5.2. PCSR 05-12-2009REQUEST FOR ACTION
ver
To Item Number
Plannin Commission 5.2.
Agenda Section Meeting Date Prepared by
Plannin Items Ma 12, 2009 erem Barnhart, Plannin Mana er
Item Description Reviewed by
Review and Consider Recommendations on the FAST Study
Reviewed by
Action Requested
Staff recommends approval the 171" Focused Area Study as drafted. Additionally, staff requests
authorization of the following items:
1. Update City Comprehensive Plan.
2. Update the City Zoning and subdivision ordinances.
3. Update the City Transportation plan.
4. Prepare a land use plan "addendum" for the properties immediately west of the study area,
west of Highway 10. Staff will request a price quote and return before additional work.
5. Prepare `interim' access plan, an attempt to consolidate at grade accesses along Highway 10
at 171" Avenue and the area near 165`'' Avenue, to determine obstacles and opportunities.
Summary
This is the Planning Commission and Economic Development Authority's opportunity to review the
final plan before it goes to the City Council on May 18, 2009. Staff anticipates discussion to be focused
on Sections 6 and 7.
Background/Discussion
Since December 2008, Staff and members of the Planning Commission, Economic Development
Authority, and City Council have been working with Hoisington Koegler Group, Inc. on the preparation
of a land use plan for approximately 700 acres of land centered around the commuter rail station. The
goals of the planning project were multi-layered:
1. Leverage commuter rail station and city owned lands as triggers for development.
2. Establish long-term vision for study area that will encourage practical and
achievable development while optimizing community value.
3. Identify ways to better link study area with broader community.
4. Suggest how study area can distinguish itself as a prime development district.
During the course of the planning project, three monthly meetings were held with members of the
Planning Commission, Economic Development Authority, and City Council. Additionally, a public open
house was held in April. Meetings with private property owners also shaped the results of the Plan.
S:API,ANNING MAIN\Yrojects\FAS'I' Study Ama\PAS'1' memo to Commissions.doc
The Focused Area Study (Plan) is broken into 7 sections:
L Introduction: Summary
2. Background
3. Objectives and Assumptions
4. Trends and Case Studies
5. Preliminary Concepts
6. Master Plan
7. Implementation
Sections 2 - 5 are a detailed description of the work completed thus far in the process. Section 6 is the
product of this work. Section 7 will outline the implementation issues.
Master P1an~Section 6 breaks up the study area into smaller nodes, each with its distinctive end goal or
plan. In each section, key strategies are identified. These, if preserved and followed, will aid in the
implementation of the plan, as components will likely come together piece by piece. The Master Plan can
be found on page 39. Separate regulations will be prepared for each node to reflect the desired land uses.
Implementation, New Section 7 discusses implementation steps. This section is particularly important as
full implementation of the plan is expected to take several decades, as most of the pieces will come
together gradually and separately. The Council and property owners should be aware that the success of
the plan is reliant not only on the completion of large public infrastructure projects (interchanges, over
passes, extensions of Twin Lakes Parkway) as well as smaller land use decisions and improvements
(building remodel/orientation, landscaping, land uses, etc.). These smaller decisions will have a large
unpact on the tone of development until these improvements are made.
Summary of Issues
Evolution. The Plan recognizes that the land uses will evolve over time. The commuter rail station will add
visibility and a marketing tool to land owners in the immediate area; effects of these impacts already can
be seen with the Elk River Station mixed use development. Other developments are expected to advance
as the train station and Northstar route mature. The area will evolve as land uses change. Uses that are
less dependent on a train station may choose to move, selling their land to users that are willing to pay for
the train station amenity. Additionally, other agencies may compel changes; MnDOT's interregional
corridor plan (IRC) contemplates transitioning Highway 10 from a rural highway to a freeway, with access
restricted to one interchange in the immediate area. Businesses that rely on direct, quick access off of
Highway 10 will be impacted. While this is not anticipated in the near term, the Plan recognizes the
impacts this would have on the area, and attempts to identify strategies that proactively maximize the
benefits of a safer, freer highway network. If adopted, all development applications will be evaluated
based on whether they met the long and short term objectives of the Plan.
Pinnacle. During the meeting on April 27, 2009, there was concern on the developabiliry of the Pinnacle,
due to access issues, the market for office buildings in Elk River, and the proximity to the train tracks.
Comments received from area property owners since the meeting echo this sentiment. The Plan
understands these challenges, and recognizes that this area represents a further departure from the current
market. It is important to note that the challenges of this area are independent of the Plan. When Highway
10 is improved, either with an additional light at 165`" Avenue, or with the conversion of the route to a
freeway, access to the Pinnacle area will be limited. The Plan establishes strategies for maximizing the
property values for the property owners with the identification of access routes and cooperative land uses.
S:APLANNING MAIN\Projccts\FAS'1' Study area\FAST memo to Commissions.doc
Interchange. One of the issues resolved during the course of the planning project was the subject of a
potential interchange. Several options were considered, ultimately, these were rejected due to MnDOT
issues, or in order to maximize the benefit to the study area and the City at large. Ultimately, a location
generally north of 165t" Avenue was chosen because it meets MnDOT separation criteria, and it provides
the best option into the study area. An interchange will be expensive, and the benefits may not be
immediate; it does seem appropriate to further study the costs of improving access in this area of the
community
Next Stens
Adoption of the Plan is not the end of the process. Full implementation of the Plan includes several
additional steps. Th e steps identified thus far include:
1. Update City Comprehensive Plan to reflect the changes in land use.
2. Update the City Zoning and subdivision ordinances to make changes that allow
implementation of the plan. These changes will include land uses, design guidelines,
and landscaping requirements.
3. Update the City Transportation Plan to reflect the importance of Twin Lakes
Parkway and the desired location for the main intersection/interchange onto
Highway 10.
4. Prepare a land use plan "addendum" for the portion of the city west of Highway 10.
This would consider land use options for the area around Yale Street on the west
side of Highway 10, considering the long term challenges to this area are similar to
"the Pinnacle."
5. Prepare `interim' access plan, an attempt to consolidate at-grade accesses along
Highway 10 at 171` Avenue and the area near 165`"Avenue to determine obstacles
and opportunities.
6. Staff will forward any additional steps toward full implementation as they are
identified.
Financial Impact
None
Attachments
o The Plan distributed for the April 27 joint meeting will be used for this review. Based on the
comments from the Apri127 meeting, the following pages saw changes, and are included.
The full plan is available on the City's website at www.ci.elk-river.mn.us. Please retain your
copies. Due in part to the cost of the copies, at the conclusion of the project, the individual
pages with changes will be replaced.
o The a es chan ed and attached are:8,9,15,16,43,44,45,49,54,55,56,57,6U,61,7U, 8U.
Action Motion by Second by Vote
FOIIOW Up
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Road Network
View of Highway io/~6g through the study area
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Highway ~o~~6g is the primary arterial running along the western boundary of the study
area. Today the roadway is afour-lane, at grade regional highway and has average daily
traffic counts (ADTs) of nearly 35,000 trips per day. Currently, the primary access point
to the project area is the signalized intersection at 17ist Avenue. Additional access
points exist attwo un-signalized intersections at 73rd Avenue and 65th Avenue and
a handful of parcels have right-in, right-out access or additional median crossings for
access.
Twin Lakes Parkway serves as the primary collector for the FAST, as traffic from
southeast Elk River is funneled south to Highway ~o~~6g to the signal at 71st Avenue.
The roadway has been improved as afour-lane with a median from Main Street to the
transit station, and as a four lane road with no median from the station to Highway
~o~~6g. The roadway is anticipated to carry nearly 20,000 cars per day in the future
and extend to the southeast through the study area to Jarvis Street in the southeast
corner of Elk River. Twin Lakes Parkway represents the only rail crossing in the project
area. A previous rail crossing was located at 173rd Avenue, but was relocated to the
current location for the Northstar station development. Currently only a small portion
of 73rd Street remains from Highway ~o~i6g to the rail line and then connects south
with Ulysses Street to form the built internal road network west of the tracks. 75th
Avenue in the northeast serves as a collector for the residential uses beyond the
project area, bringing people to Twin Lakes Parkway. The only private streets exist
within Elk River Station.
Transit
The Northstar commuter rail will begin operation in fall of 2oog. Currently the
Northstar commuter bus service operates out of the park and ride facilities which are
currently finalizing construction. The rail service is anticipating five daily commuting
trains to downtown Minneapolis with one reverse commute train per day. The
average trip time from Elk River to downtown Minneapolis is anticipated to be 35-38
minutes.
Rail
The two heavy rail lines are owned and operated by Burlington Northern ~ Sante-Fe
and operates as a major corridor for cross country rail transport. On average, nearly
6o to 8o trains per day move through the project area with speeds in excess of 7omph.
Noise and safety concerns will be significant considerations for land uses adjacent to
the rail line.
Sidewalks & Trails
A limited number of sidewalks and trails exist within the project area. Those trails
that have been built came with recent developments such as Elk River Station and the
roadway improvements along Twin Lakes Parkway and 75th Avenue.
8 97'931. t.Xt!~'rtUE'socused,4rea5'iudy
Northstar commuter rail trnin
Existing rail Tine crossing at study area
Existing trail along Twin Lakes Parkway
The master plan for the 71st Avenue FAST exists in the context of major transportation
planning efforts for the primary transportation corridors through Elk River. These
transportation planning studies and their outcomes are critical in defining the future
land use direction for the ~7~st Avenue FAST. Key decisions on land use will likely be
determined by the location of a future interchange for Highway ~o(i6g, as over time the
corridor transitions to a limited access freeway and all existing accesses are eliminated.
The following is a review of the transportation and land use planning efforts related
to the ~7~st Avenue FAST.
zoo2lnter-Regional Corridor Management Plan
In zooz MN DOT, working with input from the city of Elk River, completed an Inter-
Regional Corridor Management Plan identifying alternative strategies for upgrading
High4vay ~0(~69 south of Highway ion in Elk River to a limited access freeway. The study
identified two options for a future six lane freeway alignment; `Alignment A' essentially
running parallel to the rail line roughly 400' away and `Alignment B' the existing
Highway to(t6g corridor. The study also identified two interchange locations within
Elk River between Highway ~o~ and the eastern boundary of the community for either
alignment. One would be located near Jarvis Street and the other near 65th Avenue.
While the planning effort was completed in zooz, MN DOT still has not identified any
funding for this project in their 3o year capital improvements program.
Highway ~o&~6g Preliminary Design and Environmental Documentation Study
Currently underway are two MN DOT studies funded by the City investigating ways to
solve traffic bottlenecks in Elk River along Highway ~o heading west through historic
downtown, Highway i6g heading north through a major commercial area of the
community, and the ioi & ~o(~6g interchange. The two studies identify a preferred
reconstruction plan for the major interchange at ~o~ and ~o(~6g, the Main Street and
School Street intersections along Highway ~6g and the intersections along Highway
io moving through the downtown area west to Lake Orono. Amore detailed review
of these regional transportation planning efforts are discussed in the assumptions
chapter of this report.
Elk River Comprehensive Plan
in zoo3 the city of Elk River completed a Comprehensive Plan update for the community.
At the time of the update much of the land within the FAST project was undeveloped.
In general, the City designated highway commercial uses along the Highway ~o(i6g
corridor with light industrial uses beyond. North of the rail line high density housing
was selected as the future land use. Two additional transportation initiatives were
identified as part of the Comprehensive Plan update. The first initiative was to create
a connection between ~7ist Avenue and 65th Avenue through the extension of Twin
Lakes Parkway, and the second was to investigate a roadway connection between
CSAH ~z and Highway ~o(~6g on the far eastern boundary of the community.
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In order to plan for appropriate land use and transportation investments for the ~7~st
Avenue FAST, certain assumptions were made in order to focus the planning effort
and set a distinct framework and vision for the future. General assumptions for the
planning effort follow:
Major transportation improvements will be a primary development trigger.
The often familiar trend in commercial real estate will likely play out in the FAST,
new development and redevelopment typically follow transportation and public
infrastructure improvements. The first primary trigger for development will be
the Northstar commuter rail station opening in fall of zoog. The allure of the first
commuter rail line in Minnesota will likely solicit interest from the development
community. Additional roadway improvements through the Gateway will likely also
trigger development in the area in the near term. In the future, the reconstruction of
the io~~~o~i69 interchange and the conversion of Highway io~~6g to a limited access
freeway will trigger significant land use and transportation pattern changes in the in
the i7~st Avenue FAST.
Twin Cakes Parkway will be extended to become asub-regional collector for
improved access for east Elk River.
The Elk River Transportation Plan identifies Twin Lakes Parkway as urbanizing collector
from CSAH ~z to the signal at ~7~st Avenue. The transportation plan also indicates
the continuation of Twin Lakes Parkway to 165th Avenue serving as the sub-regional
collector for southeast Elk River.
Land uses will become more intensive over time.
As infrastructure improvements are made and ridership increases with the Northstar
commuter rail it is likely more intensive development will occur throughout the FAST
project area.
Future Highway ~o/~6g access to study area will be farther south than ~7~st
Avenue intersection due to MN DOT spacing requirements.
The current intersection of 171st Avenue and Highway ~o~t6g is less than i mile from
the major interchange at Highway ~o~ and Highway ~o~~6g, a typical rule of thumb for
interchange spacing. MN DOT mandates the future interchange must by at least ~
mile south of the Highway ~o~ & ~o~~6g interchange for safety purposes, allowing for
proper construction of on ramps and off ramps. A location not supported by MN DOT
will likely not be implemented.
Study area is in development competition with other districts in & outside Elk
River.
Within Elk River a large commercial center exists just north of the project site along
Highway X69 near Main Street and School Street, and captures much of the commercial
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business for the community. In the future a broad commercial redevelopment area
is planned for portions of the gravel mining area further north along Highway i69.
Regionally, an new commercial center anchored bySuper-Target (relocated from
Elk River) was recently developed across the Mississippi River in Otsego. At the
intersection of Highway ~o~ and Interstate g4 in Rogers a broad area of commercial
and retail uses exists.
Existing transmission lines and gas main are likely fixed.
Due to the extensive costs of relocating major utilities and the lengths these utilities
extend through the site the master plan assumes it is unfeasible to relocate these
utilities through the project area.
Any new river crossing (bridge) in Dayton or Ramsey would not substantively
change development strategies for the study area.
The location of the proposed future river crossing is situated too far south along
Highway ~of~69 to have any major development impact on the site.
MN DOT has three key transportation
studies:
» Inter-regional Corridor Management Plan
(1002): This plan identi fees alternatives for
upgrading Highway ~o/t69 to a limited access
freeway south of the Highway toy & to/~6g
interchange through Elk River, Ramsey and
Anoka. Construction and funding are not
currently in MN DOT's 3o-year program.
» Highway f6g Preliminary Design and
Environmental documentation Study
(underway): This study identi fees preferred
plan for got/~6g interchange as well as the
preferred reconstruction plans for the Main
Street and School Street interchanges north.
Construction and f unding are not currently in
MN DOT's3o-year program.
The ~7ist Avenue FAST is situated at the nexus of major regional roadway corridors
in the northwest metro which have a significant impact on the future of the study » Highway io Preliminary Design and
area and the community of Elk River. The following are the regional transportation Environmental Documentation Study
assumptions for the master plan: (underway): This study will identify a
preferred plan f or Highway ~o upgrades f rom
Highway improvements planned by the State will be key determinant in timing just west o f to/toy/t69 interchange, through
and type o f redevelopment in the ~7~st Focused Area Study. Downtown Elk River west to Lake Orono.
Understanding the timing and scope of future changes for the corridors will allow for
the appropriate planning and level of investment relative to the future improvements
in the corridor.
Transportation will guide development strategies and vice versa.
Location of a future interchange location will have the significant impacts land use
surrounding the interchange.
Elk River can influence transportation investments with plans for
development.
Through the preparation of this master plan and subsequent studies, the City has
the ability to influence MN DOT for the locations and timing of transportation
improvements which will have the broadest benefit for the FAST.
t6 17°I3C, avertuefocusedAren.:"tudy
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~ ~ ~" ~ Parkway. The development is organized to promote internal circulation for streets
"'" and drives and easy pedestrian navigation. Connections between sidewalks, trails and
The district approach for the masterplan looks public gathering places are vital to maintaining the success of commercial uses and
at key aspects o f development character and attracting residents to the district.
prescribes the key urban design principles to
follow for each district. These key principles The character of Twin Lakes Parkway is distinctly urban throughout the entire district
include identification of building, parking, combining an attractive, comfortable streetscape, while still functioning as a collector
loadingand service zones and the relationship roadway. The round-a-bout atthe re-aligned intersection of ~7ist and Twin Lakes
between the enhanced street network and Parkway facilitates the turning movements of the projected traffic volumes. Along
access to development parcels. zones for the street storefronts and business occupy the ground level, while amenities such as
stormwater treatment, critical buffer areas and broad sidewalks and outdoor plazas with benches and landscaping and properly scaled
areas for preservation o f natural vegetation lighting create a safe and comfortable environment for pedestrians. Trails along the
and wetlands are also illustrated. Each district wetland edges tie together with sidewalks and outdoor plazas. On-street parking
is analyzed around these key urban design exists for small segments of Twin Lakes Parkway in front of retail uses. In general,
principles, and highlighted in the text are the parking and loading areas should be located internal to the larger development
individual design criteria for development in blocks utilizing shared or district parking to maximize development along the street
each district. This vignette study approach frontage and further distance buildings from the rail line noise. In addition, extensive
organizes and aligns all o f the unique districts landscape buffers should be planted and maintained on both sides of the rail line for
in the project, matching the overall f ramework noise attenuation. A strategic approach for stormwater allows for building orientation
for the ~7~st Avenue FA57 master plan, toward both natural amenities and internal stormwater treatment systems, bringing
increased value to development.
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The area immediately r-~,~ ~ ~, ~, ti~ ' - °, g
adjacent to the Northstar ~ ~ - °~~ ~ ~ ~~ `` ' -, ~ ` ~.'~y-~ ?w,'~ ~~ , ~ ~;' ~~ '~
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vibrant mixed-use district. -~' '~~~ ~~ ~ ~ ~ ~ ~"
As intensification of ~ ~_ ~ ~ ~~ ,'`~~~ ~-~" ~~/" ~~~
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time, this district will include vertical _~ ~ Nort{;ist , ~ ~ ~ =`~ ~. Eii<River~Sta~t~ion
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mixed-use at the primary intersection to ,~ ~ .' ~ ~ ~' ~'
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the transit station. Residential uses are ~- ~ ' r ~ _ ~' ~ .. ~ ~° ~ y ~
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sides ofTwin Lakes Parkway and adjacent '~~"-~'~~~ --. .; ~-
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with a parking structure as development ~ E tiMAwc~n-sr~Eers ~" ,, `~'
intensifies and ridershi increases. \` '~
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connectivity. Buildings must be designed
to have a "front" toward t7tst Avenue and
toward Twin Lakes Parkway anticipating Wetlands provide significant development constraints for individual landowners, but
the transportation shift. district wide they provide the opportunity to better organize the development pattern
through a strategic wetland mitigation approach to optimize development potential
Additionally, an internal street connection for both private and City owned land. Jointly, with the wetland mitigation, a district
should be south of t7tst Avenue through wide stormwater treatment approach will help minimize stormwater infrastructure.
the Gateway land to Twin Lakes Parkway. Last, a trail network along the periphery showcases the natural systems and provided
This roadway will help ensure viability additional connectivity.
long-term and adequate vehicular
circulation near term as a solitary access
point out to t7tst will not allow for
left hand turns due to stacking issues
at peak times. Thus, the integration of
the northern portion of the Gateway
property for design considerations of this
-.district is critical to ensuring successful
',development.
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EAS`r ELK RIDER ATEwAY
-.This district responds to the
preferred location of the
future interchange along
Highway tojl6g and suggests
a large area of highway
commercial land use (18
acres) on the northern side of the
interchange and transitioning to office
and industrial uses moving east. The city
must balance the level of near-term
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infrastructure investments needed for
development with holding land for future
development when the interchange
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comes. ~-
This district will ultimately become the
gateway to the commuter rail station and
East Elk River. The following are near
term and long term strategies for the East
Elk River Gateway District centered on the
future interchange timing.
(s~-T)
Portions of this district could develop
earlier with light industrial uses along
the eastern boundary, and more office
J office industrial uses focused around
the primary intersection of Twin Lakes
Parkway and the future road to the
interchange. Because of the visibility
into the site from Highway toJ16g office
uses could be viable in the near term and
would set the foundation for the eco-
energy park concept.
The city will need to determine the
appropriate level of infrastructure
investment for Twin Lakes Parkway given
only roughly zo acres of development
on the eastern portion of the district.
Options could include a temporary road
with utilities or a completely constructed
street and round-a-bout intersection to
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establish the district character and pattern.
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Additionally, this district study illustrates an organized development approach for
parcel access, placement of buildings, parking, loading, and stormwater treatment. All
of which are established by the framework of Twin Lakes Parkway dictating parcel
access and sizes. The roadway structure and prescribed access locations will assist
in land assembly for a unified development pattern in the future to ensure adequate
development access and internal circulation.
afi«r~ ~~ ~~.~• . e .~nr~ x ., ... : x ..>. _ .., a: ~a--:,-~.-~-: ~ r 171St. CTVE'r1iIB Focuse:i Area 5; uc(y ~}~
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With the reconstruction of the Highway ~ c~nn~~t t ~ ~ '~stree*
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access road connecting to Carson Street, f~ ~ ~`<,, ..- ~: ,-
~ ~< ~` - ~~; -.yt' ~~ ~ E"~HpMCED STREEY& '~
an opportunity exists for corporate ~~~,~ ~ '~ ~'-- ~'
,~
campus site taking advantage of the ~'-~ "~ ~~`'=--- ~'~ ~,~' r~aecE~ access
highway visibility and river views. This , ~ ~ ~ ~ ~ ~ ~~, ~ s~ga~n~wn7e~x
' `. ~ ~ TRE.ATMEMT ZONE
additional access in conjunction with the ~} , y , ~ ~ ~ aucFeR
opportunity for an additional railroad `~ '` ~'-~ _ ' ~., ~ ,vFTEa~;;~,
PRFSEPVFp VEGETATION
crossing at 173rd Avenue will provide .~ ~ ` ~ ~'='' "~ ~. ~ ~ _ x
a d
--~ ~ '~
greater chances for this district to ~~l ,~, ~ ~,',
redevelopment at a more intense level. '~ ;~~ ~----~~'~`""'~
The long-term development intensifies ~ ', ~'"~~ ~ ~ o~ ~ ~~ ~ ~;~
around the earlier pattern of ~ ~ ~. ~ ~-
infrastructureinvestments from streets ~
& utilities to stormwater. Vance Street ~~ ~ '~„ '~ ~~.~~ ~~ ~~~ ~~
,,,r 1
becomes the primary spine heading north ~~ ~ I ~ ~ ~ , , ~~, - , ~ '~, \
to the Carson Street connection and the ~ v~ ,,. ~' ,..;3 ~
existing frontage road is removed, but ~~`~ ~' ~ ~ ~ ~ `;~ ~~
still contains the utilities and serves as a ~ ~ ~ ~ ', ~r~~ ~ ' ~ -,?~~ - '~ ~ ~ ~,,'ric~G
'm ~ 1
fire lane for the development. ~~ ~ i ~ ~;~ ~
t ' t ~~ i,ndary
~ ~j
Buildings are oriented toward the r ~ ~ " ~ -,,~ ~'~
;, ~,.,,. ~s~
highway to capture the visibility and the .,.E,x, ~ ~ ~ t
~ `, ~~ I~~,~~ ~ ~~ ~-
stormwatertreatment area in the center ~ ~ ; ~~ ,~~ ~ ;~
~ ,c::v` ~ ~:~- ~~ ~~ ,,~
of the site is enhanced as an amenity for ~ ~ o ~ ~.__, _ _ `;;.~
~~ ~ ~ ~
the employees. A buffer is maintained y ~ ' `~
.,:r
__- _.
along the rail line and smaller office = - ~ ~'t ~~ ~ -
users fill in near the tracks. Parking is ----~° ~ ~ ~.~~ ~~ ~--
internalizedand interconnected between - ~ ~o~ ~ - ~` ~~ ~. n ,o~~ zao~ aao^~
the buildings and strong, more direct ~`'~~ ~~ ~ ~ ~ ~ ~~
t'-' ~~'...: ' ~1 i ~ NORTH
roadway and sidewalk connections back ~
to the commercial and retail areas at the ~ S°'` ` `'
The Pinnacle District -Long Term Vignette Study
Hinge and Station Area Village Districts
are constructed.
17i3G. CNE,'rlU~' F ocused Area 5 i udl ~}~
TNT SIT
i
6aweWwn ERt River ORE MaM.. ,
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n ~y"r pad. KllevePS~
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$ppnrka®itless a# i?3r~i. a~ `~ ~ ..__ -~"~ ~, ~ atT~t lialca~
1~1SL Ax~i~es to Sugpp[t ~,, ` ~, ~~ ~, ,~ g ~ `~ ° . --- ~ ~ Paork~ra~ o~ 173. A~nu~
west of HMry iQ/ 1~9, tr-vi?rstlg °' ' .~ ~
knre+~tg Nttgr 1D/ 169 to fac~itat~ ~ ~. s~~~ ~ • ~x Rhar Staff
f~ve~ass GcuistruGHoa ~ ° ~_' ~ _ _ ~ P~ 9~tze+tt IglerseGt~xxa
~~ d~".< ~
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. - ~ ;>s
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~racuMr~ ~ -- _ --- -- .~• .>...,r ~C~kt~
see
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g ~ ~ ~l~ ~ W' A ~ ~ ABK!+&~f Ql/~!?0
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TRae=sic sicNAL ~.._.__,._.~ -....~--
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FI1LL PARCEL ACCE55 y
'!~ YeuthANdatlc
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i'ARTIAL hARCEL ACCE55 O J`9 ~.
- (RI6HT•INJRISHT•OVT)
~` ~_' -• NlEd1aN
~~~ TRatLS
5iDE14ALK5 ~ r
NORTftiSTAR STATION
~~
--- GATEWAY PROPERTY
Figure 6.6: Transportation Network Diagram
54 1715L. CSV2ilU£'Focused.~rea~"~udy ~:2 » '_- ..._~a~ ~ .. ro~ . >::~.~~:m s~_:~..~..
TF~ ~T ~
The street system changes in the master plan are suggested in order to improve traffic
circulation and pedestrian connectivity to the rest of the community. The majority of
roadway alterations are integrated to extension of Twin Lakes Parkway south to 65th
Avenue and the conversion of Highway ~0~~69 to a freeway.
Lakes Parkway should continue throughout the protect area. Round-a-bouts facilitate a continuous trnffic Clow,
while roll-up aprons in the center allow large trucks to
navigate tgh~e turngi~nwg radius.
Mme;. 11 ~ t t - is
-r
I
Twin Lakes Parkway
Twin Lakes Parkway provides the infrastructure framework for organizing future
development and redevelopment in the study area. The master plan envisions the
roadway as a four lane collector with a planted median with a 4o mile an hour design
speed, and lower speeds through the Station Area Village District. Access management
along the roadway defines the development pattern and general parcel configurations
for numerous uses. Full intersections require a minimum ofone-eighth mile between
them, while right-in, right-out access occurs at roughly 30o feet intervals. The master
plan suggests the use of round-a-bouts at major intersections along Twin Lakes
Parkway through the study area; 75th Avenue, i7ist Avenue and the roadway leading
to the interchange. Round-a-bouts in these locations will aid in traffic flow and will be
designed with large radius and roll-up aprons to accommodate truck traffic. A traffic
signal is suggested for the intersection at the transit station providing a safe crossing
and to benefit the retail uses in the mixed use district. The ~zo' right-of-way for Twin
`~:#y
,,((h^` t TS
I ` ~ t f
~ j j ~' ~ ~.
- -
k r:. '~ , , ~,~ ~ .
~ ~. ~ ~ _..
~~ ~ ~ ~
,. ~«::
r
,,
z~
,. ., . _ _
~ - : -, ~.~u; .. _ 171SC. avenue i ocused Area S'. udy 5S
i i I ~ ~ ~ lR
~+ p N
Residential Streets
Streets within residential districts organize the development pattern into a curvilinear
grid responding to natural systems & topography. These streets are traditional in
character with opposing drive lanes, on-street parallel parking, turf boulevards,
sidewalks, street trees and lighting. Residential streets have a 60' right-of-way.
~a
4
CQ
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r
t
rk" ~'a ' s';~
~t
~r,c~.. ,
k. '` k ~ ,r
r f
~ +~Y y r
> ~~
Commercial Streets
Commercial streets in mixed-use and
T ~~ retail areas have extensive streetscape
., ;_~ elements. Site furnishings such as
benches, bike racks and trash receptacles
should be installed on wide sidewalks.
~' Pedestrian scaled street lighting and
~,~.
r
boulevard trees will provide separation
,~ ~ from the street. Commercial streets have
{;;.~}~' a7o'right-af-way.
54 17131. QVE'r1Ul=ocused:lreaSTudy
~'
I
0 f Tice & Industrial Streets
Streets through office and industrial districts are wider to accommodate truck traffic
and include parallel parking, turf boulevards, sidewalks, street lights and boulevard
trees. Office and Industrial Streets have a 70' right-of-way.
'~ y •,
j:~~ ~~
w~ ~ ~ ~
ffi1 ~.
~ ~ >
i ~_ ~
_<~ iv
Trails
Trails support two equally important
functions within the FAST, the first for
recreational use and the second to support
bicycle commuting to the Northstar
station. The plan calls for trails along the
extension of Twin Lakes Parkway, trail
connections to surrounding city parks,
and trails along edges of natural open
space amenities.
Trails are also envisioned to connect
across Highway to(~69 to the Mississippi
River creating linkages to Historic
Downtown and to the Kelley Farm.
~~~ ... r:
~ ~4n '-.
~~~~ ~ .
__! _
~. __ -__
"f7"S$t. C7~t~r1°~~' Focused Area Si'udy
~~;
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~`
57
Trails provide a recreational and commuting function in the FAST
THE T P
TAT TE
Northstar Commuter Rail Station
The Northstar commuter rail is seen as a plus for growth in the district, but not a
primary driver for change. As the system matures and ridership grows it is important
the station meets the demands of the patrons. Adequate parking will be a necessity.
While the current lot provides 70o spaces, additional space may be needed in the
future. A parking deck or ramp structure should be considered for the station in
consideration with mixed-use development before more surface parking spaces are
added since little land exists for development immediately adjacent to the station.
Providing adequate facilities for bike commuting are also suggested. Bike lockers
allow a safe, secure location for commuters to store their bikes. A well integrated trail
system will further promote bike commuting to the Northstar station.
Community Circulator Bus
With the potential for more increased reverse commute trains, the city of Elk River
should examine the feasibility of a community circulator bus to work in concert with
the Northstar schedule. The circulator would connect community employment
centers, downtown and commercial centers to the Northstar station eliminating the
need for the automobile for some commuters.
Rail Line
The master plan suggests providing an additional crossing of the BNSF rail line near
173rd Avenue. This additional crossing will allow for improved traffic flow for the
commercial and industrial uses in the north of the study, rather than funneling all traffic
to Twin Lakes Parkway to cross the rail line. As the city lobbies to shift the rail line
north near downtown, the city should investigate the feasibility of either an at-grade
or grade separated crossing in this location. While creating an additional crossing is
challenging, it is still worthwhile as something to strive for to create better and more
intensive development.
The opportunity for a rail spur off of a major freight rail corridor could be significant
for industrial uses in the FAST. The master plan suggests a parallel spur line to serve
the industrial uses surrounding the RDF plant.
~ ~ ---
by 9798. t~'yt~q'1~I~FOCUSed~lrea5rudy
A parking deck or ramp may be needed in the future
to accommodate increased demand for the Northstar
commuter rail.
Bike lockers allow a secure location for commuters to
store their bikes
A circulator bus would connect other key activity
centers in Elk River with the Northstar station
Ar :, L itional rail crossing should be considered at
~??: d:~,venue
TNT ~ ~
iT ~~.YI;
A fully developed plan for the ~7~St Avenue FAST will impact the existing
public infrastructure systems in the area. With the introduction of
development and redevelopment in portions of the project area,
improvements to the public systems will be necessary and advantageous
to foster more intensive development.
Roadway and Tra ffic Analysis
As the master plan for the ~7~st Avenue FAST indicates, the road
network is critical to the long-term success of all uses within the plan,
especially when access restrictions are implemented along Highway
io/i69. City stafF conducted a roadway and traffic analysis on the
ultimate development scenario, and it is anticipated that upgrades
to the intersection at i7~5t Avenue and Highway ~0/~69 will be needed
as development occurs in the FAST. Additionally, internal roadway
connections from development areas will need to be designed to mesh
with the extension of Twin Lakes Parkway to the south through the
Gateway in order to facilitate traffic flow through the area.
Infrastructure
Initial analysis by City staffi of the sewer and water indicates that upgrades
to major infrastructure systems will be needed at some point during the
development time line. Most impacts will come from realignment of
sanitary sewer and water lines with roadway improvements. The overall
capacity for sanitary sewer and water flows will need to be further studied
as development proposals come forward. Additionally, further electrical
network planning will need to occur in the project area.
7TS~C.C~~t1~.1~Focusedo^wrea57udy b1
iPI..E ~TTiC
tmplementation Initiatives
Implementation of the master plan for the ~7ist Avenue FAST will span many years and
include many complex activities. It will likely be more than twenty-five years before
the vision for the FAST is fully realized. There are, however, many actions to be taken
in the near term -the next one to ten years. These actions (identified in Figure 7.~) are
critical to development success for the FAST.
The initial focus of implementation will be on actions needed to establish the master
plan as the officia! guide for development for the ~7~st Avenue FAST. The first
implementation step is City Council adoption of the master plan. City Council approval
sets the stage for all subsequent public actions and the confidence needed for private
redevelopment activities.
During the early years of the FAST development, there are several critical actions that
can be taken to reduce development constraints, allow for greater investment in public
amenities and enhance the creation of a sustainable neighborhood. Pre-interchange
development can be used to set the stage for the post-interchange development with
enhanced financial opportunities. Suggested activities to enhance project success
include:
» Strategically stage development so that it builds market momentum and early projects act as
positive demonstrations o f great things to come in the FAST.
» Build high-quality streetscapes, natural areas and pedestrian links because these amenities will
drivefuture marketinterest.
» Create convenient, safe linkages between various trait routes for bike commuting.
Key phase i activities identified in Figure 7.~ are further described below.
Twin Lakes Parkway & ~7~st Avenue
Congruent with the East Elk River Gateway District and Hinge District Development,
the construction of Twin Lakes Parkway will begin to establish future transportation
patterns for the FAST. The re-alignment of the intersection at ~7~st Avenue and the
extended Twin Lakes Parkway and construction of the round-a-bout will highlight the
broad changes awaiting the area, and access control through median placement and
parcel access will lay the foundation for development. Enhanced streetscape for ~7~st
Avenue to the signal at Highway ~o~~6g and along Twin Lakes Parkway will attract new
development to district. Additionally, MN DOT would consider a proposal to create a
signal at the proposed interchange location, replacing the existing at grade intersection
at 65th Avenue and closing all other access points except for i7~st Avenue. This new
signal and intersection would allow for more near-term development in the East
Elk River Gateway District. Official mapping of Twin Lakes Parkway should also be
considered. Official mapping is an official platting process to secure right-of-way for
future roadway improvements. The roadway is platted with the county and will be
transferred to the city at the time of development.
70 171~t. CGr1E.1~ F ocused:lren S rudy
P~~
IJoisington Koegler Group Inc. ~®
~~
Meeting Date: March 25, 2009, 2:00 - 3:30 p.m.,F.,Ik River City Hall
Client: City of Elk River, Minnesota
Project: Elk River Focused Area Study (FAST)
Purpose: MN DOT Review of potential interchange location for FAST Study
Present: Craig Robinson, Jim Povich MN/DOT; Bryan Harjes, HKGi; Jeremy Banlhart & Teny
Maurer, City of Elk River.
The meeting was held to review future interchange locations and gather input from MNDOT'
representatives on general location, future timeframe and potential. funding sources for the future
interchange. The meeting opened with an overview of the broader transportation and land use issues
surrounding the Elk River FAS"T. The following are the summary of comments from the meeting.
Comments related to the future interchange:
• Location of a future interchange should be located 1 mile south from the centerline of the 1lighway L 01
and Highways 10/169 interchange. Additionally, the further north the interchange would like increase
the complexity of construction for the 101 and 10/169 interchange. In general, the further the interchange
is located from the 101 & 1.0/169 interchange there is a strong likelihood the project costs would
decrease due to less acquisition costs and desilm complexity.
• MNDOT had no preference to an interchange either 1 mile south of Highway 101 and Highways 10/169
interchange or further south near the location identified in the IRC around 165' Avenue.
• The city should build a ease for a future interchange though:
o Further study -geometries /environmental review
o Acquisition of necessary properties or needed right-of-wav
o Working toward controlled access points at 171st and 165`x' Avenues only, while closing all other
access points through the corridor
• The cost of an interchange would be split between MNDOT and the city 50%-50%. However, the
percentage breakdown for the interchange cost could reach 85% MNDOT anal 15% City if the city meets
certain perfornmance review checklist items. For example, if the interchange is located on an
underperforming Inter Regional Corridor (IRC) there is a 10% cost savings for the City. Also, MNDOT
currently has no funding for even the 50% portion of the interchange.
• MNDOT provided information on the Greater Minnesota Interchange Solicitation Program which has an
allotment of 40 million dollars for infrastnicture improvements for out-state Minnesota. However, only
10 nmillion is the maximum award for a single project. MNDOT provided the checklist for project
submittals with evaluation categories ranging from economic development, safety and congestion relief.
'The submittal packet has a due date of June 12`'', 2009 with a general start tinme of 2013.
Additional comments:
• Ametro-district resurfacing project will take place in 2012. This project will include a mill and overlay
of Highway 10/169 and will also included closure of median crossings except for 171'' Avenue and 165'
Avenue. Right-in and. right-out access points would still remain as closure of these access points
involves property- rights issues.
• Near ternm, MNDOT showed some reluctance for an additional signal at I65''' Avenue. however would
consider a proposal for a signal at 165"' Avenue that included. access closures to enha~mce safety measures
through the corridor.
80 171St. C7VG i lU£' 3 ocused.4reu ~"ludy w ~ ~>; : ~ ~. .,=- ..» ~y1. ^~,, ~~t~ :.~:~:: ~.:... ~ ~s~~ v:~xrc~