HomeMy WebLinkAbout2007-08-01 Work Session Packet11,1i
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( ...for living, learning, raising families & doing business 2008 Comprehensive Plan 1
Edina Comprehensive Plan Update
Joint Meeting of Planning Commission and Transportation Commission
Wednesday, August 1, 2007
5:00 — 8:00 pm
AGENDA
The main objectives for the Commissioners at this meeting are:
• to hear and discuss presentations of the draft Transportation and Land Use /
Community Design chapters of the Edina 2008 Comprehensive Plan
Update, and
• to address questions developed by City staff and consultants to give
directions on continuing and completing the drafts, with focus given to the
necessary inter-relationships between these two chapters.
1. Brief Update of Comp Plan Update Work Progress to date
• See attached updated (07-12-07) schedule
2. Transportation Plan
• See attached draft materials
3. Land Use / Community Design
• See attached draft materials
Edina Comp Plan Update 2008
Upcoming Planning Commission Task Force Meetings
Schedule and Agenda Items
DRAFT 07-12-07
Date Agenda Item Meeting Objective
13-Jun Southdale Land Use and Transp. Report Review/comment
Land Use Categories Final review
Land Use Map Final review
Existing Conditions Collect comments
27-Jun Housing Review/comment
Community Design Review/comment
11-Jul Housing Sign off
Parks, Open Space, Nat. Res. Review/comment
1-Aug Transportation Review/comment
Land Use and Community Design Sign off
8-Aug Vision and Goals Sign off
Heritage Review/comment
Water Resources Review/comment
15-Aug Heritage Sign off
Parks, Open Space, Nat. Res. Sign off
Community Facilities Review/comment
29-Aug Water Resources Sign off
Community Facilities Sign off
Transportation Sign off
Dan Cornejo
Edina Comprehensive Plan
Draft Outline for Transportation Section
WSB & Associates, Inc.
August 1, 2007
8.0 TRANSPORTATION
8.1 Introduction
-general transportation overview (including relationship between transportation and land use
issues/planning
-transportation policies
8.2 Existing Conditions
-roadway overview: existing functional/jurisdictional classification systems; traffic volumes;
problem areas (congestion, etc )
-safety analysis (presentation/assessment of crash data)
-existing transit service/facilities
-non-motorized transportation
-freight movement
-aviation
8.3 Transportation Planning Context
-relevant transportation studies/documents
-reference Edina land use scenario from Section 5 of full Comp Plan
8.4 Roadway/Network Planning
-planned/programmed roadway improvement projects
-traffic forecasting/future deficiency assessment
-mid- to long-term improvement needs
-proposed functional classification map
-roadway jurisdiction issues
-access management
-intersection control
-congestion reduction/Travel Demand Management
8.5 Urban/Aesthetic Design Standards for Transportation Facilties [provided by URS)
-aesthetic design standards by roadway classification [or by corridor/area?]
-gateway treatments
-other?
8.6 Transit Plan
-general transit (discuss potential future service/facility needs, areas for future study)
-Greater Southdale Area
Edina Transportation Plan Draft Outline 1
8.7 Non-Motorized Transportation
-pedestrian issues: sidewalk network coverage/continuity; safety; other
-bicycle system plan (reference Bike Task Force work, summarize)
8.8 Other Transportation Issues
-Freight
-Aviation
-other as needed
Edina Transportation Plan Draft Outline 2
8.0 TRAI\ SPORTATION
8.1 Introduction
Transportation Planning Overview
Effective transportation planning is critically important for a community such as Edina.
Residents must be provided with transportation facilities and services which meet
mobility needs in an efficient and safe manner. Transportation facilities, at the same
time, need to be planned and constructed so as to limit social, environmental, and
aesthetic to the greatest degree feasible. Residents who cannot or choose not to drive
need to have transportation options to meet their daily needs.
There is fundamental link between transportation planning and land use planning.
Successful land use planning cannot take place without taking transportation
considerations into account. Conversely, transportation planning is driven by the need to
support future land uses which the community supports and/or anticipates. Chapter 5 of
this Comprehensive Plan identified existing and planned future land uses. The remainder
of this section has been prepared with the goal of supporting the land use vision identified
in Chapter 5.
City of Edina Transportation Policies
8.2 Existing Conditions
8.3.1 Roadway Network
The City of Edina within the regional roadway network is depicted on Figure 8.1. It can
be seen that Edina is a first-tier suburb within the 1-494 beltway. Important regional
roadways which pass through or adjacent to the City are: 1-494, Trunk Highway (TH)
169, TH 100, and TH 62 (Crosstown). Cities which are adjacent to Edina are:
Minneapolis, St. Louis Park, Minnetonka, Eden Prairie, Bloomington, and Richfield.
Figure 8.2 provides an aerial photograph of Edina roadways and the land uses they
support.
The functional classification system is the creation of a roadway and street network
which collects and distributes traffic from neighborhood streets to collector roadways to
arterials and ultimately, the Metropolitan Highway System. Roads are placed into
categories based on the degree to which they provide access to adjacent land versus
provide higher-speed mobility for "through" traffic. Functional classification is a
cornerstone of transportation planning. Within this approach, roads are located and
designed and to perfoun their designated function.
The functional classification system used in the City of Edina, as described below and
shown in Figure 8.3, conforms to the Metropolitan Council standards. The Metropolitan
Council has published these criteria in the Transportation Development Guide/Policy
Plan. This guide separates roadways into five (5) street classifications, including
principal arterials, minor arterials, major collectors, minor collectors and local streets.
These classifications address the function of state, county and city streets from a
standpoint of the safe and efficient movement of traffic through the City while providing
satisfactory access to residents and businesses located within the City.
Principal Arterial Roadways have the highest traffic volume and capacity. They are
considered part of the Metropolitan Highway System. They are intended to connect the
Metropolitan Centers with one another and connect major business concentrations,
important transportation terminals, and large institutional facilities. They are typically
spaced 2-6 miles apart in developing areas and 6-12 miles apart in
commercial/agricultural and general rural areas. Interchanges on principal arterials are
unusually spaced at least one mile apart in urban areas. The principal arterials through or
adjacent to Edina are:
• 1-494
• TH 100
• TH 169
• TH 62 (Crosstown)
Minor Arterial roadways connect important locations within the Project Area with
access points to the Metropolitan Highway System and with other locations in the region.
Minor arterial roadways and highways serve less concentrated traffic generating areas,
such as neighborhood shopping centers and schools. Minor arterial roadways serve as
boundaries to neighborhoods and distribute traffic from collector streets. Although the
predominant function of minor arterial streets is the movement of through traffic, they
also serve considerable local traffic that originates or is destined to points along specific
corridors.
The Metropolitan Council has identified "A" minor arterials as streets that are of regional
importance because they relieve, expand, or complement the principal arterial system.
The "A" minor arterials in the Edina area are summarized in Table 8.1, below.
Table 8.1 — "A" Minor Arterial Roadways
Roadway From To Type
CSAH 17 (France
Ave.)
Southern City Limit Northern City Limit Reliever Arterial
Valley View Rd. TH 62 66th St. Reliever Arterial
66th St. Valley View Rd. Eastern City Limit Reliever Arterial
Washington Ave. Valley View Rd. 78th St. Reliever Arterial
Valley View
Rd./78th St./Edina
hid. Blvd./77th
Western City Limit Eastern City Limit Reliever Arterial
St./76th St.
CSAH 21 50th St. TH 100 CSAH 17 (France
Ave.)
Augmenter Arterial
All other minor arterials are considered "B" minor arterials. "B" minor arterials have the
same general function as "A" minor arterials but are not eligible for federal funds. They
have similar characteristics to Collector Streets (see below). The "B" minor arterial
roadways in Edina are identified in Table 8.2, below.
Roadway From To
CSAH 158 (Vernon Road) TH 62 (Crosstown) TH 100
Blake Rd./Interlachen Rd. North City Limits Vernon Ave.
Gleason Rd TH 62 (Crosstown) Valley View Rd.
Valley View Rd./Tracy
Ave.
Gleason Rd. Olinger Blvd.
Valley View Rd./Braemar
Blvd./Dewy Hill Rd.
TH 169 Cahill Rd.
Cahill Rd. 78th St. 70th St.
W. 70th St. Cahill Blvd. CSAH 17 (France Ave.)
Norrnandale Rd.Nalley
View Rd.
Benton Ave. TH 62 (Crosstown)
Valley View Rd./69th St. W. 66th St. Eastern City Limit
CSAH 31 (York/Xerxes
Ave.)
TH 62 (Crosstown) Southern City Limit
W. 77th Ave./Minnesota Dr. Parklawn Ave. Edinborough Way
Edinborough Way W. 76th St. CSAH 31 (Xerxes Ave.)
Wooddale Ave. W. 50th St. Valley View Rd.
Collector Streets (Major and Minor) provide direct service to residential areas,
commercial and industrial areas, local parks, churches, etc. In order to preserve the
amenities of neighborhoods while still providing direct access to business areas, these
streets are usually spaced at one-half mile intervals. This spacing allows for the
collection of local traffic and conveyance of that traffic to higher use streets. Collector
streets may also serve as local through routes. Collector roadways in the Edina are
summarized in Table 8.2, below.
Table 8.2 Collector Streets
Street From To
Lincoln Drive TH 169 Maloney Ave.
Maloney Avenue Lincoln Drive Blake Road
Brookside Ave. Interlachen Blvd. North City Limit
44th St. Brookside Ave. East City Limit
Normandale Rd. Benton Ave. Eden Ave.
Eden Avenue Vernon Ave. 50th St.
49 112th St./51st St. France Ave France Ave.
54th St. Wooddale France Ave.
Southview Lane/Concord
Ave/58th St.
TH 100 France Ave.
60th St. France Ave. Xerxes Ave.
Wilson Rd./Norm andale
Rd.
Eden Ave. Benton Ave.
Benton Ave. Tracy Ave. TH 100
Tracy Ave. Vernon Ave. Olinger Blvd.
Olinger Blvd. Vernon Ave. Tracy Ave.
McCauley Trail Gleason Rd. Valley View Rd.
Gleason Rd. Valley View Rd. W. 78t1 St.
Valley View Road Braemar Blvd Gleason Ave.
Valley Lane Valley View Rd 66th St.
66t1 St. Valley Lane Valley View Rd.
Antrim Rd. Valley View Rd. 70th St.
70th St. Antrim Rd. Cahill Rd.
Hazelton Rd. CSAH 17 (France Ave.) CSAH 31 (York Ave.)
Parklawn Ave. CSAH 17 (France Ave.) CSAH 31 (York Ave.)
Local Streets provide the most access and the least mobility within the overall functional
classification system. They allow access to individual homes, shops, and similar traffic
destinations. Through traffic should be discouraged by using appropriate geometric
designs and traffic control devices. Local streets in the Project Area are depicted on
Figure XX.
8.2.3 Safety Analysis
8.2.4 Existing Transit Service and Facilities
Paratransit
Scheduled Transit
The only transit facility in Edina is the Southdale Transit Center. This is part of the
Southdale Shopping Mall. It includes a covered shelter area with route/schedule
information. The Southdale Transit Center is one of the busier transit centers in the Twin
Cities, with eight transit lines which stop and link at this location. There are also 100
parking spaces at a park-and-ride lot at this location.
Scheduled transit service for Edina residents is currently provided Metro Transit (a
division of the Metropolitan Council) and by Southwest Metro Transit. The existing
scheduled service to Edina residents is depicted on Figure Xx and summarized on Table
Xx, below.
Route Number Service Route/Area Service Description
6 Edina (includes Southdale Transit
Center), Uptown, downtown
Minneapolis, University of
Minnesota
High frequency local
service, all day/evening, all
week; 5-15 minute
headways
46 Edina (includes 50th/France), south
Minneapolis, St Paul
Local service all
day/evening, all week: 30-
60 minute headways
114 Edina (includes Southdale Transit
Center), south Minneapolis, Uptown
University of Minnesota
Commuter/student service
during a.m. and p.m. rush
hours, weekdays
146 Edina (Vernon Ave.), southwest
Minneapolis, downtown Minneapolis
Commuter express (I-35W)
service during a.m. and p.m.
rush hours, weekdays
152 Edina (includes Southdale Transit
Center), Lake Street, University of
Minnesota
Commuter/student express
(1-3 5W)service during a.m.
and p.m. rush hours,
weekdays
515 Edina (Includes Southdale Transit
Center), Richfield, South
Minneapolis, Bloomington (includes
Mall of America), Veterans Metical
Center (alternate route)
Local service, all
day/evening, all week; 10-
30 minute headways
538 Edina (includes Southdale Transit
Center), Bloomington (includes
Mall of America)
Local service, all
day/evening, all week; 30-
60 minute headways
539 Edina (includes Southdale Transit
Center), Bloomington (includes
Normandale Community College,
Mall of America)
Local service, all
day/evening, all week; 30-
60 minute headways
540 Edina, Richfield (includes Best Buy
Headquarters), Bloomington
(includes Mall of America)
Local service, all
day/evening, all week; 15-
30 minute headways during
a.m./p.m. rush hours,
otherwise 30-60 minute
headways
568 Downtown Minneapolis, south
Minneapolis, Edina, Minnetonka
Weekdays only, one a.m.
run from Minneapolis to
(Opportunity Partners) Opportunity Partners; one
p.m. run from Opportunity
Partners to Minneapolis
578 Edina (includes Southdale Transit
Center), downtown Minneapolis
Commuter express service
(TH 62 and 1-35W) during
a.m. and p.m. rush hours
587 Edina, downtown Minneapolis Commuter express service
(TH 100 and 1-394) during
a.m. and p.m. rush hours,
weekdays
631 (Southwest
Metro Transit)
Chanhassen, Eden Prairie, Edina
(Southdale transit Center)
Weekday service, morning
through evening;
approximately 10 runs per
day each direction
Note: all routes are Metro Transit with the exception of 631, which is Southwest Metro Transit.
8.2.5 Non-Motorized Transportation
Bicycle Facilities
The existing Bicycle facilities are depicted on Figure Xx.
Pedestrian Facilities
The existing network of sidewalks serving the City of Edina is depicted on Figure Xx. It
can be seen that
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Legend
Transportation Analysis Zones r Transportation Analysis Zones (TAZ)
City of Edina, MN Edi na Boundary
0 1,500 3,000 w
Feet WSB
& Associates, Ma.
Adjusted Edina Household Projections by TAZ, 2030
TAZ ID # 1,504 HH
Projection
2000-2030 Percent
of Projected HH
Increase Per TAZ
2,504 HH
Projection
2000-2030
Percent of
Projected HH
Increase Per TAZ
327* 937 1% 945 2%
512* 616 2% 636 2%
513 2,039 2% 2,059 2%
514 310 20% 509 20%
515 1,044 2% 1,064 2%
516 1,015 1% 1,023 2%
517* 484 2% 504 2%
518 1,963 23% 2,192 23%
519 723 1% 731 2%
520 1,240 5% 1,290 5%
521 1,299 5% 1,349 5%
522 965 1% 975 1%
523 1,998 1% 2,008 1%
524 1,976 1% 1,984 1%
525 698 5% 748 5%
526 534 2% 542 3%
527 1,297 1% 1,297 1%
528 1,180 1% 1,190 1%
529 638 2% 646 3%
530 170 6% 178 10%
531 598 2% 606 3%
532 1,168 1% 1,176 2%
533 358 20% 557 20%
534 30 2% 50 2%
535* 12 83% 20 90%
536 1,482 1% 1,490 1%
537 54 19% 62 29%
542* 0 NA 0 NA
544* 0 NA 0 NA
594* 1,563 1% 1,571 1%
Source: Metropolitan Council, City of Edina, URS
Note: 13 TAZs (in bold) were allocated 90% of total Metro Council projected household
growth (2000-2030) for the city on the assumption that residential growth would
predominantly occur in these TAZs. The other TAZs were allocated the remaining 10% of
the city's projected household increase. The Metro Council projected that the number of
households in Edina would increase by 1,504. We recommend using a range of between
1,504 and about 2,500 to account for differences in household size. This table used 2,504
households as the projected increase because it evenly distributed households in the
TAZs allocated 10% of the household increase.
* Denotes TAZ that is not entirely within city boundaries.
1
Adjusted Edina Population Projections by TAZ, 2030
TAZ ID # Total Population for
1,504 HH Projection
Total Population for 2,504
HH Projection
327* 2,136 2,155
5/2* 887 916
513 2,936 2,965
5/4 446 733
5/5 1,503 1,532
516 2,314 2,332
517* 1,104 1,149
518 2,827 3,156
519 1,648 1,667
520 2,828 2,941
521 2,962 3,076
522 2,200 2,223
523 4,556 4,578
524 4,505 4,524
525 1,592 1,705
526 1,218 1,236
527 2,957 2,957
528 2,690 2,713
529 1,455 1,473
530 388 406
531 1,363 1,382
532 2,663 2,681
533 515 802
534 43 72
535* 27 46
536 3,379 3,397
537 123 141
542* 0 0
544* 0 0
594* 3,564 3,582
Source: Metropolitar 54,831 56,540
Note: In general, estimated 2030 population by TAZ was calculated by
multiplying the 2030 household projection by the Metro Council estimated
2020 average household size (2.28). The TAZs in bold and italics are
expected to be predominantly multi-family; therefore the 2030 household
projections were multiplied by the average 2000 Census multi-family
household size (1.44) to achieve their projected populations.
* Denotes TAZ that is not entirely within city boundaries.
Adjusted Edina Employment Projections by TAZ, 2030
TAZ ID # Retail Non-Retail
Total Adjusted
2030
Employment
2000-2030
Percent
Change Per
TAZ
327* 109 553 662 77.0%
512* 650 3,184 3,834 10.4%
513 2,525 2,525 5,050 7.6%
514 2,420 3,630 6,050 4.1%
515 840 3,960 4,800 81.1%
516 24 55 79 0.0%
517* 1,331 11,201 12,532 44.0%
518 200 4,300 4,500 28.4%
519 400 2,900 3,300 22.6%
520 50 750 800 13.8%
521 320 960 1,280 3.3%
522 350 830 1,180 5.1%
523 255 1,395 1,650 1.0%
524 41 639 680 0.0%
525 360 780 1,140 7.4%
526 8 173 181 0.0%
527 0 1,340 1,340 3.6%
528 50 1,650 1,700 11.5%
529 10 60 70 11.1%
530 0 363 363 0.0%
531 0 91 91 0.0%
532 0 135 135 0.0%
533 1,988 11,263 13,250 6.4%
534 50 5,066 5,116 15.4%
535* 101 4,184 4,285 9.3%
536 16 239 255 0.0%
537 100 1,708 1,808 62.6%
542* 82 8,003 8,085 -18.7%
544* 77 4,983 5,060 -1.7%
594* 226 10,974 11,200 -1.2%
Source: Metropolitan Council, City of Edina, URS
Note: This employment projection is based on the assumption that 7
predominantly residential TAZs (in bold) would not sustain any
increase in employment and that one TAZ (#518) would gain 1,000
fewer jobs than the Met Council projected, given residential
development initiatives in that TAZ. Several TAZs (in italics) have an
adjusted retail/non-retail job mix to account for possible changes in
land use due to the Land Use Plan. This employment projection
would result in a total of 7,042 jobs for TAZs entirely within city
boundaries.
* Denotes TAZ not entirely within city boundaries.
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Edina 2008 Comprehensive Plan Update: Draft Land Use Plan Categories
Brief Summary of Draft Land Use Categories: Little change is proposed for neighborhood or low density residential
areas. In general, this draft land use plan emphasizes the integration of compatible uses to provide development
flexibility to meet the changing needs of Edina residents. Revisions since the previous version are underlined.
Relationship to Zoning: Land use categories are not zoning districts, but they should have some relationship to
existing or future zoning districts. (However, only the lower-density residential and the "Neighborhood Center"
categories in the table correspond to the City's current zoning districts.) Note that each land use category may
ultimately be implemented through more than one zoning district, allowing for minor differences in height, coverage,
etc.
Residential Categories Description, Land Uses** Density / Intensity
Low Density Residential Largely post-war single-family
development with a typically
'suburban' character, typified
by curvilinear streets, houses
with longer dimension
parallel to street, and
attached garages.
Secondary uses: institutional
(schools, churches, etc.)
Height: 2.5 stories
3-4 units/acre
Similar to existing R-1 zoning
Massing standards (under
development) and impervious
coverage limitations would
apply
Include limited single-family
attached development at
similar densities?
Neighborhood Residential Largely pre-war single-family
development characterized
by gridded street pattern,
houses oriented with shorter
dimension to the street and
detached garages, sometimes
with alleys.
Height: 2.5 stories
3-5 units/acre
Differs from LDR primarily in
lot area, setbacks
Similar to existing R-1 zoning
Massing standards (under
development) and impervious
coverage limitations would
apply
Include limited single-family
attached development at
similar densities?
Medium-Density Residential Applicable to current "two-
family" zoning districts that
could be opened up to more
contemporary housing types,
with careful transitions to
surrounding low-density
areas.
Height: 3 stories/40 feet
4-10 units/acre
Major questions relate to
mapping of this category,
given the 1-lot depth of
existing two-family zoning
pattern. Needs careful
handling of transitions to low-
density residential -
buffering, etc.
*To reach maximum FAR, structured or underground parking would be required
** Open space and parkland would be considered an allowed use in any land use category — may be a requirement in large
projects
7/27/2007
Primary uses: Attached
housing (townhouses, etc.)
stacked flats
Secondary: Limited office
use, institutional uses
(schools, churches, etc.)
High-Density Residential Applicable to existing "high-
rise" and other concentrated
multi-family residential.
Primary uses: Multifamily
housing
Secondary: Limited office,
service uses
Height: 2 - 10 stories? (need
to look at existing building
heights, assess potential for
redevelopment)
Several planning categories to
recognize gradations of
density/height? Zoning
districts?
Provide incentives for
updating older multifamily
buildings? (Many are well-
designed and maintained).
Improve pedestrian and
transit environment where
needed.
Mixed Use Categories Description, Land Uses** Density / Intensity Development Guidelines
Neighborhood Center
Examples:
0 Morningside commercial
core
0 • Valleyview/Wooddale,
70th Et Cahill
Small- to moderate scale
commercial, serving primarily
the adjacent neighborhood(s)
Primary uses: Neighborhood-
serving retail; offices, studios
or housing above retail.
Secondary uses: Residential -
attached or low-rise
multifamily
Height: will differ by area: Building footprints generally
less than 20,000 sq. ft. (less
for individual storefronts);
larger stores with liner
buildings; parking is less
prominent than pedestrian
features. Generally a 'node'
rather than a 'corridor'
Morningside: 1.5 to 3 stories
Other centers: 1.5 to 4
stories?
FAR: 1.0*
Office-Residential
No current examples in City,
Transitional areas between
higher-intensity districts and
residential districts. Long-
Height: 1.5 to 3 stories
FAR: 1.0*
Upgrade existing streetscape
and building appearance,
improve pedestrian and
transit environment.
Potential examples:
0 Parts of north France
Ave.
* Edges of industrial area?
e Highway 169 northwest
corridor
0 Pentagon Park area and
range transition from existing
highway-oriented
commercial.
Primary uses: Offices,
attached or low-rise
multifamily
Secondary uses: Limited retail
and service uses, limited
production
other 1-494 corridor
locations
*To reach maximum FAR, structured or underground parking would be required
** Open space and parkland would be considered an allowed use in any land use category — may be a requirement in large
projects
7/27/2007
Mixed-Use Center
Examples:
e 50th and France
0 Grandview
Established or emerging
mixed use districts serving
areas larger than one
neighborhood (and beyond
city boundaries),
Primary uses: Retail, office,
service, multifamily
residential, institutional uses.
Height: 1 to 4 stories
FAR: 1.5*
Similar to existing PCD-2
zoning district
Maintain existing pedestrian
and streetscape amenities;
structured parking. Buildings
"step down" in height from
primary intersections.
General Mixed Use
Example: Existing Cahill
industrial area (with
The broadest range of mixed
uses, including employment
(limited industrial, office),
commercial, and residential
uses, with performance
standards to ensure
compatibility. Includes areas
in transition from exclusively
industrial uses; "big box"
Height: 1-5 stories 58 Pedestrian circulation and
open space amenities should
be provided for larger sites.
Consider open space
amenities, transit facilities,
connectivity of larger
redevelopment sites.
Buildings "step down" at
stories; 3-4 stories adjacent
to residential
exception of Neighborhood FAR: 1.5*
Center node)
boundaries with lower-density
uses discouraged. districts.
Community Activity Center
Example: Greater Southdale
area (not including existing
multi-family complexes)
The most intense district in
terms of uses, height and
coverage.
Primary uses: Retail, office,
lodging, entertainment and
residential uses, combined or
in separate buildings,
Secondary uses: Institutional,
recreational uses
Height: 2 - 8 - 12? stories Form-based design standards
for building placement,
massing and street-level
treatment.
Buildings should be placed
FAR: 2.0*
(8 stories at a 2.0 FAR would
occupy IA of the tot)
Current zoning - height limit
is determined by setbacks
and location - 4 or 18 stories
Are taller buildings
acceptable in certain areas?
(Compare to existing
buildings)
close to streets to create
pedestrian scale. Buildings
"step down" at boundaries
with lower-density districts
and upper stories "step back"
from street.
More stringent design
standards for buildings > 5
stories.
Emphasize pedestrian
circulation; re-introduce
finer-grained street grid.
* To reach maximum FAR, structured or underground parking would be required
** Open space and parkland would be considered an allowed use in any land use category — may be a requirement in large
projects
7/27/2007
Commercial Corridor Suggest deleting this category
Examples: 1-494 corridor (is not shown on attached
draft map) and rather using
the Office Residential
category.
*To reach maximum FAR, structured or underground parking would be required
** Open space and parkland would be considered an allowed use in any land use category — may be a requirement in large
projects
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Legend
11= CAC - Community Activity Center
GMU - General Mixed Use
HDR - High Density Residential
LDR - Low Density Residential
OR - Office Residential
Open Space
Institutional
MDR - Medium Density Residential
MXC - Mixed-Use Center
I= NC - Neighborhood Center
NR - Neighborhood Residential
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City of Edina
2008 Comprehensive Plan Update
Conceptual Land Use Plan
May 2007
Data Source: Met Council Generalized Land Use, 2005
0 0
0.5 Miles
Community Design
In order for Edina to remain economically competitive, attractive to residents, businesses,
and visitors, and sustainable, our community must be more than functionally responsive.
Edina must also be beautiful, vibrant, safe, inclusive, and promote active living. The
principles and guidelines in this chapter will help our City achieve this vision by focusing on
the design of the built environment and the natural environment. The community design
principles apply to both City actions and private sector development. The City is
responsible for designing, maintaining and improving its streets, parks, public buildings and
other public spaces. The private sector is encouraged to design buildings, structures and
landscape features that complement and support the public realm and fit within the context
of the surrounding neighborhoods or districts.
This chapter is organized into two broad sections: principles with citywide applicability and
principles that apply more specifically to certain neighborhoods, districts and corridors.
Citywide Principles and Guidelines
Movement Patterns and Public Spaces
The design of the public realm, comprising the City's streets, parks, trails, paths and public
spaces, should express community identity, encourage an interactive community social life,
and foster a sense of welcome to visitors.
Principles
1. Design public open and green linkages that bring both amenity and positive image to
neighborhoods, corridors, and business precincts.
2. Design public streets to serve not only vehicles but also pedestrians, people with
mobility aids, and bicycles, balancing the spatial needs of existing and future users
within the right-of-way. Address both mobility and recreational needs and
opportunities.
3. Create walkable streets that foster an active public life; streets that are energized by
their proximity to a vibrant mix of activity-generating uses.
4. Preserve and make accessible natural areas and features as part of a comprehensive
open space network.
5. Create and promote environments that make it safe and convenient for people to
integrate physical activity into their daily routines.
6. Recognize and integrate Edina's historic landscape features, such as its stone walls
and gateways, into the design and redesign of streets, paths and pedestrian ways.
7. Promote a clear hierarchy of street types of distinctive and differentiated character
that are defined by landscape and pedestrian amenities as well as adjacent buildings.
8. Within larger redevelopment sites, promote a fine-grained and interconnected
network of local streets and paths, encouraging pedestrian circulation and providing
a choice of access points.
9. Within corridors served by existing or planned transit, orient buildings toward
sidewalks and paths that lead to mixed use destinations and transit stops.
1
Corndors
10. Design building entrances that open up and link directly to sidewalks and pedestrian
and bike paths.
11. Open space within new development should be attractive, interesting, comfortable,
and functional for pedestrians.
Guidelines
1. A Planned Hierarchy of Thoroughfares. Identify and designate through design
treatments specific city streets as primary thoroughfares, designed to connect activity centers
while integrating green space and pedestrian / bicycle elements wherever feasible. The
proposed hierarchy of street types shown in Figure illustrates one potential approach to a
citywide system of this type. Three major thoroughfare types are identified:
• Primary Thoroughfare: This classification denotes
a centrally-located street that serves multiple
functions. In Figure only France Avenue south of
Highway 62 is shown in this category. France Avenue
is the central 'spine of the Greater Southdale district,
identified in the Land Use Plan as the City's primary
regional activity center. The evolution of France
Avenue from its current automobile-dominated
character to a more attractive and balanced design is
discussed later in this chapter under "Area-Specific
Guidelines."
• Residential Thoroughfares: Many of the City's major
thoroughfares run through largely residential
neighborhoods, including Vernon Avenue, Interlachen
Boulevard and north France Avenue. Access points along
some streets are limited, while others have many
intersecting driveways. Mature trees, stone walls and
gateways and other landscape elements give many of
these streets an attractive character. Any improvements
to these roads should be designed to maintain landscape
character and improve bike and pedestrian facilities while
continuing to limit the number of access points.
• Business District Thoroughfares: This category
includes streets that serve commercial and office centers
and corridors. The design and character of these streets
vary widely. Potential improvements should emphasize
pedestrian amenities and landscape improvements, while
consolidating access points to businesses.
Figure also shows locations where the City has invested in
significant streetscape improvements, including 50th and France,
Eden Avenue and 66th Street.
2. A Planned Bicycle Circulation System. Plan and
implement a city-wide system of on-street and off-street bike
lanes and trails that link residents to key activity centers and
2
regional trails. Specific recommendations for this system will be developed as part of the
Bike Edina planning effort.
3. Open Space Transitions. Provide and protect green space
as a transition between incompatible land uses, along major
transportation corridors, and as buffers protecting waterways,
trails and recreation facilities. Encourage the design of green
space on private property to complement design of the public
realm.
4. Open Space Networks. Use public and semi-public open
space as a citywide network fostering activity and civic life.
This system should include parks, trail corridors, informal
greenways, the Minnehaha and Nine Mile Creek valleys, and
local streets that complement major thoroughfares and may be
better suited to pedestrian and bicycle circulation.
5. Gateways. Identify and develop gateways to identify
neighborhoods, thoroughfares and business districts. Gateway
elements should include a lighting, signage, street furniture and
public art, in combination with other streetscape
improvements. Many of these elements are already present in
districts such as 50th and France, Eden Avenue/Grandview
Square, and 70th and Cahill.
3
Built Form
As a largely developed city, Edina's future growth will be built on infill and redevelopment
sites and will need to fit in, respecting and improving the character of surrounding areas. On
large sites, in redevelopment areas, and in other areas whose physical contexts are no longer
appropriate, new planning contexts will need to be created to ensure that each new
development in these areas adds up to more than the sum of its parts.
Principles
1. Design buildings to provide human scale, interest and variety. Encourage a fine grain
of building massing, heights, materials and details that will support a pedestrian-
scaled streetscape
2. Recognize that diverse architectural styles can be employed to achieve city-building
goals.
3. Locate and orient buildings to fit with their existing and/or planned context by
framing and complementing adjacent streets, parks and open spaces.
4. Locate and orient vehicle parking, vehicular access, service areas and utilities to
minimize their visual impact on the property and on adjacent/surrounding
properties, without compromising the safety and attractiveness of adjacent streets,
parks, and open spaces.
Guidelines
1. Buildings Frame the Street. Building heights should effectively define the street and
visually narrow it. In general, the wider the street, the taller the buildings should be to define
the street, although the need for transitions (see below) may reduce
height.
2. Height Transitions.. Taller buildings should step down to provide a
height transition to surrounding residential buildings, including buildings
across a street or pathway.
3. Façade Articulation. Primary facades should be designed with a
well-defined base, middle and top, providing visual interest at ground
level. Building entries and access points should be clearly visible
from the primary street. Long building facades should be divided
into smaller increments using contrasting materials, textures,
detailing, setbacks or similar techniques.
3. Transparency and Natural Surveillance. Building forms and
facades should provide an awareness of the activity within the
buildings through frequent doors and windows oriented toward
public streets and open space.
4. Variety of Building Forms. Encourage an integrated mix of
building types, heights and footprints within blocks, rather than
single buildings or building groups.
'67J, " .1(
4
Local Scale: Character Districts
The starting point for this section is an understanding of the City's historical development
patterns and existing character. Historical development is discussed in Chapter . The
manner in which the City evolved from rural village to streetcar suburb to postwar planned
community allows us to define a series of character districts: neighborhoods, commercial
nodes and districts or corridors that share a distinctive identity based on their built form,
street design, landscape elements and other features, sometimes including prevalent
architectural styles. Character districts are broadly delineated in Figure and described
below. It should be recognized that the 'boundaries between these districts are often quite
indistinct and that many districts share common features or elements. Principles and
guidelines for character districts are described in the next section of this chapter. This
section also includes specific guidance for a few geographically defined areas where
redevelopment is most likely to occur, such as the Greater Southdale district.
Residential Character Districts
Traditional Neighborhood
The oldest areas of suburban development,
built in the early 20th century in what was
then a largely agricultural village, served by
streetcar lines to Hopkins and Lake Harriet -
Minneapolis. Areas are centered in and
around the formerly independent village of
Morningside, the 50th and France commercial
district, and the West Minneapolis Heights
and Mendelssohn subdivisions bordering the
streetcar line in northwest Edina.
Characteristics: straight streets, smaller
blocks and relatively smaller lots than in later
development. Most streets have sidewalks.
Bungalow styles are common in the
Morningside area. West Minneapolis
Heights contains a variety of vernacular
Midwest styles, combined with significant
numbers of postwar homes. Garages, where
present, are usually detached and served by
side yard drives or (rarely) alleys.
5
Garden Suburb
Planned communities designed to provide
high standards of services, amenities and
maintenance for upper-class residents. The
County Club District is a nationally
recognized example of this type, developed
by realtor Samuel Thorpe beginning in 1924
on 300 acres in the old Edina Mills
community. The district was designed by
landscape architects Morell and Nichols with
contoured streets, shade trees, parks and
landscaped open space, adjacent to the Edina
Country Club golf course. Building
restrictions covered all aspects of
architectural style, siting and property
maintenance, as well as racial and ethnic
restrictions. While the Country Club District
is a historic district with defined boundaries,
two nearby areas share similar characteristics:
the Sunny'slope area west of Minnehaha
Creek and the Interlachen area, (Rolling
Green and Hilldale) built adjacent to that
country club. Both areas have larger lots
than the Country Club District but similar
street layouts.
Common characteristics: mature trees,
regular building setbacks and massing,
similar historical revival architectural styles
(i.e., American Colonial, English Tudor,
French Colonial). Curvilinear street pattern
punctuated by landscaped triangles and
islands at intersections. The Country Club
District has sidewalks and generous
boulevards; the other areas do not. The
Interlachen area is characterized by larger
lots, larger homes and proportionally more
green space.
6
Postwar Housing makes up the largest
component of the City's housing stock, with
about 85% of all units built after 1950.
Street patterns in postwar neighborhoods
vary widely, from a loosely rectilinear or
contoured grid (one that often predated the
housing) to an almost circular grouping
focused on an internal park (i.e., Brookview
Heights).
Postwar Traditional housing is typified by
the Cape Cod and Rambler styles, split-level.
Garages, where present, may be detached or
attached but recessed behind the primary
façade. These districts are located primarily
in the northern half of the city. Street
patterns are generally a loosely organized
grid, but become more curvilinear in areas
west of Hanson Road. Sidewalks are
uncommon.
"By the 1950s, the influence of Frank Lloyd
Wright's prairie style horizontal roofs and
functional "Usonian" houses had filtered
down to the developers' vernacular. ... Many
Edina houses of this era are well-crafted with
stone exterior elements, hardwood floors
and plaster walls." Edina Massing Study
Postwar Contemporary housing includes a
more diverse and eclectic mix of
architectural styles, collectively termed
"Pastoral Modern" in the Edina Massing
Study. Homes are oriented with the long axis
parallel to the street (like the earlier rambler
style), and lots tend to be wider than in older
neighborhoods. Garages tend to be attached
and front-loaded. Mature vegetation gives
these neighborhoods a settled character.
7
Duplexes were located along more heavily-
traveled streets (France Avenue, 70th Street)
as a transitional element, apparently in order
to buffer the single-family housing from
traffic while perhaps providing more
affordable housing options.
Postwar Garden Revival is a term used to
describe one specific district: the Indian Hills
neighborhood and vicinity north of the
Braemar Park golf course in the city's hilly
southwest quadrant. This area is similar to
the earlier Interlachen area in that streets
wind around the steep contours, lots are
large, and a high proportion of trees have
been retained.
Multifamily Concentrations. Multifamily
housing, including townhouse complexes
and condominium or rental buildings, tends
to be clustered in specific districts or
enclaves close to major thoroughfares and
often in proximity to parks and shopping
districts. Building size, scale, style and
• materials vary greatly among these
developments. One common element is an
emphasis on landscaping, often as a buffer
from adjoining roads or surrounding
development.
8
Residential Community Design Issues and Guidelines
Issue 1: Teardown and Infill Construction. The primary issue that has recently drawn
attention not only in Edina but in other cities throughout the Metro area is that of building
massing and compatibility, particularly in the case of "teardown" construction, which can be
broadly defined as construction resulting from demolitions, partial demolitions, and large-
scale additions.' New housing is often significantly larger than existing adjacent housing,
particularly in small-lot neighborhoods, and can appear to visually overwhelm these homes,
block views or cast shadows on them. The recent Edina Massing Study (August 2006)
examined this issue and various options pursued by other cities.
Indicators of teardown pressure — a lot where a smaller house was demolished; large-scale new
construction and housing that appears out-of-scale with its neighbors.
Recommended zoning changes proposed by planning staff included the following actions:
• Measuring building height from existing grade, to prevent builders from filling in around
a foundation to meet a maximum height requirement;
• A sliding scale of side yard setback requirements to slightly increase separation between
houses;
• Eliminating the practice of allowing bay windows to encroach three feet into setbacks.
The following additional techniques should be considered in addressing the issue of
neighborhood context and compatibility:
Guideline: Control the scale and massing of infill housing to make it reasonably compatible
with established residences by using techniques such as:
• a graduated scale, or floor area ratio that relates building size to lot size;
• an impervious surface maximum to ensure that a reasonable percentage of each lot
remains as green space, for aesthetics and stormwater management;
• a requirement that limits the amount by which a new building can exceed the height of
an adjacent building.
Issue 2: Building and garage placement Many neighborhoods and individual blocks
have an established pattern of building placement, spacing, landscape treatments, front yard
setbacks and garage placement that combine to convey a particular neighborhood character.
Based on City of Naperville, Illinois, Toolkit for Successful Redevelopment: A Guide to Building in
Established Neighborhoods. See http://www.napervine.il.usidynamic_contentaspx?id=2282
9
For example, most garages in the City's older traditional neighborhoods are detached and
located within the rear yard. While new construction is likely to vary from this pattern, some
limits on the degree of variation may be appropriate in areas such as historic districts. For
example, the following guidelines should be considered:
Guidelines:
• The width of front-loaded garages is limited so that they occupy no more than a defined
percentage of the front façade;
• Driveway width at the curb is limited;
• Front-loaded garages may be required to meet the same setback as the rest of the front
façade.
These and similar techniques could be considered as part of a 'conservation overlay' option
within the zoning code.
Issue 3: Integration of higher-density housing in transitional areas. As mentioned
above under "Postwar Contemporary Housing," duplexes were located along many major
thoroughfares in Edina as a kind of buffer or transition to the adjacent single-family housing.
Today this housing type is in need of updating or replacement in many locations, and high
land and redevelopment costs create pressure for higher-density housing types. Townhouse
complexes have been constructed in locations such as north France Avenue. The challenge
is that in many locations the duplexes are only one lot deep, which makes it difficult to
provide an adequate transition to single-family scale. The following guidelines broadly
address the issue of integrating higher-density housing into lower-density neighborhoods.
10
Guidelines:
Single-family characteristics. Attached and multifamily housing should emulate single-
family housing in its basic architectural elements — pitched roofs, articulated facades, visible
entrances, porches or balconies. Taller buildings should step down to provide a height
transition to existing adjacent residential buildings.
Level of formality. Design the front and back facades with
appropriate levels of formality. The front, as the more public side of
the house, will receive the more formal treatment, with the main
entrance, porch or steps and landscaping, while trash/recycling storage,
play equipment and outdoor storage should be located in the back.
Semi-private transitional space. Adding a porch or elevating the
front yard slightly above sidewalk grade and providing adequate
landscaping all provide a sense of privacy for residents while allowing them to keep "eyes on
the street." Provide opportunities for surveillance of shared outdoor areas such as streets,
sidewalks and play areas from within the home.
Parking to the rear. Where rear-loaded or
detached garages predominate, parking spaces and
garages should be located to the rear of the lot or
interior of the block. If this is infeasible, garages
should be recessed some distance behind the
main façade of the house and surface parking
should be placed within side yards to the extent
feasible.
Mechanical systems on all buildings should be
positioned so they are not visible from the public
view, unless they are an integral part of the
architectural design (i.e. photovoltaic roof tiles).
Solar panels, satellite dishes and air conditioning systems should be positioned to the back or
side yard of the house, or screened by plantings or low walls.
Garages and outbuildings should be designed in character with the primary residence on
the site. When placed on an alley or lane, the design should contain windows that provide a
view to the lane, for additional security. When attached, the garage elevation should not
dominate the street elevation of the primary residence.
11
4F,41
Nonresidential/Mixed Use Character Districts
Unlike the residential character districts discussed above, nonresidential and mixed-use
districts have typically undergone many changes since their initial construction. Changing
modes of transportation, consumer preferences and construction methods have caused these
areas to become more diverse over time. Today certain districts have a distinct character
defined by street patterns, building placement or architectural style, while others lack this
coherence and can be viewed primarily as combinations of land uses. Many of these districts
continue to evolve with changing market conditions. The land use plan in the previous
section provides a basic template of preferred land uses and built form, including building
height, for specific mixed-use districts. The guidelines in this section focus on common
elements that create successful mixed-use districts by integrating a variety of uses in a
visually coherent and walkable setting.
Neighborhood Commercial Nodes
include both the original village centers
(Morningside) and the newer neighborhood
shopping districts that developed at
crossroads or edges of neighborhoods
(Valleyview, 70th and Cahill). Other small
commercial nodes such as 50th and France
have now grown into larger mixed-use
districts, discussed below.
The Morningside district is characterized
by small storefronts and other commercial
buildings, one to two stories in height,
directly abutting the sidewalk. It is a part of a
larger district that spans the Minneapolis-
Edina boundary; the Minneapolis side
contains larger commercial buildings such as
a grocery store, a nursery, and a newer strip
mall. Parking in the Edina district is on-
street or in a series of small lots behind
buildings.
The Valleyview and Wooddale commercial
node consists of a cluster of one- and two-
story multi-tenant commercial buildings set
back from the street and surrounded by
surface parking. Multifamily buildings on
the south side of Valleyview are 3-4 stories
and well-landscaped, with parking to the
rear.
12
The 70th and Cahill commercial node
includes two commercial building — a two-
story office/retail building and a one-story
strip mall. Both are set back from the street
behind a wide landscaped buffer and
separated by surface parking. Surrounding
uses are one-story office/industrial buildings
and both older and newer multi-family
complexes.
Mixed Use Centers began as smaller
commercial nodes but have increased in size,
scale and diversity to the point where they
serve larger areas, from the community to
the regional scale. They range in character
from highly pedestrian-oriented to
predominantly auto-oriented, although all
benefited from open space enhancements.
The 50th and France district originated as a
small village center and streetcar terminus.
With extensive public improvements, it has
evolved to a highly pedestrian-oriented
shopping district, part of a larger district that
extends into Minneapolis. Structured
parking has allowed existing multi-story
commercial buildings to be fully utilized and
new buildings to be added. The most recent
phase of redevelopment is adding housing to
the district in stacked flats and mixed-use
residential/retail buildings.
The Grandview district is in the process of
evolving from a somewhat scattered auto-
oriented commercial district to a more
integrated mix of uses, with the addition of
offices, multifamily housing and a combined
library/senior center around a common
green. Street patterns are disconnected,
making wayfinding difficult.
13
14
• tripLw -41.1r, Fir
The Greater Southdale Area is a regional
retail and activity center, growing up around
the Southdale Shopping Center and now
encompassing substantial health care, office,
entertainment and residential components.
Its size, diversity and regional role make it
unique within the City. It is characterized at
present by a wide variety of low-rise to high-
rise single-use buildings oriented toward
surface parking, with some structured
parking. The Centennial Lakes sub-area
within this district is an innovative early
example of a multi-use redevelopment
centered around a chain of ponds and park.
Open space is largely internal and not visible
• from the street.
Mixed-Use Corridors are located along or
parallel to major thoroughfares (north
France Avenue) or regional highways (1-494
and 169).
North France Avenue combines small-lot
single-family housing, duplexes, newer
townhouse development and several small
commercial nodes north of 58th Street. High
traffic volumes have eroded the historically
residential character of the street, although
landscaping and sidewalks add pedestrian
amenities.
The 1-494 and 169 Corridors include a wide
range of uses, often in isolation from one
another or linked by somewhat confusing
frontage road systems. The 1-494 corridor is
an extension of Bloomington's office-
dominated highway district, while the 169
corridor includes business parks, a small strip
center, and multi-family housing.
Industrial/Office Districts. One large
district is centered on the north-south
railroad line that parallels Highway 100, and
includes a mix of office, service commercial
and large scale industrial development. A
second area parallels 1-494 south of 76th
Street. Parcels are large and many are
underutilized; there are few internal streets.
Nonresidential and Mixed Use Design Issues and Guidelines
Issue 1: Auto-Oriented Site Design. With the exception of the 50th and France and
Morningside centers, Edina's commercial centers and nodes do not offer the same quality of
site planning as is evident in the City's older residential neighborhoods. The focus is on
attracting and catering to the interests of the customer arriving to the site in a private
automobile. This site-design perspective has obvious consequences: surface parking is
visually prominent, signage is designed to be legible at driving speeds, landscaping remains
limited, and connectivity to surrounding uses is inconvenient or even dangerous for non-
driving customers.
Although in some cases, zoning requirements may have guided the placement of buildings
within large expanses of parking, site plans are often lacking in landscaping and pedestrian
amenities that could mitigate environmental and transportation-related impacts. When
buildings are set within wide expanses of parking, customers and workers are discouraged
from walking to nearby destinations, so travel for short trips is predominantly by car, further
adding to traffic congestion.
Guidelines:
Landscaping. Provide visual screening and privacy to buffer cars from people, provide
visual relief and allow stormwater infiltration in parking lots. Permeable hardscape, where
appropriate, is preferred over blacktop or traditional paving. Vertical "living walls" (trellis,
vine-covered fences) are preferable to materials that absorb and reflect heat.
Parking. Evaluate current parking standards in order to encourage shared parking and
minimize the visual impact of surface parking.
• Encourage or require placement of surface parking to the rear or side of buildings, rather
than between buildings and the street.
• Consider applying a maximum parking ratio, for example, limiting surface parking to no
more than 120% of the minimum parking requirement for the land uses.
• Landscaping is essential to screen parking areas, buffer adjacent
residential uses and create a pedestrian-friendly environment
along streets.
• Design surface parking to maximize stormwater infiltration and
allow for groundwater recharge, using infiltration swales,
pervious pavement or similar techniques.
• Where vehicle parking requirements exist, implement minimum
bicycle parking standards as well.
• Design parking lots or structures so they can be shared by more
than one building on the site or by buildings on neighboring
sites.
• Enhance the appearance of parking ramps by designing the
structure with the possibility of the addition of liner buildings
when development opportunities are ripe.
• Use striping, curbs and landscape treatments, centralized
walkway medians and islands, and textured paving to clearly
15
define walking spaces within parking areas and adjacent to vehicular circulation.
• Use raised crossings, speed humps, and speed tables to discourage high traffic speeds in
parking lots where pedestrian volumes are high.
• Locate and screen service and loading areas to minimize their visibility from public
streets and adjacent residential areas.
Issue 2: Creating Successful Mixed Use Development. As described in the Land Use
Plan section of this chapter, many of Edina's commercial, office and industrial districts are
evolving towards a greater degree of mixed use. The land use plan encourages this evolution
by defining land use categories that encourage combinations of compatible uses.
Mixed use development allows for a savings in time and convenience for residents who
choose to live in closer proximity to where they live, work, and shop. Community interest is
served by this type of development, as the city is able to integrate additional residences and
businesses more efficiently within existing city infrastructure. Pedestrian amenities and
proximity of uses encourage more trips to be made by foot or bike, reducing the increase of
congestion that can otherwise result from conventional development of separated land uses.
The following guidelines are directed toward creating successful mixed use environments.
(Also see the citywide standards for movement patterns, public spaces and built form earlier
in this section.)
Guidelines:
Building Placement and Design. Building facades should
form a consistent street wall that helps to define the street and
enhance the pedestrian environment. On existing auto-
oriented development sites, encourage placement of liner
buildings close to the street to encourage pedestrian movement.
• Locate prominent buildings to visually define corners and
screen parking lots.
• Locate building entries and storefronts to face the primary
street, in addition to any entries oriented towards parking
areas.
• Encourage storefront design of mixed-use buildings at
ground floor level, with windows and doors along at least
50% of the front façade.
Movement Patterns.
• Provide sidewalks along primary streets and connections to
adjacent neighborhoods along secondary streets or
walkways.
• Limit driveway access from primary streets while
encouraging access from secondary streets.
• Encourage enhanced transit stops, including shelters, shade
and seating where feasible.
• Provide pedestrian amenities, such as wide sidewalks, street
trees, pedestrian-scale lighting, and street furnishings
(benches, trash receptacles, etc).
16
Appropriate Parking Standards. Mixed use developments often produce an internal
capture rate. This refers to residents and workers who obtain goods and services from within
the development without making additional vehicle trips. Parking ratios for mixed use
development should reflect the internal capture rate and the shared parking opportunities
this type of development offers.
Issue 3: Street Connectivity in Large-scale Superblock Development. The
development of large parcels as signature planned developments, such as Southdale
Shopping Center, Edinborough or Centennial Lakes, has contributed significantly to Edina's
identity and differentiation from comparable Metro area communities. However, one
consequence of this type of development is an absence of street connectivity to surrounding
neighborhoods and through the development itself. Instead, vehicular traffic is funneled
onto a few local streets where capacity is often not adequate to meet the need. For instance,
France and York Avenues bear a local traffic burden that could be better accommodated
through a more diffuse street network. The "superblocks" created in the southeast quadrant
of the city reshape traffic patterns and travel modes to discourage non-motorized
transportation within the district and fracture linkages to surrounding residential
neighborhoods.
Guidelines
Internal and external connectivity. As part of
redevelopment or expansion of large-scale sites, reintroduce an
internal local street and pathway network that connects through
the site and to suitable entry points at the perimeter. The goal
is to encourage pedestrians to reach the site and drivers upon
arriving to continue all further movement by foot. As a result,
the capacity of internal roads can be reduced and more area devoted to
amenities, providing still more incentives to walk. Bicycle facilities
should allow residents in surrounding neighborhoods to bike safely to the
site. Transit stops should be provided in visible and central locations.
Transitional uses. Moderately sized liner buildings should be
encouraged to soften the edge of large-scale superblock development.
Medium-density housing types such as townhouses combined with
structured parking may also be an appropriate transitional use.
17
Mixed Use Case Study Site:
Figure below provides an example of how the small commercial node at Woodale and
Valleyview could be redeveloped as a mixed use site or series of sites. The conceptual design
includes two three- and four-story mixed use buildings with retail at ground level and office
or residential uses above and two multi-family buildings that could provide an increased
customer base for retail and a transition to surrounding residential uses. A small outdoor
plaza anchors one corner. Retail and office parking is located to the rear of the buildings;
residential parking would be below-grade. Generous landscaping buffers existing single-
family homes.
18
Light-rail transit has won over man
of its opponents, including suburbanites,
and business groups, who
want a line to Eden prairie.
But would they favor -
a tax increase
get it don
Everything changed in local
transit on June 26, 2004.
That was the day trains on the Hiawatha light-rail
line made their maiden run with "real" passengers in-
stead of Metro Transit personnel and political digni-
taries. It was the start of an unexpected success, as
light-rail transit quickly destroyed .the ridership
projections of even its champions. By February
this year, riders had taken 21.4 million trips on
the Hiawatha line. The average weekday rider-
ship in 2006 was 28,150-14 percent higher
than it was expected to be by 2020.
"People accused us we were overprojecting
ridership," recalls Hennepin County Commis-
sioner Peter McLaughlin with an amused
sigh. "Afterwards, when it was clear that the
Hiawatha line was a huge success, the same
people accused us of low-balling our projec-
tions so that we'd look good." Even most of
light rail's numerous naysayers got on board.
"Now everyone wants a train," he says.
A second light-rail line could be operating by
2014. The Central Corridor line would run between
Minneapolis and St. Paul along University Avenue,
and was expected to receive at least $40 million in a
bonding bill this year, though that was vetoed on May 1.
But there's also a third line that's gotten past the we-can-dream
can't-we stage and into the realm of possibility. That route, tenta
tively called the Southwest Corridor, would most likely run front
downtown Minneapolis along a decommissioned railroad right-of
way between Cedar Lake and Lake of the Isles, through Hopkins
St. Louis Park, and Minnetonka, terminating in Eden Prairie. ThE
exact route through Eden Prairie is still undecided, though the gen-
erally preferred one—because of its proximity to business parks ark
potential riders, and its greater opportunities for economic develop-
ment—runs close to Interstate 494. (See map on page 43.)
Until recently, the conventional wisdom was that public transit is
for cities, where population densities are higher (and incomes are
lower). But increased congestion, high gas prices, and the astonish-
ing success of the Hiawatha line have made more suburbanites—
and suburban business groups—more open to mass transit. Not
just light rail, either, suburban transit advocates want more buses
and dedicated bus rapid-transit routes to make commuting easier.
But where will the money to fund more transit come from? That's
one of the big battles that's been playing out in this year's session of
the Minnesota Legislature. Governor Tim Pawlenty's transportation
budget called for no new transit spending, except for bonding and
money from a transportation amendment that passed last Novem-
ber. Legislators this session proposed a region-wide sales-tax boost,
which the governor promised to veto. With the added revenue, the
Southwest Corridor could be finished by 2015; a veto would derail
any plans to finish the line earlier than the 2020s.
JUNE 2007 • TWIN CITIES BUSIt