6. EDSR 05-11-2009El REQUEST FOR ACTION
....
River
To Item Number
Economic Develo ment Authori 6'
Agenda Section Meeting Date Prepared by
Ma 11, 2009 erem Barnhart,
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.
Back~roundlDiscussion
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:AVI,ANNING b4AIN\Projects\f~AS1' Study Area\PAS'1' memo to Commissions.doc
The Focused Area Study (Plan) is broken into 7 sections:
1. 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 Plan, 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.
Im lementation 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, overpasses, 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 impact on the tone of development until these improvements are
made.
Summarv 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 Apri127, 2009, there was concern on the developability 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
S:API,ANNING iv[AIN\Yxojeets\FA.S~C Study Arca\FAS"1' memo to Corrnnissions.doc
the Plan. When Highway 10 is improved, either with an additional light at 165`h 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.
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 165`h 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 Steps
Adoption of the Plan is not the end of the process. Full implementation of the plan includes several
additional steps. The 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 fox 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
~,;*ti, ,-l,oncrPC ~~ill he replaced.
Yaw w......,......b_,.. .. - -- - i
o The a es chap ed and attached are: 8,9,15,16,43,44,45,49,54,55,56,57,60, 1, ,
Second b Vote
Action Motion by Y
Follow Up
S:AP1,ANNINU MAIN\Projects\FAS"1' Study Area\FAS"1' memo to Corrunissions.doc
~,~
View of Highway io/~6g through the study area
.a
v
a
Z
0
0
'a
Road Network
Highway ~o~~6g is the primary arterial running along the western boundary of the study
area. Today the roadway is a four-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 17~st Avenue. Additional access
points exist at t~roo un-signalized intersections at 173rd 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 ~0(~69 to the signal at ~7~st Avenue.
The roadway has been improved as a four-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 ~o,ooo 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 73rd Avenue, but was relocated to the
current location for the Northstar station development. Currently only a small portion
of 173rd Street remains from Highway ~oJt6g 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 aoog. 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 t~vo 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.
~b 17181. E?rl~..!£'focused,Rren~?udy ~~, :-c:'
Northstar commuter rail train
Existing rail line crossing at study area
! , fisting trail along Twin Lakes Park~a~ay
~Gl~~'~4U~ID
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 71st Avenue FAST. Key decisions on land use will likely be
determined by the location of a future interchange for Highway toJi6g, 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 71st Avenue FAST.
zooz Inter-Regional Corridor Management Plan
In 2002 MN DOT, working 4vith input from the city of Elk River, completed an Inter-
Regional Corridor Management Plan identifying alternative strategies for upgrading
Highavay ~oJ~69 south of Highway toy in Elk River to a limited access freeway. The study
identified t4vo 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 ~oJi69 corridor. The study also identified two interchange locations within
Elk River between Highway poi 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 2002, MN DOT still has not identified any
funding for this project in their 3o year capital improvements program.
Highway 4o&t69 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 poi & ~oJi6g interchange. The two studies identify a preferred
reconstruction plan for the major interchange at ~o~ and toJ~69, 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 2003 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 Nigh~Nay ioJ~69
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 165th Avenue through the extension of Ttivin
Lakes Parkway, and the second was to investigate a roadway connection between
CSAH 72 and Highway ioJ~6g on the far eastern boundary of the community.
~7qg~. gvE?r}UG Focused Aron SUdy 9
~~ ~~~~~~
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 zoo9. 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 ~o~j~o(~6g interchange and the conversion of Highway to(~6g to a limited access
freeway will trigger significant land use and transportation pattern changes in the in
the 17~st Avenue FAST.
Twin Lakes Parkway will be extended to become asub-regional collector for
improved access f or east Elk River.
The Elk River Transportation Plan identifies Twin Lakes Parkway as urbanizing collector
from CSAH ~z to the signal at ~7tst Avenue. The transportation plan also indicates
the continuation of Twin Lakes Parkway to 65th 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/t6g access to study area will be farther south than i7rst
Avenue intersection due to MN DOTspacing requirements.
The current intersection of ~7ist Avenue and Highway ~oj~69 is less than ~ mile from
the major interchange at Highway ~o~ and Highway ioj~69, a typical rule of thumb for
interchange spacing. MN DOT mandates the future interchange must by at least ~
mile south of the Highway ~o~ & ~oj~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
fxve'rli7e Focused Area
»
. 17't$t =>"ud} 15
„_~ ,r
.
~,.
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 X69.
Regionally, an new commercial center anchored by Super-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 tines 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 f or the study area.
The location of the proposed future river crossing is situated too far south along
Highway ~o(i69 to have any major development impact on the site.
The ~7tst 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
area and the community of Elk River. The following are the regional transportation
assumptions for the master plan:
Highway improvements planned by the State will be key determinant in timing
and type o f redevelopment in the ~7~st Focused Area Study.
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.
MN DOT has three key transportation
studies:
» Inter-regional Corridor Management Plan
(zooz): This plan identi fees alternatives for
upgrading Highway ~o/~6g to a limited access
f reeway south o f the Highway got & to/16g
interchange through Elk River, Ramsey and
Anoka. Construction and funding are not
currently in MN DOT's 3o-year program.
Highway t69 Preliminary Design and
Environmental Documentation Study
(underway): This study identi Pies preferred
plan for ~0:/~69 interchange as well as the
preferred reconstruction plans f or the Main
Street and School Street interchanges north.
Construction and f ending are not currently in
MN DOT's3o-year program.
Highway ~o Preliminary Design and
Environmental Documentation Study
(underway): This study will identify a
preferred plan f or Highway ~o upgrades f rom
just west o f toJioi/~69 interchange, through
Downtown Elk River west to Lake Orono.
z`};F
16 t713C. ~'"V~'€1t.1~ Focu;ed.~rea ~7udy
~~~ ~Vil~~~~i1 I ~~~
~ ~~"
~T
The district approach f or the master plan looks
at key aspects o f development character and
prescribes the key urban design principles to
follow for each district. These key principles
include identification of building, parking,
loading and service zones and the relationship
between the enhnnced street network and
access to development parcels. Zones for
stormwater treatment, critical bu f f er areas and
areas for preservation of natural vegetation
and wetlands are also illustrated. Each district
is analyzed around these key urban design
principles, and highlighted in the text are the
individual design criteria for development in
each district. This vignette study approach
organizes and aligns all of the unique districts
in the project, matching the overall f ramework
f or the ~7tst Avenue FAST master plan.
Mixed Use and Commercial Districts
Parkway. The development is organized to promote internal circulation for streets
and drives and easy pedestrian navigation. Connections between sidewalks, trails and
public gathering places are vital to maintaining the success of commercial uses and
attracting residents to the district.
The character of Twin Lakes Parkway is distinctly urban throughout the entire district
combining an attractive, comfortable streetscape, while still functioning as a collector
roadway. The round-a-bout at the re-aligned intersection of ~7ist and Twin Lakes
Parkway facilitates the turning movements of the projected traffic volumes. Along
the street storefronts and business occupy the ground {evel, while amenities such as
broad sidewalks and outdoor plazas with benches and landscaping and properly scaled
lighting create a safe and comfortable environment for pedestrians. Trails along the
wetland edges tie together with sidewalks and outdoor plazas. On-street parking
exists for small segments of Twin Lakes Parkway in front of retail uses. In general,
parking and loading areas should be located internal to the larger development
blocks utilizing shared or district parking to maximize development along the street
frontage and further distance buildings from the rail line noise. In addition, extensive
landscape buffers should be planted and maintained on both sides of the rail line for
noise attenuation. A strategic approach for stormwater allows for building orientation
toward both natural amenities and interns! stormwater treatment systems, bringing
increased value to development.
STATfCSN AE2LA V[LLAC,E
The area immediately
adjacent to the Northstar
station is envisioned as
vibrant mixed-use district.
As intensification of
development occurs over
time, this district will include vertical
mixed-use at the primary intersection to
the transit station. Residential uses are
envisioned north of the station on both
sides of Twin Lakes Parkway and adjacent
to the park and ride lot. Long term,
housing could develop in conjunction
with a parking structure as development
intensifies and ridership increases.
Office is the along Twin Lakes Parkway
south of the transit station, with larger
mid-rise buildings framing the street and
smaller buildings further from Twin Lakes
„<. _ 1' ~
~~ Pa AKrNG zoNE .::
_!~ : ~ : 3 £NHAMCfD STREETS !~~ /
F~ nCE4_ ACCESS ~ '
I . 17REdTMENTZONE '.'..~;
~,~rxra _-~--.
~-~~
~~v `~
~, ~ ~ -
_ ~'~=
~ ', t ---
~; s F iy. ~
s
. ~ ~.
'~'. ~~.~
v.LrrcAracs,' -- s ';~~ ''f ,:~
PaFSERVED G£6ETATlON ~~. ~ ,-„~
,;
Future Station Area Village Vignette Study
~713t. txverlue Focused t,ren ~`ud
_1
~ -4~
~N~ ~t~S~E~ f'~~
- '°, I ~ y ~ ' Elk?R+i~'e~S,G~ati'o'nL,"'^"__
,.,,.~..6 -.~ ..,;, ` ~7,~sC Avenue
TB~ FIt~tGL ~~~
. ~:.. ~ ~ -
____. This district offers the most - - ,,,,,^" +, C` ~:_ ~~, `3
a, r.
potential for retail „ ~ + ~ ,-~.,~~ - ~``'
v ~"' ~ tir', n,
~ ~ `~ - \
development in the near- --- ~ ' 1 , -
_ ,__
t~ ..
term due to the signalized e ~ ~~, `~-~~" - ~ -;
intersection at t7tst Avenue. ~ ~'~ ~' ~
--~_
- ~ ., ~i,.
The challenge for this district T ~ =-~
~r
;.
will be maintaining successful near-term .~, `^ = ,. ~;~}~ ~ ,,~ (^ ~'~ ~; +~i ~
development once the interchange is ~ '~ 1 ~ ~ , ~~ ~-s_ ~~~~~~~ ~ ' ' ~ ~' ~ -
,. ~ z
constructed and access from Highway I ~ - `J J - = -
.y y F r
to~t6g is shifted away from the current _ `' _ -
intersection. _ - t ~ ~^ C ~ ~ ~~E
_~ ~ -
The intersection at Highway to~t69 and ` ~ y ~ ~ ,~ __
~_.
t7tst Avenue will likely remain the primary ,'_ ~ ; , . ~,,"~" ~"~ ~ , ~' , ~ ~~
access for the FAST for some time into the ~, 1 ,~ , ~ ~ r ~r;~ ~ - -- -- -- -
~ -- .-
future. As residential uses develop north .. `~ i °~ `'` ` '' ~ ~ ' ~ ` ~~~- - -"
~`" BUII DING ZONE ~S~ -
~..
.. ~ _ ..Ye; __ ._ ,
and the commuter rail begins operation, it
FARKIhG ?.6NE
is likely developers will become interested , ® ~ _ _ _ _ _ -- ,
in smaller, convenience retail and -~ ~aNaNCEOSFREETS r ~ ,~~
' t;
commercial uses at this location. ~ PARGEI A~cESS ~ ~ _ -
_ ~ SFO$MWA7ER ~~`'~
TREATMENT ZONE ~ ~- n'~DF PIQni
With the inevitable closure of the t7tst ` i
BUFFER 4 _;~a un~
intersection, the key for continued success ~ ~!
WETEANn57 ~ ~ ww4t N a Y. T~ ,..
of commercial or retail uses in this area ~ ~RE5ERYE~ VEGETATION
will center on building orientation and Future Hinge District Vignette Study
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
d welopment.
c}r} '17'S3L. t~/E'rlU° Focused.4rea;iudy _ -
EP:ST ELfC S'i~~T~Pi GR~'Ew~kY
- - This district responds to the
`preferred location of the
:future interchange along
Highway ~oJ~69 and suggests
a large area of highway
- commercial land use (~8
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
infrastructure investments needed for
development with holding land for future
development when the interchange
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.
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 ~oJ~6g office
uses could be viable in the near term and
would set the foundation for the eco-
energy park concept.
,~ ~ ~ ~ `~ ~ _ ~ ~ r±~l
~, ~ r~ ; . ~ ~~, .,
r
,~ ;, ;.
~, ~_L
_.
,~ _ ~ ,
s ~
~., / ~ ~-
~ - ~,
~~ ~ ~~ -
~,~ ~ .~ ~ •~~~~ L_ ~.__ - -- -
~ o '~~~~ ,:~ _ ~ f ~ f- --- - ~~~ ~ --~ , - - -
~""~ ,~'~ , ~ ~ I
YtF 7 Ctt }; L
t i
~: , ..
5 7_y _._--"~
-- ~ r~ `S?
-- ~ ,
f
f f -~.:
r,.> _,
rv ,~=~; -~--=
'O ~~, boundary ~
~. BUILDENG zDNE ,i
P
~ ~ 's .._ ~
PAeKiwG ZONE ~. ~ ~ FDF Plant
. ~~ ,~
1 ENHANCED STREETS ~~'• "~
~~ .. •'~~O ~ ..
PARCEL ACCESS ~ ~ ~ ~'~ ~' ,`~~~~
s~
5?'ORAIWATER ~ ~' a i'
7REATMENFZDNE ~ ,* ~
~~
BUPt=ER ~ ' \
i wEiLANDSj' •~ ~~~ N 6 R T~
...
PC?ESERVED VEGE7A7tON ~.
East Elk River Gateway District -Near Term Vignette Study
establish the district character and pattern.
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
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
inland assembly for a unified development pattern in the future to ensure adequate
development access and internal circulation.
'I?`1SC. cfVt~I1UG Focused r^,ren Study /}j
TNT ASTER PL~~
~~ `~ C~onne~ctto ~.,~.on~Street t
With the reconstruction of the Highway x _ -~ au LuINC zQr~E
f r ,_.,~ ~..;-. '-~s*.4~~- PARKING 20NE.,
~o~ and ~o~~6g interchange and proposed ~-.------~-~ \ ~ ,.a
~ , , ~ - rn~
access road connecting to Carson Street, ~`~ ~ •~ - ~ ENHANCED STREETS
an opportunity exists for corporate ~ ~ ~~~ ~ '~ ~ /~ ARCEf AccESs
~. <~ a ~ .
campus site taking advantage of the ~ i r ; sTikRMwATER
highway visibility and river views. This ~ 1 _ ' ~ '~~ __ + .~ TREATMENT ZONE
~~1 _
h ~ ~ ~ ~ ~ ~,, ~ BUFFER --
additional access in conjunction with the ~ ~ ~,~.~~,~ ~ _ ,~~
opportunity for an additional railroad ~ ~ L__J ~,~ E,~,~~~o veceTA~ION
;.~ ~ - -
,,~0 i
crossing at 173rd Avenue will provide ~_ ~- ~ ~'
greater chances for this district to y, ~ , ~. ~.,~'~ ~~ -
J
redevelopment at a more intense level. '=~ ~ ~ ~ z~ ~ ~~ ~Z s ~ ~ ~ ; '~-. ~ ,
The long-term development intensifies _ '~ ; ~ " - ~- :~, ~, ,, ~ ~ ~,~~
i~ ~}~ ~ :~
around the earlier pattern of ~, ~~k ~~ ~~
)'~ ~; ~, -
infrastructure investments from streets ~ - ,~-, ~ : ~;.`
--~ . ~_,
~`~ ;i .~ „ "~ ~~
& utilities to stormwater. Vance Street _ b ~ ,,.... C ~,
becomes the primary spine heading north ~`~~~ ~ ~ ' k
~~-- ~ " ~ ~
~; ~ i ~~r, ,.. ~`
to the Carson Street connection and the '' ~ ;~ '~. ~ ~.
< < ~ ~ r° ~,
,~ ~ '
existing frontage road is removed, but ~ F ~ ~'
~~I ~:
still contains the utilities and serves as a ~~-~ ~ ~~ ~~`' ~~ ' Via= ~ ~ ~~ tri~~ `
~ ~ t °. y t , ~,mc'ar~~~
fire lane for the development. ~ ', ~ ~ t ~ ~ ~ ~V `~ ~'~
~ ~ ', ty?
~ E F~ .~ ~, t;? , t ~ .1 z ~~ ~.
Buildings are oriented toward the ~ ~ ~ , ~ ~ ,-~~ ~ ~ ,.~
highway to capture the visibility and the .~ ~1 '' ~s ~ - ~ ~ ' ~Qin ' ~ ~`
..~
stormwater treatment area in the center ~ ~ ~ ~ ~, `~ ~ - ~ ~ ~' ~~ ~,~ ( ~; ~`~,
o `~~~
~~~ ~ ~~
of the site is enhanced as an amenity for ~ ~ l,, --- ; '
,'>
the employees. A buffer is maintained ~ ~ : ,. ~=' ~ _~ ~ ~_ ~ ----~ "fit
along the rail line and smaller office ( '"'~_ ~, ~ ~ _. -- _
users fill in near the tracks. Parking is ~ ~ ~ s ;
~`~~~o o F~_ ~ ~_ 4 1!?~0' 44Q`
internalized and interconnected between i ,~ ; , ~ . ~ ~ ;
the buildings and strong, more direct `'~,~ ~ ~ ~,;_j ~ t, ~; '"~ ~~ t~ o R z x
. ~ ~.,
roadway and sidewalk connections back *, ; ~ ~ ~ ~, ~ E ,, ~ -~ ~ ....
to the commercial and retail areas at the The Pinnacle District -Long Term Vignette Study
Hinge and Station Area Village Districts
are constructed.
TNT ~A~~E~ ~.~~~
~~
t ~~_
_,
A
~ ,~ ~ ~~~"~ ~ _ Msrsh '
pFiteiili8l futars ~~~IFf J
C{l111180tifli101I~C i ~^'w M,,,,,,,.,_ SI1M-?
~Ca~r8~~ ( ~ ~ =.
•
~J
Atternativa overpasses
opportaniUes ai iT3rd. and
1?1St. J~itCfillBS t4 SappOrt a&i:a
west e€ Fiery 14/ it~9. tmesilga#$
Iow8N1-g tarry 1U(169 t0 faeblitatta
overpass caastructioet tired
~fucin~ irapscts of urerpaas
Futur® tntQr~kange
t FYI AG:B'~ ,
moat ro cuJ~Je-
6
sac s
x
~~Biit~:
fiRAFFIG SECNAL
J
~. ROUNDA6QU7
~l FULL BARGEE ACCESS
PART4AL rARCEL ACCESS
'~ (RIGHT•INIRlGNT•OUT}
MEDiAFI
.,.,k~ TRA1L5
,s.t>~ SIDEYc~ALKS
' NORTHSTAR STATION
t ~'
___
GATEWAY PROrERTY
1
r"
,~ ...
,,, . Elk Aber Station
-~ ~~ ~ ~ ~
~..^Y--- ----~
(r1rCSt1~,a'~E ~tif~itti7~F Coif
lid erossM~ aad extenskrn
+uf 1?ord. A+~a~us ~o Twln
i.akBS Pw~tY, InvaSN~ate
~rati~.s~etparat~d raN
crosSla», @Ftfter at 11~rlit I.a1te5
parkway ar 173rd. Arenas
FhiNride Stgaaft;ed IllterSBGt1Qi1
for p~des crossira$s at
laina~f use yea
Peteatk~ future Cali spur
'~ iY~ k K , , ,~
~ = .~ ~t14[LSien of T1APin LakslQS f-arkla~+a+~
.. ~..___
i
t~ ~ _ _ ~ ~ - -_ _~• t~r,~ugh, Garglii prs~e~fiy+
',~` , trk~r+ rv~d
y. ~ ~`~~ Adfust Por
~,,~,1 `~ ~ '~
~~` • .'., ~' ~€tensioa of tirt~ lakes
. ~ TF.,. \ RDF Piaat '~~ER ~ ~~ to seutt-crs ~.
•~ s '~h+ert-t~er'~Subre~Cnai
l ~ ~ \_ ~ ._ _~.~..._._~
t - .. r~ - 1 ^ ~...._ ~~ _,. tor"
~ ~in>cuunmr _ 165t4.Atte._ .,..,»~~
• ~
~~
ti* YoathAffiFeUc
to •- CanpJoz
,I69..... _m-..... _
~,i°4~,
~<<~~
~<
r~
TAE ~~~~~E~ ~~A~
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 165th
Avenue and the conversion of Nighway ~o~~6g to a freeway.
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. Ful( 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;175th Avenue, i7~st 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
Round-a-bouts facilitate a continuous traffic flow,
Lakes Parkway should continue throughout the project area. ~vhiie roli-up aprons in the center avow large trucks to
nae~igate the turning radius.
1 ~. "`~ ~
T'
r~ ~ i ~r
1 a z'
s .~ ~~
'f7'ISC. C~2r1L12 Focuse c; Wren'-'udy
55
TAE A~TE~ ~~~
Residentia(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-4vay.
~..
a
~: ~ ~a
~i ~~C~ ~. ~~.'~Ge ~1
:. .;:
~~, ~~ ~~<
.
,~
~~t .~ ,-F -'~
~~ - , ~
.~,~ ~.
'~' Commercial5treets
Commercial streets in mixed-use and
'~~~~-; retail areas have extensive streetscape
L ~~'- `~- elements. Site furnishings such as
~`
- ~,~ benches, bike racks and trash receptacles
should be installed on wide sidewalks.
- - `' ~ : ' if Pedestrian scaled street lighting and
- ~ , c boulevard trees will provide separation
- ~ ~ ~ from the street. Commercial streets have
.~~~ k~ ( ~ ~` ~ a 70' right-of-way.
a~
~.
j ~- t~
6q~ (r .,n
v ~-~--. .~~ yam:
b 971~u. Cf'V~r}3..1~ ? ocused rea ~7udy _.-
~lE ~~~ i ~~ 1 ~~
0Bice & 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.
..r.
~~w
rf
~•
~. j~~y
x ~~~
,1 SA
Y ,
~ F ~ _ ; ~ .:
r
f
~: 4 ,
., r
fi `
lam, _. _. T ? _ -,.
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 ~oJi6g to the Mississippi
River creating linkages to Historic
Do~nmtown and to the Kelley Farm.
17'SSC, gvE'r1'..!@ i ocus~d Area ~TUdf,
57
Trails provide a recreational and commuting function vi cne ~~~
t ~~ ~`~~~L ~~~l~
'~
A parwng deck or ramp may be needed in the future
to accommodate increased demand for the Northstar
commuter rail.
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 !ot 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
V~,~ith 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 commercia! centers to the Northstar station eliminating the
need for the automobile for same commuters.
Rail Line
The master plan suggests providing an additional crossing of the BNSF rail line near
73rd 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.
:~,
Go
'i7R3t. C~VE?rl'~12 Focused Area ~"lady =;r?-M'"`
Bike lockers allow n secure location
store their bikes
A circulator bus would connect other uey acuvrLy
centers in Elk River with the Northstar station
°,n additional rail crossing snouia ne consaereu u~
,<<~d Avenue
~~ ~ ~~~,.}~~~ 1 ~~V
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 f}-ic Analysis
As the master plan for the i7~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
~o/t69. City staff conducted a roadway and traffic analysis on the
ultimate development scenario, and it is anticipated that upgrades
to the intersection at ~7~5t Avenue and Highway ~o(~6g 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 Lal<es Parkway to the south through the
Gateway in order to facilitate traffic flow through the area.
Infrastructure
Initial analysis by City staff 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.
v .~~ _.. ~713C. '.~v€'€ ll,l2 Focused Area > ~ uciy b1
..z•~ _. .
I[~P~EfI~E~T~T~~~
Implementation Initiatives
Implementation of the master plan for the 17~st 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 official 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, sa f e linkages between various trail routes f or bike commuting.
Key phase ~ activities identified in Figure 7.i 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 i7~st
Avenue to the signal at Highway ~0~~69 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 165th Avenue and closing all other access points except for ~7~st Avenue. This new
signal and intersection would allow for more near-term development in the East
Elk River Gateway District. Official mapping of Ttivin 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.
- _..~~:-
]0 1713t, ~VE2~1€..EeQ Focused,4ren~7udy
~PPE~IDIX
Hoisington Koegler Cn•oup lnc. ~~
~~
Meeting Date: March 25, 2009, 2:00 - 3:30 p.m., Elk River City Hall
Client: City of Elk River, Mirulesota
Project: Elk River Focused Area Study (FAST)
Purpose: MNDOT Review of potential interchange location for FAST Study
Present: Craig Robinson, Jim Povich MN/DOT; Bryan Harjes, HKGi; Jeremy Barnhart & 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 FAST. The following are the summan~ of comments from the meeting.
Comments related to the future interchange:
• Location of a fuhre interchange should be located 1 mile south from the centerline of the Highway 1 Ol
and Highways 10/169 interchange. Additionally, the fiu-ther north the interchange would like increase
the complexity of construction for the l O l and 10/169 interchange. In general, the further the interchange
is located from. the 101 & 10/1.69 interchange there is a strong likelihood the project costs would
decrease due to less acquisition costs and design 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 16~`F' Avenue.
• The city should build a case for a future interchange though:
o Further study - geometries /environmental review
o Acquisition of necessary properties or needed right-of-way
o Working toward controlled access pouits at 171st and 166'x' Avenues only, while closing all other
access points through the con•idor
• The cost of an interchange «-ould be split beriveen MNDOT and the city 50°io-50%. However, the
percentage breakdown for the interchange cost could reach 85% MNDOT and I S% City if the city meets
certain perforniance review checklist items. For example, if the interchange is located on an
undetperfonning Inter Regional Con-idor (IRCj there is a 10% cost savings for the City. Also, MNDOT
currently has no funding for even the 50% portion of the interchange.
• MhTDOT provided information on the Greater Minnesota Interchange Solicitation Progn-am which has an
allotment of 40 million dollars for infrastructure improvements for out-state Minnesota. However, only
10 million is the maximum award for a single project. MNDOT provided the checklist for project
submittals with evahiation categories ranging from economic development; safety and congestion relief
The submittal packet has a due date of June 12`'', 2009 with a general start time 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 171st 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 terns, MNDOT showed some reluctance for an additional signal at 165`x' Avenue. however would
consider a proposal for a signal at 166"' Avenue that included access closures to ei~hailce safety measures
through the corridor.
$0 97'i$C.CNE'fll.l@~ocu~edr;rec~~7udy