this subsegment were disproportionately higher in 2017
compared to the other four years, with 33% of crashes occurring in this year.
3.3.2 Intersection Crash Analysis
For each of the 19 intersections along the Minnetonka to St. Louis Park Highway 7 segment, a crash analysis was
completed to understand the total crash rate and fatal and serious crash rate and how the rates compared to
similar facilities in Minnesota. Table 8 shows the total number of crashes, the total crash rate and critical index,
and the fatal and serious injury crash rate and critical index for each of the intersections. The critical rates and
indices are based on the 2020 Minnesota statewide averages.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 32
Highway 7 Road Safety Audit Report 29
Table 8: Intersection Crash Rates: Highway 7 from Minnetonka to St. Louis Park
Intersection
Total
Crashes
(2016‐
2020)
Total Crash Rate11
(2016‐2020)
Fatal and Serious Injury
Crash Rate12
(2016 – September 2021)
Intersection
Rate
Critical
Index
Intersection
Rate
Critical
Index
Highway 7 & CSAH 101 63 0.54 0.68 0.00 0.00
Highway 7 & Saddlewood Drive 3 0.07 0.26 0.00 0.00
Highway 7 & Temple Road 2 0.05 0.19 0.00 0.00
Highway 7 & Linnea Lane 3 0.07 0.26 0.00 0.00
Highway 7 & Woodland
Road/Tonkawood Road 20 0.23 0.28 0.00 0.00
Highway 7 & Highland Road 3 0.04 0.18 0.00 0.00
Highway 7 & Williston Road 61 0.62 0.77 2.65 2.43
Highway 7 & Woodhill Road 14 0.15 0.71 0.00 0.00
Highway 7 & Kings Drive 3 0.07 0.27 0.00 0.00
Highway 7 & CSAH 61/Shady Oak Road 18 0.26 0.31 1.24 1.10
Highway 7 & 21st Avenue 1 0.04 0.13 0.00 0.00
Highway 7 & CSAH 73/Hopkins
Crossroad 39 0.55 0.65 0.00 0.00
Highway 7 & 12th Avenue 17 0.31 0.36 0.00 0.00
Highway 7 & 5th Avenue/Oakridge Road 30 0.47 0.55 0.00 0.00
Highway 7 & US 169 Southbound
Off‐Ramp 11 0.16 0.19 0.00 0.00
Highway 7 & US 169 Northbound Ramps 26 0.33 0.40 2.20 1.96
Highway 7 & CSAH 20/Blake Road/
Aquila Avenue 107 1.08 1.35 0.00 0.00
Highway 7 & Texas Avenue 102 1.55 1.82 5.29 4.64
Highway 7 & Highway 100 Southbound
On‐Ramp 13 0.23 0.26 0.00 0.00
Note: Intersections with 0 recorded crashes during the analysis periods were excluded from the table above.
There are two intersections where the total crash rate critical index is higher than 1.0 and four intersections
where the fatal and serious injury critical index is higher than 1.0 that were focused on as part of the RSA. One
of the intersections had both a total crash rate critical index and a fatal and serious injury critical index higher
than 1.0. The intersections with a critical index higher than 1.0 are shown in Figure 21. Because the critical index
at these intersections is higher than 1.0, these are intersections where the total crash trend is statistically higher
than experienced on similar facilities in Minnesota.
11 Rate = Crashes per Million Entering Vehicles
12 Rate = Crashes per 100 Million Entering Vehicles
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 33
Highway 7 Road Safety Audit Report 30
Figure 21 Intersections with a Critical Index higher than 1.0: Highway 7 from Minnetonka to St. Louis Park
The intersection of Highway 7 and Williston Road had a fatal and serious injury critical index of 2.43. This critical
index is due to three serious injury crashes that occurred at the intersection. Two of the serious injury crashes
were angle crashes between an eastbound left‐turning vehicle and a westbound through vehicle. The third
serious injury crash was a front to rear crash that occurred on the westbound approach of the intersection.
Nearly all of the crashes occurred during daylight hours (92% of crashes). Front to rear crashes were the most
common crash type at the intersection (70% of crashes). The most common contributing factors were improper
driving maneuvers (31% of crashes), distracted driving (15% of crashes), and failure to obey traffic signs, signals,
rules, right‐of‐way, or officer (13% of crashes). Williston Road experiences high traffic volumes when compared
to other cross streets along the study corridor with an average daily traffic volume of 7,300 vpd on the north leg
and 6,500 vpd on the south leg.
The intersection of Highway 7 and Shady Oak Road had a fatal and serious injury critical index of 1.10. This
critical index is due to two serious injury crashes that occurred at the intersection. One of these crashes was due
to an eastbound vehicle running a red light which collided with a vehicle making a westbound left‐turn
movement. The other serious injury crash was due to slippery pavement conditions. Similar to other locations
along the study corridor, a majority of crashes were front to rear crashes (64% of crashes). The south leg of the
intersection experiences high traffic volumes (13,400 vpd).
The intersection of Highway 7 and US 169 Northbound Ramps had a fatal and serious injury critical index of 1.96.
This critical index is due to two serious injury crashes that occurred at the intersection. Both of these crashes
involved vehicles running the traffic signal at the intersection. Front to rear crashes were the most common
crash type (45% of crashes) followed by angle crashes (33% of crashes) and single vehicle crashes (10% of
crashes). The leading contributing factors were improper driving maneuver (29% of crashes), failure to obey
traffic signs, signals, rules, right‐of‐way, or officer (26% of crashes), and weather, road conditions, or lighting
(14% of crashes).
The intersection of Highway 7 and CSAH 20/Blake Road/Aquila Avenue had a total critical index of 1.35. There
have been no fatal or serious injury crashes at this intersection in the last year, and 74% of crashes were
property damage only, 21% were possible injury crashes, and 5% were minor injury crashes. Front to rear
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 34
Highway 7 Road Safety Audit Report 31
crashes were the most common crash type at the intersection (63% of crashes). Compared to other
intersections along the corridor, this intersection experienced proportionately more crashes outside of daylight
hours (27% of crashes).
The intersection of Highway 7 and Texas Avenue had a total critical index of 1.82 and a fatal and serious injury
critical index of 4.64. There has been one fatal crash and three serious injury crashes at the intersection. Most of
these crashes were due to vehicles following too closely or vehicle running red lights. The fatal crash involved a
pedestrian that was crossing the west leg of the intersection. Similar to the Highway 7 and CSAH 20/Blake
Road/Aquila Avenue intersection, a higher number of crashes occurred at this intersection outside of daylight
hours (32% of crashes). A higher proportion of crashes occurred at the intersection in the year 2019 (31% of
crashes). There were several improvements made to the intersection around 2018‐2019 that included adding
bicycle lanes on Texas Avenue.
4 Public Engagement
Several opportunities for public comment and feedback were given throughout the project. Between December
17, 2021 and January 20, 2022, questions and comments were able to be provided on an interactive map and
feedback was received from a survey. This survey was provided both online on the project website as well as
offline at several public locations throughout the corridor (see Table 9). Offline engagement locations included
project materials that provided information about the project and a link to the project website. Additionally,
links to the project website were shared over social media by MnDOT and several of the cities along the project
corridor.
Table 9: Locations of Offline Public Engagement Materials
City Location Address
St. Louis Park Central Community Center 6300 Walker St, St. Louis Park, MN 55416
St. Louis Park St. Louis Park Library 3240 Library Ln, St Louis Park, MN 55426
Minnetonka Williston Fitness Center 14509 Minnetonka Dr, Minnetonka, MN 55345
Minnetonka Minnetonka City Hall/ Community Center 14600 Minnetonka Blvd, Minnetonka, MN 55345
Minnetonka Minnetonka Library 17524 Excelsior Blvd, Minnetonka, MN 55345
Excelsior Excelsior Library 337 Water St, Excelsior, MN 55331
Shorewood Shorewood City Hall 5755 Country Club Rd, Shorewood, MN 55331
Shorewood Shorewood Community & Event Center 5735 Country Club Rd, Shorewood, MN 55331
Chanhassen Chanhassen Recreation Center 2310 Coulter Blvd, Chanhassen, MN 55317
Victoria Victoria City Hall 1670 Stieger Lake Ln, Victoria, MN 55386
Mayer Mayer Community Center 413 Bluejay Ave N, Mayer, MN 55360
Lester Prairie Lester Prairie City Hall 37 Juniper St N, Lester Prairie, MN 55354
Outside of the interactive map and survey, several emails and phone calls were received by the project team. In
addition to the public comments received, the City of St. Louis Park and the City of Greenwood submitted formal
letters to MnDOT providing specific corridor input within and near their respective city (letters included in
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 35
Highway 7 Road Safety Audit Report 32
Appendix A). Additionally, an online open house was provided where a recorded presentation was able to be
viewed. The presentation provided an overview of the road safety audit process, study area, crash trends, and
next steps.
Over 1,000 responses were received between the survey and interactive map. Results from the interactive map
and the survey are summarized below.
4.1 Interactive Map
There were 104 interactive map comments that were received for the segment between Hollywood Township
and Minnetrista. Some general themes from these comments were a desire for different intersection control
(i.e., not side‐street stop control) and more roundabouts, nighttime visibility issues, and traffic signal timing
issues. Locations along this segment where the most comments were made included:
Highway 7 & Hunters Trail/Wildwood Avenue (24 Comments)
o Perceived as a dangerous intersection
o Several commentors expressed a desire for a roundabout in this location.
There were 566 interactive map comments that were received for the segment between Minnetrista and
Minnetonka. Some general themes from these comments were a desire for different intersection control (i.e.,
not side‐street stop control) and more roundabouts or lights, a need for more safe pedestrian crossings, and
several locations were identified where making a left turn is difficult. Locations along this segment where the
most comments were made included:
Highway 7 & Minnewashta Parkway/Church Road (100 Comments)
o Perceived as a dangerous intersection
o Better traffic control is needed
o Desire for safer bike/pedestrian crossing
Highway 7 & Eureka Road (110 Comments)
o Dangerous conditions, especially during sporting events at Freeman Park
o Different intersection control measures should be considered in this location (e.g., signal,
roundabout, etc.).
Highway 7 & Highway 41 (30 Comments)
o Rush hour congestion creates hazardous traffic conditions
o Desire for safe bike/pedestrian crossings
o Roadway geometrics at this intersection should be reviewed
Highway 7 & Galpin Lake Road/Oak Street (53 Comments)
o Desire for safe bike/pedestrian crossings in this area
There were 162 interactive map comments that were received for the segment between Minnetonka and St.
Louis Park. General themes from these comments were both an identified need for safer pedestrian crossings
near several destinations including Eisenhower Community Center, Minnetonka High School, and Knollwood
Mall and challenges seeing the traffic light when approaching the Texas Avenue intersection. Locations along
this segment where the most comments were made included:
Highway 7 near the Shoppes at Knollwood (24 Comments)
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 36
Highway 7 Road Safety Audit Report 33
o Visibility issues for westbound drivers on Highway 7 as they approach Texas Avenue
o Several residents identified challenges obtaining access onto Highway 7 in this area
o Difficult pedestrian crossings exist at the CSAH 20/Blake Road/Aquila Avenue and Texas Avenue
intersections
These comments were categorized using the following criteria (see Table 10):
General Dangerous Conditions Identified: Comments that identified areas of perceived dangerous
conditions
Pedestrian Improvement Needed: Comments that identified areas of desired bike/pedestrian
infrastructure improvements or issues
Intersection Control Issue Identified: Comments suggesting different intersection control measures
Roadway Issue Identified: Comments related to roadway geometry or lanes
Hazardous Driving Conditions/Visibility: Comments that identified areas of hazardous driving conditions
or visibility issues
Other: Comments that do not fit into the above categories
Table 10: Interactive Map Comments Received
Area
General
Dangerous
Conditions
Identified
Pedestrian
Improvement
Needed
Intersection
Control
Issue
Identified
Roadway
Issue
identified
Hazardous
Driving
Conditions/
Visibility
Other Total
Hollywood
Township
to
Minnetrista
18 2 41 13 18 12 104
Minnetrista
to
Minnetonka 134 108 111 133 37 43 566
Minnetonka
to St. Louis
Park 9 24 29 56 19 25 162
Outside of
Corridor 4 3 6 0 0 5 18
This feedback was considered along with the recommendations from the road safety audit team as the potential
improvement strategies in Section 6 were developed.
4.2 Survey Demographic Responses:
Several demographic‐related questions were included as part of the survey. A summary of the responses is
provided below (404 total responses):
Gender Identity: Female: 56.8%, Male: 37.7%, Other/No Response: 5.4%
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 37
Highway 7 Road Safety Audit Report 34
Background/Ethnicity: Caucasian: 95.3%, Asian: 1.3%, Hispanic or Latino: 1.0%, American Indian or
Alaska Native: 0.5%, Black or African American: 0.3%, Native Hawaiian or Pacific Islander: 0.3%, Other:
1.3%
Age: 45‐54: 25.9%, 35‐44: 25.5%, 55‐64: 25.2%, 65+: 15.8%, 25‐34: 6.9%, 18‐24: 1.2%, Under 18: Less
than 0.1%
Zip Code: 55331: 60.6%, 55345: 10.6%, 55426: 5.0%, 55343: 4.9%, 55416: 3.0%, 55360: 3.0%, 55317:
2.5%, Other: 13.1%
5 Road Safety Audit Process
The RSA review team met to complete a virtual field review of the corridor in February 2022. Prior to the
meeting, review team members were encouraged to drive the roadways in the study area, note items that could
impact safety, and come prepared to discuss these items.
As part of the field review, an overview of the corridor was provided and then roadway segments and
intersections of interest were reviewed and discussed. The primary focus was on segments and intersections
where the critical index was higher than 1.0 for either the total crash rate or fatal and serious injury crash rate.
Other locations that were not identified as critical locations, but where there has been considerable concern
based on public input, were also discussed. Crash trends were summarized at these each of these locations to
understand if there were certain patterns related to crash type, lighting, contributing factor, etc. Additionally, a
more in‐depth review was provided for fatal and serious injury crashes (i.e., reviewing the crash narrative).
Due to the length of the study corridor, the road safety audit required three separate meetings. The three
meetings included:
February 3rd, 2022: virtual field review of Highway 7 from Hollywood Township to Minnetonka
February 14th, 2022: virtual field review of Highway 7 from Minnetonka to St. Louis Park
February 18th, 2022: review of road safety audit discussion and recommendations
To conduct the virtual RSA, Kimley‐Horn provided dashcam video recorded along each of the three segments.
Aerial imagery and Google Street View were also utilized during the field review to provide additional viewpoints
of particular segments and intersections. Any issues identified by the RSA team related to geometry, the
surrounding environment, infrastructure, or other subjects were documented for each segment and intersection
in addition to any potential improvements.
6 Potential Improvements Summary
Recommended potential improvement strategies were organized into three categories: short‐, medium‐, and
long‐term. These strategies were organized into a corridor‐wide, segment‐wide, or specific roadway segment or
intersection basis. They were based on an analysis of the crash data, review of existing conditions, input from
the RSA team, and comments received from the public. Short‐term strategies can typically be implemented
during a shorter timeframe (i.e., less than five years) because they are simpler to implement, cost less, and often
can be completed with maintenance forces. Medium‐term strategies will take longer because their
implementation requires additional study and design and typically cost more. These strategies often can be
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 38
Highway 7 Road Safety Audit Report 35
implemented on a five to ten‐year horizon. Long‐term strategies are even more complex, require significant
funding, and usually take longer than 10 years to implement.
It is important to note that even though a potential improvement strategy is listed, it may never be
implemented. This could occur for a variety of reasons that may include an inability to obtain consensus, a more
extensive improvement is implemented (i.e., if a four‐lane section is constructed then a three‐lane section may
not be built), lack of funding, improvement is not selected for funding as part of a competitive funding
solicitation, or changes in crash trends or design standards (e.g., automated vehicles result in improved safety).
6.1 Corridor‐wide Initiatives
One non‐location specific suggestion that was discussed during the road safety audit was to create a Highway 7
Corridor Coalition. The Highway 7 corridor serves many cities, towns, and communities and is an important
highway within the Minneapolis‐St. Paul metropolitan area. Additionally, the character of the roadway rapidly
changes between St. Louis Park and Hollywood Township, and grade‐separation, intersection control, and
roadway treatments are inconsistent along the corridor. Within the study area, the Highway 7 corridor has
unique challenges due to its curvy‐nature and because several neighborhoods only point of access is on
Highway 7. Forming a coalition for the corridor would provide a forum that would help agencies more effectively
advocate for improvements and associated funding. This has been an effective approach that has been utilized
for other corridors to obtain and implement corridor wide improvements.
6.2 Highway 7 from Hollywood Township to Minnetrista
A map that shows the locations for the improvements and suggestions that were discussed during the road
safety audit is shown in Figure 22 for the Highway 7 segment between Hollywood Township and Minnetrista.
The actual improvements are detailed in Table 11 with the corresponding ID number to the Figure 22 map.
Specific locations and improvements where additional discussion is needed are provided below.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 39
Highway 7 Road Safety Audit Report 36 Figure 22 Improvement Summary Map: Highway 7 from Hollywood Township to Minnetrista Study session meeting of August 22, 2022 (Item No. 4) Title: MnDOT - Highway 7 Road Safety AuditPage 40
Highway 7 Road Safety Audit Report 37 Table 11 Improvement Strategies: Highway 7 from Hollywood Township to Minnetrista ID Subsegment/ Intersection Location Short‐Term Medium‐Term Long‐Term ‐ ‐ Segment‐wide Install advanced street name signs at all intersections Complete corridor study from west extent to CSAH 10: ‐ Determine long‐term desired typical section ‐ Potential options (currently is a two‐lane with alternating passing lanes): 2+1 w/ buffer, 2+1 w/o buffer or barrier in median, 4‐lane section, 3‐lane section w/ left‐turn lanes Fund & construct improvements recommended in corridor studies 1 Subsegment Yale Avenue to CR 33 Add delineators/reference posts at curve; Enhanced curve signing Install centerline rumble strips (consider sinusoidal) Potentially close access at 53rd Street 2 Intersection Highway 7 & CR 33 Begin Intersection Control Evaluation (ICE) Report Install slotted right‐turn lanes and markings; Monitor to determine if control changes justified (e.g., roundabout) Fund and reconstruct intersection if justified based on ICE recommendations 3 Intersection Highway 7 & Vega Avenue Install advanced street name signs Install lighting ‐ 4 Intersection Highway 7 & Tacoma Avenue Install advanced street name signs Install lighting Fix minor roadway approaches 5 Intersection Highway 7 & CSAH 23/ CR 123 Install advanced trailblazing Install additional lighting Implement access control or relocate intersection west to remove skew 6 Subsegment Highway 25 to CSAH 10 ‐ Install centerline rumble strips (consider sinusoidal); Study segment to determine long‐term desired typical section Change section of roadway if study recommends improvements 7 Subsegment CSAH 10 to Buck Lake Road Review corridor to determine turn lane locations Clean‐up clear zone Implement access control measures (e.g., private drive consolidation and local roads); Construct turn lanes 8 Intersection Hwy 7 & Hunters Trail/Wildwood Avenue ‐ Restrict to 3/4 access and provide pedestrian crossing w/ refuge Implement gateway treatment into St. Bonifacius (e.g., roundabout) Study session meeting of August 22, 2022 (Item No. 4) Title: MnDOT - Highway 7 Road Safety AuditPage 41
Highway 7 Road Safety Audit Report 38 ID Subsegment/ Intersection Location Short‐Term Medium‐Term Long‐Term 9 Subsegment CSAH 92/Main Street to CSAH 11/ Kings Point Road/Victoria Drive Complete corridor study from Wildwood Avenue to Kings Point Road/Victoria Drive: ‐ Potentially more urban feel in St. Bonifacius ‐ Potential 3‐lane section ‐ Identify potential access control/consolidation ‐ Fund and implement improvements from study 10 Intersection Hwy 7 & CSAH 92 Main Street Increase enforcement of red light running Construct pedestrian facilities on the north side of Highway 7 (continue trail); Monitor to determine if intersection control changes are justified (e.g., roundabout); Add signal improvements to reduce red light running and increase visibility (e.g., add signal enforcement confirmation lights; yellow retroreflective back‐plates were recently installed) Fund and construct raised concrete median on Highway 7 near intersection; Make roadway section through the intersection have more of an urban feel; Fund and reconstruct intersection along with revised typical section if justified 11 Intersection Hwy 7 & Oak Road ‐ Replace by‐pass lane with left‐turn lane Restrict access or potentially remove intersection 12 Subsegment CSAH 11/Kings Point Road/Victoria Drive to County Border (North of Lake Zumbra) Complete corridor study: ‐ Is center median or buffer required? ‐ Locations where the shoulder should be balanced (bikers & increase safety) ‐ Fund and implement improvements from study Study session meeting of August 22, 2022 (Item No. 4) Title: MnDOT - Highway 7 Road Safety AuditPage 42
Highway 7 Road Safety Audit Report 39
6.2.1 Segment‐Wide
Several locations were identified for corridor studies within the Highway 7 segment between Hollywood
Township and Minnetrista. It will be necessary to develop a prioritization of these corridor studies to determine
in what order they should occur. Alternatively, a singular study could be completed for the entire length of the
segment to determine the typical section, location of turn lanes, and locations of potential access control
measures.
6.2.2 Location ID 6: Highway 25 to CSAH 10
The medium‐term improvement strategy for this subsegment was to study the segment to determine the long‐
term desired typical section. Based on the discussion during the road safety audit, some of these options could
include a 2+1 section with a buffer, a 2+1 section without a buffer or barrier in median, a 4‐lane section, or a 3‐
lane section with left‐turn lanes.
6.2.3 Location ID 7: CSAH 10 to Buck Lake Road
The short‐term improvement strategy of reviewing the corridor study to determine turn lane locations should
give particular focus to the bypass lanes that currently exist along the subsegment. It should be determined
whether these bypass lanes remain, be removed, or be converted to formal left‐turn lanes.
The medium‐term improvement strategy that was discussed for this subsegment was to review and improve the
clear zone. The existing clear zone at several locations along this subsegment appears to be narrow with trees
within the clear zone. The corridor also has segments with non‐recoverable slopes in the clear zone. Figure 23
shows issues that exist at various locations along Highway 7, although the characteristics vary along the corridor.
The figure also shows a cross‐section that satisfies current design standards.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 43
Highway 7 Road Safety Audit Report 40
Figure 23: Undesirable Cross Section Compared to a Cross‐Section Satisfying Current Design Standards
6.2.4 Location ID 8: Highway 7 & Hunters Trail/Wildwood Avenue
This intersection was not flagged as a critical intersection based on the crash data but was brought up as an area
of concern based on public input during the road safety audit.
6.2.5 Location ID 9: CSAH 92/Main Street to CSAH 11/ Kings Point Road/Victoria Drive
The short‐term improvement that was identified for this subsegment of Highway 7 included completing a
corridor study. Particular consideration should be given to the future cross section of the roadway within the
City of St. Bonifacius. Figure 24 shows the existing cross section of Highway 7 near the CSAH 92/Main Street
intersection as well as a potential cross section for the same location. This potential cross section would provide
more urban characteristics such as a raised median, curb and gutter, and a trail along the north side of the
roadway.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 44
Highway 7 Road Safety Audit Report 41
Figure 24: Existing and Potential Typical Section of Highway 7 in St. Bonifacius
6.2.6 Location ID 10: Highway 7 & CSAH 92/Main Street
A medium‐term improvement identified during the road safety audit was adding signal improvements at this
intersection. While the intersection already has yellow retroreflective back‐plates on the signal heads, signal
enforcement confirmation lights could be added to the signal.
Signal enforcement confirmation lights help law enforcement identify vehicles that run red lights. Red light
running is a dangerous situation that can result in high severity crashes (e.g. angle crashes). The confirmation
light is located on the back of a traffic signal and is wired to the red‐light circuits at a traffic signal. When the red
light is on, the confirmation light also turns on, which allows law enforcement to monitor the intersection for
red light runners from a distance. These confirmation lights have been shown to reduce the frequency of red
light running at an intersection, but for them to be effective, they require an active partner in enforcement.
Examples of enforcement lights and yellow retroreflective back‐plates on signal heads and are shown in Figure
25 and Figure 26, respectively. In addition to this, accessible pedestrian signals and countdown timers could be
installed at the intersection.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 45
Highway 7 Road Safety Audit Report 42
Figure 25: Photo of Yellow Retroreflective Back‐Plates on Signal Heads
Figure 26: Photo of Signal Enforcement Confirmation Lights
6.3 Highway 7 from Minnetrista to Minnetonka
A map that shows the locations for the improvements and suggestions that were discussed during the road
safety audit is shown in Figure 27 for the Highway 7 segment between Minnetrista and Minnetonka. The actual
improvements are detailed in Table 12 with the corresponding ID number to the Figure 27 map. Specific
locations and improvements where additional discussion is needed are provided below.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 46
Highway 7 Road Safety Audit Report 43 Figure 27 Improvement Summary Map: Highway 7 from Minnetrista to Minnetonka Study session meeting of August 22, 2022 (Item No. 4) Title: MnDOT - Highway 7 Road Safety AuditPage 47
Highway 7 Road Safety Audit Report 44 Table 12 Improvement Strategies: Highway 7 from Minnetrista to Minnetonka ID Subsegment/ Intersection Location Short‐Term Medium‐Term Long‐Term ‐ ‐ Segment‐wide Install advanced street name signs at intersections where not already; Identify signals that need battery back‐up; Complete corridor study: ‐ Centerline treatment (rumble strip, separation, median) ‐ Access control (3/4 access & right‐in/right‐out) and strategic use of roundabouts for U‐turns ‐ Consistent application of turn lanes (or restrict access ‐ most have right and left‐turn lanes) ‐ Evaluate need for additional lighting ‐ Long term typical‐section; Complete corridor‐wide review for pedestrian improvements/ connections (including areas surrounding Minnetonka High School) Modify signals to include battery back‐up; Add signal improvements to reduce red light running and increase visibility (i.e., enforcement lights and yellow retroreflective back‐plates) Fund and construct improvements recommended in corridor study; Fund and construct pedestrian improvements/connections recommended 13 Intersection Merrywood Lane Sight‐triangle improvements (remove vegetation and may require grading) ‐ ‐ 14 Segment County Border (North of Lake Zumbra) to CSAH 13/ Smithtown Road Complete corridor study (see description above); Complete corridor‐wide review for pedestrian improvements/ connections; Fix pavement marking and scaring in westbound accelerations lane area at Waterford Lane Add signal improvements to reduce red light running and increase visibility (i.e., enforcement lights and yellow retroreflective back‐plates); Improve geometry at Waterford Lane for westbound acceleration lane (e.g., improve geometry so westbound traffic isn’t guided into the right turn lane for Hawks Pointe Lane; create raised separation for acceleration lane or restrict access) Fund and construct improvements recommended in corridor study; Fund and construct pedestrian improvements/connections recommended 15 Intersection Highway 7 & CSAH 13/Smithtown Road ‐ ‐ Fund and construct long‐term intersection improvement (Arboretum Area Transportation Plan has included several roundabout concepts) Study session meeting of August 22, 2022 (Item No. 4) Title: MnDOT - Highway 7 Road Safety AuditPage 48
Highway 7 Road Safety Audit Report 45 ID Subsegment/ Intersection Location Short‐Term Medium‐Term Long‐Term 16 Intersection Highway 7 & Minnewashta Parkway/Church Road Review sight lines for side street traffic Improve pedestrian crossing on south leg; Construct pedestrian crossing at Highway 7 as part of the planned traffic signal Fund and construct improvements recommended in corridor study (potential roundabout or access control) 17 Segment County Border (west of Eureka Road) to Highway 41/ Hazeltine Boulevard/ Lake Linden Drive Complete corridor study (see description above); Completed corridor‐wide review for pedestrian improvements/ connections Add signal improvements to reduce red light running and increase visibility (i.e., enforcement lights and yellow retroreflective back‐plates) Fund and construct improvements recommended in corridor study; Fund and construct pedestrian improvements/connections recommended 18 Intersection Highway 7 & Eureka Road ‐ Construct enhanced pedestrian crossing at Highway 7 (e.g., rectangular rapid‐flashing beacon, pedestrian refuge island, etc.) Fund and construct improvements recommended in corridor study (potential roundabout or access control) 19 Intersection Highway 7 & Highway 41 Add additional pavement markings including stop bars; Study potential intersection improvements including alternative intersections since capacity constrained (e.g., slotted double lefts, RCUT, Michigan lefts) Add signal improvements to reduce red light running and increase visibility (i.e., enforcement lights and yellow retroreflective back‐plates) Improve site plan and access to the north to improve safety and operations; Fund and construct intersection improvements 20 Segment Highway 41/Hazeltine Blvd/Lake Linden Drive to CSAH 19/Oak Street ‐ Install cable median barrier ‐ 21 Intersection Highway 7 & High Pointe Road/ Our Savior Lutheran Church Driveways ‐ Restrict left‐turns onto divided highway at these intersections (Toward Zero Deaths initiative) ‐ 22 Intersection Highway 7 & Water Street/Chaska Road ‐ Construct acceleration lane for southbound right‐turn; Realign southbound right‐turn to tighten radius without allowing drivers to illegally cross Highway 7 to get to Chaska Road (likely requires modifications to westbound left‐turn lane); Remove free flow southbound right immediately east at Oak Street/Galpin Lake Road ‐ Study session meeting of August 22, 2022 (Item No. 4) Title: MnDOT - Highway 7 Road Safety AuditPage 49
Highway 7 Road Safety Audit Report 46 ID Subsegment/ Intersection Location Short‐Term Medium‐Term Long‐Term 23 Intersection Highway 7 & Galpin Lake Road ‐ Potential access control/closure ‐ 24 Intersection Highway 7 & CSAH 19/Oak Street Install “no right‐turn on red” blank‐out sign for the westbound right‐turn movement (to be active during school arrival/dismissal times) ‐ ‐ 25 Intersection Highway 7 & Morse Avenue Improved enforcement (revive POLO program with Minnetonka Police Department) Improve southbound right‐turn geometry; Add potential side street median ‐ 26 Intersection Highway 7 & Old Market Road Monitor since intersection improvements were just completed ‐ ‐ 27 Segment Vine Hill Road to CSAH 101 Complete corridor study (see description above); Complete corridor‐wide review for pedestrian improvements/ connections (including area surrounding Minnetonka High School); Work with High School to improve parking management and operations on campus Add signal improvements to reduce red light running and increase visibility (i.e., enforcement lights and yellow retroreflective back‐plates); Install lighting Fund and construct improvements recommended in corridor study; Fund and construct pedestrian improvements/connections recommended Study session meeting of August 22, 2022 (Item No. 4) Title: MnDOT - Highway 7 Road Safety AuditPage 50
Highway 7 Road Safety Audit Report 47
6.3.1 Location ID 13: Highway 7 & Merrywood Lane
This intersection was not identified as a critical intersection based on the crash data but was brought up as an
area of interest during the road safety audit.
6.3.2 Location IDs 14‐18
During the road safety audit, extra attention was given to the segments and intersections of Highway 7 from the
county border (north of Lake Zumbra) to Eureka Road. This area poses challenges since Highway 7 is the only
access in and out for many residential areas along this stretch of the corridor. Furthermore, a change in
intersection control was a common request during the public engagement process at multiple intersections in
this area. During the road safety audit, both access control and changes to intersection control were identified
as important improvements at several intersections.
Further discussion and study will be required to determine exact locations where change in access and
intersection control should be implemented. The addition of one to three roundabouts in this area would
provide safer entries to and from Highway 7. As discussed in Section 2.3.1, a goal of the Arboretum Area
Transportation Plan was to convert the intersection of Highway 7 & Rolling Acres Road to a roundabout. If a
second roundabout location was identified further east of this intersection, these roundabouts could serve as
“gateways” between the Highway 7 segments in this area and would improve safety by reducing crash severity
and slowing speeds in the influence area of the roundabout. Furthermore, adding a cable barrier or raised
median along Highway 7 would convert the lower volume public intersections and private accesses to right‐
in/right‐out and reduce the likelihood of crashes. The roundabouts would provide U‐turn locations for cross
streets where the access was modified to right‐in/right‐out and would serve as locations for pedestrian and
bicycle crossings. It will be important to keep pedestrian and bicycle network connectivity in mind in this area
when evaluating changes in access.
While the location and feasibility of this roundabout would need to be further evaluated, a high‐level concept
was developed assuming the intersection of Highway 7 & Minnewashta Parkway/Church Road was converted to
a roundabout. This concept is shown in Figure 28.
The intersection of Highway 7 and Eureka Road was shown as being converted to a three‐quarter access
intersection in this concept. Since this intersection does not meet warrants for traffic signal installation, a
change in access should be considered at the intersection to alleviate the identified safety issues. A marked
pedestrian crossing should also be considered for this intersection with a median pedestrian refuge (example
shown in Figure 29).
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 51
Highway 7 Road Safety Audit Report 48
Figure 28 Access Control Concept on Highway 7 from Minnetrista to Minnetonka
Figure 29 Median Pedestrian Refuge Island Example (Source: FHWA)
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 52
Highway 7 Road Safety Audit Report 49
As additional land development occurs west along the corridor, this divided two‐lane concept with periodic
roundabout intersection control could be extended further along Highway 7. This concept would ensure
moderate vehicle speeds, safer intersection operations, and provide crossing opportunities on Highway 7 for
both pedestrian and bicyclists.
6.3.3 Location ID 19: Highway 7 & Highway 41
The reduction from four lanes to two lanes approximately 700 feet west of this intersection creates challenges
with westbound vehicles speeding through the intersection to merge. Adding signal improvements to reduce red
light running and increase visibility may help alleviate some of these issues.
Particular focus should be given to pedestrian connectivity at this intersection when completing the segment‐
wide review for pedestrian improvements and connections due to the intersection’s proximity to a park, school,
retail area, and bicycle trails.
6.3.4 Location IDs 20, 21, & 24
These segments/intersections were not identified as critical locations based on the crash data but were
identified as areas for potential future improvements by MnDOT during the road safety audit recommendation
review process.
6.4 Highway 7 from Minnetonka to St. Louis Park
A map that shows the locations for the improvements and suggestions that were discussed during the road
safety audit is shown in Figure 30 for the Highway 7 segment between Minnetonka and St. Louis Park. The actual
improvements are detailed in Table 13 with the corresponding ID number to the Figure 30 map. Specific
locations and improvements where additional discussion is needed are provided below.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 53
Highway 7 Road Safety Audit Report 50 Figure 30 Improvement Summary Map: Highway 7 from Minnetonka to St. Louis Park Study session meeting of August 22, 2022 (Item No. 4) Title: MnDOT - Highway 7 Road Safety AuditPage 54
Highway 7 Road Safety Audit Report 51 Table 13 Improvement Strategies: Highway 7 from Minnetonka to St. Louis Park ID Segment/ Intersection Location Short‐Term Medium‐Term Long‐Term ‐ ‐ Segment‐wide Install advanced street name signs at intersections where not already; Identify signals that need battery back‐up; Complete corridor study from CSAH 101 to I‐494: ‐ Evaluate shoulder/median widths ‐ Evaluate need for additional lighting ‐ Determine future classification of roadway (e.g., suburban, expressway, freeway); Complete corridor study from Highway 169 to Highway 100: ‐ Study to understand long‐term vision (e.g., interchanges, overpasses, converting to non‐freeway segment) ‐ Keep Blake Road and Texas Avenue intersection improvements tied together; Complete corridor wide review for pedestrian improvements/ connections Modify signals to include battery back‐up; Add signal improvements to reduce red light running and increase visibility (i.e., enforcement lights and yellow retroreflective back‐plates) Fund and construct improvements recommended in corridor study; Fund and construct pedestrian improvements/connections recommended 28 Intersection Highway 7 & Williston Road Increase enforcement of red light running; Review operation of northbound free right‐turn and turn lane lengths on Highway 7 Add signal improvements to increase visibility (i.e., yellow retroreflective back‐plates) Consider adding medians on minor approaches; Add additional intersection capacity 29 Segment I‐494 to CSAH 61/Shady Oak Road ‐ Install cable median barrier ‐ 30 Intersection Highway 7 & Shady Oak Road Review pedestrian facilities in the area and identify additional multimodal connections ‐ Fund and construct pedestrian improvements identified 31 Segment 5th Avenue/Oakridge Avenue to US 169 Complete corridor study (see description above) Modify applicable signals to include battery back‐up; Add signal improvements to reduce red light running and increase visibility (i.e., enforcement lights and yellow retroreflective back‐plates) Fund and construct improvements recommended in corridor study; Fund and construct pedestrian improvements/connections recommended Study session meeting of August 22, 2022 (Item No. 4) Title: MnDOT - Highway 7 Road Safety AuditPage 55
Highway 7 Road Safety Audit Report 52 ID Segment/ Intersection Location Short‐Term Medium‐Term Long‐Term 32 Intersection Highway 7 & US 169 Northbound Ramps Install tighter and wider pavement markings Add signal improvements to reduce red light running and increase visibility (i.e., enforcement lights and yellow retroreflective back‐plates) ‐ 33 Intersection Highway 7 & CSAH 20/Blake Road/Aquila Avenue Apply high friction surface treatment at intersection approaches to improve vehicle control ‐ Construct improvements recommended in corridor studies (e.g., quadrant roadway intersection, alternative intersection types, etc.). 34 Segment CSAH 20/Blake Road/Aquila Avenue to Louisiana Avenue Install tighter and wider pavement markings; Study if an advanced intersection/ queue warning system has merit Add advanced intersection/ queuing warning system for westbound traffic if the study recommends that a system should be added Fund and construct improvements recommended in corridor study 35 Intersection Highway 7 & Texas Avenue Add stop bars and widen crosswalk markings; Apply high friction surface treatment at intersection approaches to improve vehicle control; Include additional signs, enhancing existing signing, or modifying signing to warn of signal for westbound traffic; Study if an advanced intersection/ queue warning system has merit Add advanced intersection/queuing warning system for westbound traffic if the study recommends that a system should be added Construct improvements recommended in corridor studies (e.g., quadrant roadway intersection, alternative intersection types, etc.). 36 Intersection Louisiana Roundabouts Review roundabouts to see if geometric changes can be made to improve safety, including potentially reducing the capacity of the roundabouts (i.e., would single lane roundabouts have adequate capacity?) Add high visibility markings and overhead signing; Add RRFBs on multi‐leg approaches; Implement geometric changes to slow down high‐speed eastbound exiting traffic and raised crosswalks for some approaches ‐ Study session meeting of August 22, 2022 (Item No. 4) Title: MnDOT - Highway 7 Road Safety AuditPage 56
Highway 7 Road Safety Audit Report 53
6.4.1 Location ID 29
This segment was not identified as a critical segment based on the crash data but was identified as an area for
potential future improvements by MnDOT during the road safety audit recommendation review process.
6.4.2 Location ID 30: Highway 7 & Shady Oak Road
The short‐term improvement recommendation from the road safety audit was to review pedestrian facilities in
the area and identify additional multimodal connections. These connections could include providing pedestrian
crossings on all legs of the intersection, providing pedestrian connections to transit stops at the intersection, and
constructing pedestrian facilities in areas where there is frequent pedestrian use (i.e., the desire line on
northwest corner of intersection). A summary of these improvements and how they may look at the intersection
is shown in Figure 31.
Figure 31 Multimodal Improvements at Highway 7 & Shady Oak Road
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 57
Highway 7 Road Safety Audit Report 54
6.4.3 Location IDs 33‐35
A study was previously completed that focused on developing several intersection alternative concepts at
Highway 7 & CSAH 20/Blake Road/Aquila Avenue. These concepts included at‐grade and grade‐separated
options for the intersection and included the following alternatives:
Increased capacity on CSAH 20/Blake Road/Aquila Avenue and a pedestrian bridge on the west side of
the intersection
Increased capacity on CSAH 20/Blake Road/Aquila Avenue and a pedestrian bridge on the east side of
the intersection
Grade separation of Highway 7 and CSAH 20/Blake Road/Aquila Avenue with buttonhook ramps
provided approximately 500 feet west of the existing intersection (shown in Figure 32)
Grade separation of Highway 7 and CSAH 20/Blake Road/Aquila Avenue with offset single point
interchange provided on the south leg of the existing intersection
Grade separation of Highway 7 and CSAH 20/Blake Road/Aquila Avenue with a tight diamond
configuration
Figure 32 Highway 7 & CSAH 20/Blake Road/Aquila Avenue Grade Separation Concept with Buttonhook
Ramps
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 58
Highway 7 Road Safety Audit Report 55
While these concepts looked specifically at the Highway 7 & CSAH 20/Blake Road/Aquila Avenue, future analysis
should consider how the nearby adjacent intersection of Texas Avenue could be included in the transportation
improvements. Based on the results of the crash analysis completed for this study and the discussion during the
road safety audit, it is recommended that additional steps be taken to advance these improvements as funding
allows.
6.4.4 Location ID 36: Louisiana Roundabouts
The interchange ramp intersections were not included within the original scope of the road safety audit because
the roundabouts are not located on Highway 7, but they were discussed during the road safety audit based on
input received from St. Louis Park.
7 Conclusions
An RSA was conducted by MnDOT in response to concerns about safety along the Highway 7 corridor between
Hollywood Township and St. Louis park. The purpose of the study was to review crash history, prior plans and
recommendations, and existing conditions to identify potential safety projects and safety strategies that can be
implemented as a part of future projects.
A review of five years of crash data (2016‐2020) was completed to understand crash trends experienced in the
study area for crashes of all severities. This review was also completed specifically for fatal and serious injury
crashes, and it also included data from January 2021 through September 2021. Considering the whole study
area, front to rear was the most common crash type with more than 50% of the crashes falling into this
category. The data also showed that more than 50% of the crashes in the study area were intersection related.
A crash analysis was completed to determine intersections and roadway subsegments where the total crash
trend is statistically higher than experienced on similar facilities in Minnesota. To complete this analysis, 71
intersections and 25 subsegments were reviewed as part of the RSA.
Several opportunities for public comment and feedback were given throughout the project. Between December
17, 2021 and January 20, 2022, questions and comments were able to be provided on an interactive map and
feedback was received from a survey. Over 1,000 responses were received between the survey and interactive
map. The feedback was considered by the road safety audit team as potential improvements were developed.
The RSA review team met on three separate occasions during February of 2022. All the meetings were held
virtually due to the COVID‐19 pandemic. As part of the field review, an overview of the corridor was provided
and then roadway segments and intersections of interest were reviewed and discussed. Other locations that
were not identified as critical locations, but where there has been considerable concern based on public input,
were also discussed. Crash trends were summarized at these each of these locations to understand if there were
certain patterns related to crash type, lighting, contributing factor, etc. Any issues identified by the RSA team
related to geometrics, the surrounding environment, infrastructure, or other areas were documented for each
segment and intersection in addition to any potential improvements.
Recommended short‐, medium‐, and long‐term potential improvement strategies were developed for segments
and intersections along the corridor. These strategies are based on an analysis of the crash data, review of
existing conditions, input from the RSA team, and comments received from the public. Short‐term strategies can
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 59
Highway 7 Road Safety Audit Report 56
typically be implemented during a shorter timeframe (i.e., less than five years) because they are simpler to
implement, cost less, and often can be completed with maintenance forces. Medium‐term strategies will take
longer because their implementation requires additional study and design and they typically cost more. These
strategies often can be implemented on a five‐ten‐year horizon. Long‐term strategies are even more complex,
require significant funding, and usually take longer than 10 years to implement. It is important to note that just
even though a potential improvement strategy is listed, it may never be implemented.
The following are recommendations that should be considered moving forward to ensure safety projects
continue to be implemented in the study area:
1. MnDOT, Hennepin County, Carver County, and all of the cities and townships along the study corridor
should work collaboratively to review and develop a plan to implement short‐term potential
improvements.
2. An approach to complete the items that are listed as to be evaluated should be established as the
findings of those analyses will be used to confirm and/or determine some of the medium‐ or long‐term
improvements (e.g., completing corridor studies).
3. When improvement projects are programmed along these corridors, this document should be
referenced to make sure applicable safety improvements are incorporated into those projects.
4. Agencies should continue to work collaboratively to seek and apply for funding that can be used to
implement these safety improvements.
5. A review of traffic law enforcement practices and the development of changes needed to allow for
increased enforcement along Highway 7 is recommended.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 60
Highway 7 Road Safety Audit Report 57
8 Appendix A – Comment Letters
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 61
St. Louis Park Engineering Department • 5005 Minnetonka Blvd., St. Louis Park, MN 55416
www.stlouispark.org • Phone: 952.924.2656 • Fax: 952.924.2662 • TTY: 952.924.2518
Memorandum
To: Derek Leuer, State Traffic Safety Engineer
Andrew Lutaya, West Metro Area Engineer
From: Joseph Shamla, Engineering Project Manager
Debra Heiser, Engineering Director
Date: January 24, 2022
Subject: Highway 7 Road Safety Audit
Introduction
Highway 7 is an important corridor through St. Louis Park and we are interested in the findings of the
safety audit. Staff met with the St. Louis Park traffic committee so we could provide feedback to MnDOT
on our observations in the corridor. The information below is a summary of what was discussed.
In 2019, the city hired a consultant to complete a city-wide crash analysis. The crash data that was
reviewed was from 2017-2019. This information was used to provide feedback. A copy of the study is
attached for your reference.
Intersection of Highway 7 and Texas Ave
MnDOT completed improvements to Highway 7 at Texas Avenue during the years which were reviewed.
Our consultant completed a before and after improvement review at these intersections during the
2019 study.
Unfortunately, the crash rate has not improved at the intersection of Highway 7 and Texas Avenue.
Overall, there is a significant amount of rear end and sideswipe crashes for westbound traffic at the
intersection- 49% of the total crashes. In our opinion, westbound traffic on HIghway 7 effectively
operates as a freeway with Texas Avenue being the first intersection in nearly two miles. In addition,
there is a vertical curve just east of the intersection. When traffic is backed up at the signal during peak
periods, a westbound queue of vehicles creates an unexpected condition, potentially resulting in a rear
end collision or a sideswipe as vehicles try to abruptly stop and or change lanes to avoid a collision.
The city requests that MnDOT look at this intersection to see if there are additional modifications that
could be made to address the crash rate. We offer that the westbound Highway 7 review includes a
sight distance analyses to determine if the road grade needs to be modified or if Intelligent
transportation system (ITS) solutions would lower the crash rate.
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 62
Page 2
The intersection of Texas Avenue is adjacent to the regional mall “The Shoppes at Knollwood”. Safely
accessing the mall whether it be as a pedestrian, bicycle, or vehicle is important. In 2019, the City of St.
Louis Park added a pedestrian and bicycle connection across Highway 7 at Texas Avenue. The
intersection should be reviewed for safety of all users of the corridor.
Intersection of Highway 7 and Aquila Ave
The Highway 7 at Aquila Avenue intersection had a high crash rate prior to MnDOT making
improvements in 2017-2018. The post construction review for Highway 7 and Aquila Avenue is
favorable. A before and after crash rate indicates that there was a reduction in overall crash rates. The
city would like to understand if this trend has continued.
Due to it’s proximity to “The Shoppes at Knollwood”, this intersection is an important bicycle and
pedestrian route. The City of Hopkins recently reconstructed Blake Road adding bicycle and pedestrian
facilities south of this intersection. Please review the pedestrian and bicycle crossings to ensure that the
users who want to cross at this intersection can do so safely.
Highway 7 and Louisiana Ave (southern roundabout )
The 2019 analysis revealed a high number of accidents on the eastbound Highway 7 ramp connection to
the southern roundabout. One of the concerns expressed by our residents is the speed in which vehicles
are exiting Highway 7 and entering the roundabout. Please review to see if there are modifications that
enhance safety for all users.
Highway 7 and Louisiana Ave (bicycle and pedestrian crossing of MnDOT ramps)
The city has received feedback from the community regarding the trail crossings of the MnDOT ramps to
Louisiana Avenue. Please review the crossings to understand what modifications or enhancements could
be made to raise awareness and promote safety for bicycle and pedestrians using the trail. One issue to
be reviewed is the sight distance of a trail user heading north on the trail adjacent to Louisiana Avenue.
The soil along the sides of the bridge impede the view of a bicyclist.
Thank you for completing the safety audit of Highway 7. We look forward to learning more about the
findings of this study.
Attached: Blake Road / Aquila Avenue Study
2019 Citywide Crash Study
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 63
339 THIRD STREET, EXCELSIOR, MN 55331 | P: 952.474.6633 | F: 952.548.1690 | greenwoodmn.com
March 5, 2022
Minnesota Department of Transportation
Christine Krueger SENT VIA EMAIL
Communications and Engagement Director christine.krueger@state.mn.us
Re: Hwy 7 Safety Audit
Dear Christine,
The City of Greenwood appreciates MnDOT embarking on a Hwy 7 Safety Audit. As you know, Hwy 7 passes
through our city. We have the following observations, suggestions, and thoughts for consideration:
1. Christmas Lake Road Intersection.
a. Traffic approaching the intersection is generally at high speeds.
i. Consider traffic calming techniques or warning lights.
ii. Consider reverting back to the 50mph speed limit from Old Market Road to Rolling Acres Rd.
b. Traffic stopped at the intersection generates “Black Ice” during winter conditions making the blind
approach to the intersection very dangerous.
i. Cars have skidded off Hwy 7 and landed on Excelsior Boulevard during past occurrences.
c. Approaching traffic generally does not consider pedestrians crossing the intersection.
i. Consider moving the pedestrian crossing to the west side of intersection.
ii. Consider posting "No Right Turn on Red" sign to prevent turning from Christmas Lake Road
onto westbound Hwy 7. This change also prevents conflict with eastbound Hwy 7 u-turners.
iii. Consider pedestrian activated crossing time.
iv. Consider adding visual pedestrian reminders like crosswalk paint, signage, flashing lights, etc.
2. Eureka Road Intersection. While outside of the City of Greenwood, we offer the following comments:
a. Left and right uncontrolled turns across traffic generate a dangerous condition.
i. Consider timing and coordinating traffic control lights to provide gaps in the traffic flow that
allow safe entry to Hwy 7.
ii. Consider traffic calming to slow traffic to accommodate uncontrolled access.
b. Left turn sightlines from Eureka can be blocked by vehicles in the Hwy 7 right turn lane and create a
dangerous condition.
i. Consider controlling the intersection with a roundabout to keep Hwy 7 traffic flowing and
provide traffic calming to allow safer access from Eureka onto Hwy 7.
Thanks for your consideration of these comments. If you have any questions or would like to discuss the audit,
Councilman Bill Cook (612.805.0424 billandtishcook@msn.com) and Councilman Rob Roy 9218.749.(612
lrobroy@msn.com) have been appointed to follow this audit. Please inform them of any public activities associated
with this project.
Sincerely,
Debra J. Kind
Mayor, City of Greenwood
on behalf of the Greenwood City Council
Study session meeting of August 22, 2022 (Item No. 4)
Title: MnDOT - Highway 7 Road Safety Audit Page 64