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HomeMy WebLinkAbout1974-08-06 HRA Regular Meeting AGENDA Housing and Redevelopment Authority of Edina, Minnesota Tuesday, August 6, 1974, at 7:30 P.M. Edina City Hall 1. Roll Call. 2. Approval of the Minutes of the Previous Meeting, Held July 16, 1974. 3. Recommendations and Reports. A. Feasibility Study B. Selection of Consultants 4. Adjournment. qw. - , - MINUTES OF THE SPECIAL MEETING OF THE HOUSING AND REDEVELOPMENT AUTHORITY OF EDINA, MINNESOTA HELD TUESDAY, JULY 16, 1974 EDINA CITY HALL 1. Roll Call: Charles W. Freeburg, Chairman Gary B. Lyall William F. Greer James W. Nelson Lawrence W. Rixe Staff Present: Greg Luce, Executive Director David Schnobrich, Intern Lynnae Nye, Secretary 2. Approval of the Minutes of the Previous Meeting, Held July 2, 1974. Mr. Lyall moved the minutes of the Housing and Redevelopment Authority meeting held July 2, 1974, be approved as written. Mr. Greer seconded the motion, and upon roll call the following voted: Ayes: Mr. Greer, Mr. Lyall, Mir. Freeburg, Mr. Nelson, Mr. Rixe. Nays: None. Motion carried. 3. Recommendations and Reports. A. Report Re: Citizens Advisory Commission Meeting of July 9, 1974. Mr. Dick Wiltz, 4400 West 50th Street, reported the Citizens Advisory Commission further discussed the H.R.A. goals, and recommended: 1. that the Metropolitan Council be specifically mentioned in Goal ##4 "as a coordinating group or agency because their charter is to coordinate development without overriding regard to political boundaries"; and 2. that Goal ##2 should be modified "to refer to not widening 50th Street and not increasing the access or vehicular traffic on neighborhood residential streets", as suggested in the Wooddale Neighborhood Council statement. Also discussed was a "concern that the Minneapolis merchants and property owners be kept informed and involved so they can be prepared to help with the Minneapolis side of the issue". In addition, Clark Miller, a realtor, and Mark Nelson and Lucille Smith, business partners and property owners in the area, indicated at the meeting that the Edina 50th and France owner merchants, renter merchants, and neighbors feel uninformed as to what the Authority is doing and planning, and what its schedules are. The CAC generally agreed "the greatest input the H.R.A. can expect from them is in helping to critique the project as it unfolds". He urged the H.R.A. to communicate with both the Edina and ?Minneapolis merchants and landowners in an effort to keep them well informed. Mr. Luce responded that the Metropolitan Council will not add any input to the planning process except to review the plan, when it is completed, and comment, and any widening of 50th Street through the Wooddale neighborhood, which is outside the immediate project area, would probably be the result of Highway 100 construction. Mr. Greer felt the H.R.A. would be unnecessarily limiting itself if the goals were to he made more specific at this time. After discussion, all generally agreed. In reply to Mr. Freeburg, Mr. Luce noted an August 7th meeting has been scheduled to answer any questions the merchants might have; he agreed to distribute copies of the H.R.A. 's goals, a chronology, timetable, meeting schedule, and an invita- tion to attend all meetings. 7-16-74 H.R.A. Minutes Page 2 B. Progress Report: Feasibility Study. Per. Luce presented and reviewed the traffic analysis, statements of building and parking conditions, a cost analysis for acquisition, relocation, and all public utility and parking improvements, and a year by year income report. Mr. Nelson suggested the income reports should be revised applying a 3-4% inflation figure rather than the 6-7% figures used. All generally agreed. Lengthy discussion followed regarding the figures, assumptions, and parameters of the cost analysis and income reports. Mr. Wiltz asked what percentage the density and floor area ratios in the area will be increased. Mr. Luce agreed to revise, update, and complete the feasibility report, incorporating more accurate figures for the rate of inflation, the values per square foot, and the proposed increase in density and square footage. All generally agreed the Executive Director will call a special meeting, hopefully within the next two weeks, after the feasibility report is completed and distributed. C. Selection of Consultants. Mr. Luce noted he has assembled some background information and the qualifi- cations of five of the six consulting firms chosen at the last H.R.A. meeting (Bather, Ringrose, Wolsfeld, Inc. ; northwest Associated Consultants, Inc. ; Barton-Aschman Associates, Inc. ; Nason, Wehrman, Chapman Associates, Inc. ; and Midwest Planning and Research, Inc.) ; Brauer and Associates, due to their present work load and the expected timetable, declined to submit information and does not wish to be considered. Following discussion, Mr. Luce agreed to circulate the information provided by the consultants to the Authority members; those firms to be interviewed will be selected at the next H.R.A. meeting, to be called by the Executive Director. Mr. Wiltz requested copies of everything for the Citizens Advisory Commission. 4. Adjournment. No further discussion being heard, Mr. Nelson moved the meeting be adjourned. Mr. Lyall seconded the motion and upon roll call the following voted: Ayes: Mr. Greer, Mr. Lyall, Mr. Freeburg, Mr. Nelson, Mr. Rixe. Nays: None. Piotion carried. Meeting adjourned. Respectf ylly submitted, Greg Luce, Executive Director STUDY OF THE FEASIBILITY OF A REDEVELOPMENT PROJECT IN THE 50Th AND FRANCE AREA H.R.A. Staff :report August 6, 1974 TABLE OF CONTENTS I. Statement of Conditions A. Introduction and History of Area B. Traffic Analysis C. Public Utilities D. Parking E. Building Condition F. Aesthetics II. Statement of Assumptions A. Goals of H.R.A. B. Size of Project C. Cost of Project D. Tax Generated by Project E. Taxes and Future Tax Generation F. Bonding and Financing Life III. Statement of Feasibility (Conclusion) INTRODUCTION AND HISTORY OF AREA Traffic congestion, lack of adequate parking and commercial encroachment on resi- dential areas are current problems in the 50th and France area. While many urban shopping areas, with the exception of shopping centers, presently suffer from these maladies, the 50th and France area is unique in that these problems have existed and been recognized over a 30 year period. During this time a wide variety of studies and plans have been presented to city officials, merchants and residents, with an equally wide range of possible solutions. Most of them have been discarded because of financial considerations, the lack of initiative on the part of merchants to support certain proposals, or the zealous attempts by surrounding residents to halt the spread of commercial encroachment in the area. As far back as 1939 the firm of Nichols and Morrell presented a "Tentative Study for Development" involving those areas adjacent to West 50th Street. The plan cnetered on landscape development as well as indicating the limits of any further commercial building. In May of 1945 Morrell and Nichols presented a number of different schemes for the arrangement. of streets, parking, future building placement, service roads and trees in the France and 50th Street area. In November of 1945 a public hearing was held before the Planning Commission for the purpose of discussing the possible extension of commercial zoning on the north side of 50th Street, the extension of Halifax Avenue north and the location of a proposed new street (West 49 1/2 Street) . Also discussed at this meeting was the need to establish a logical geographical boundary between the business and residential districts, to relieve traffic congestion in the area by providing additional parking areas, to provide an additional outlet for traffic to France Avenue, and to answer the demand for additional commercial zoning without extending business further on 50th Street. The Council implemented many of the suggestions made by the consulting firm. ' In January of 1947 a rezoning request for more commercial property in the southwest quadrant resulted in the Planning Commission instructing Arthur Nichols to make a study of future parking needs and an overall plan for the block. An appropriate plan that was satisfactory to all concerned did not surface until May of 1950, at which time it was recommended that the Council acquire certain properties for a municipal parking lot. No further action was then taken on this proposal. During the next three years plans for the solution of traffic and Darking problems in the northwest quadrant of 50th and France were presented by local businessmen. While none of their plans were fully implemented, the culmination of their efforts and those of others resulted in a parking plan being presented to the Village Council. in October of 1953. An audience of between 250-300 people reflected varying concerns and viewpoints on the part of the Maple Road residents and the merchants, as well as conflict within and between these groups. The plan was , therefore, never implemented and new commercial development occurred instead (First National Bank of Edina and the post office). Introduction 6 Hsitory of Area Page 2 On December 14, 1953, a plan fairly satisfactory to all concerned, but neglecting to remedy the existing circulation and parking problems, was passed. This compromise dealt with the area on which the existing First National Bank of Edina is situated. The major points of this compromise called for commercial rezoning of the land, the establishment of a parking district and buffer strips, and the dedication of a house by business property owners (the old library site) to the Village of Edina. The compromise provided more parking for the area but the increase in commercial and office floor space and consequent need for more parking more than offset this increase. The problems of traffic congestion and parking were only accentuated and continued to receive the attention of both merchants and city officials. Attempts to coordinate efforts with the City of Minneapolis to reduce the traffic congestion proved unsuccessful and in March, 1956, George Barton (of the then Barton and . Associates) was contacted asking his thoughts on possible solutions to the traffic problem. Barton and Associates perceived growth in the area as not following a clearly defined pattern and a number of inconsistencies existed. The use of driveways, pedestrian crossings and other interferences clogged France and 50th Street, and it was felt these interferences should instead front on a perimeter road extending from Halifax to France, south of 50th Street. He also saw the need for one continuous parking facility, more traffic signals and synchronization of those signals. On-street parking was deemed unnecessary if off-street facilities were expanded and this would aid traffic flow. The September meeting of the Village Council saw the passage of a resolution dealing only with on-street parking and temporarily buried any grandiose schemes of the consultant. Actions taken in the late 5018 and early 1960's centered on either the outlawing of or limiting the amount and time of on-street parking. This helped to temporarily relieve traffic congestion during peak traffic hours but .a majority of the businesses could not he convinced that traffic congestion could be solved by parking prohibitions. Other short-term stop-gap measures were also used, such as the coordination of park- ing lot striping, aisle widths, etc. As the situation worsened in the area (traffic, parking, library site) it was decided in September of 1965 to contract with Barton-Aschman to do a complete study of the 50th and France area. The results of this study were published on April 14, 1966, and titled "Recommendations for Imorovement of the Edina Business Center". The report contained proposals nor a new connector bypass from Halifax to France (West 51st Street), location of the new library south of 50th Street and the use of the old library site for parking. The report also stated that if additional parking was not provided in the northwest area, none of the present problems could he relieved. In essence, what the report did was to affirm what Dublic officials and businessmen had been saying for years. Finally, in April, 1968, after another smaller special study was done by Barton- Aschman, specific proposals were made to the Planning Commission and Council. These proposals called for new and improved roadways, additional street lighting, new and additional traffic signals, pedestrian walkways, storm sewers, sidewalk and perimeter landscaping, area signing and public parking lots. The first part of the plan involved the building of a ring route from Halifax to France, a parking ramp and storm sewers. Introduction and History of Area Page 3 In January of 1969 , Brauer and Associates was selected as site planner, and Howard, Needles, Tammen, and Bergendoff was selected to design a parking ramp in the south- west quadrant of the 50th and France area. On April 14, 1969, Brauer and Associates was contracted to do a study for a portion of the northwest quadrant in the 50th and France area. This study was completed on October 30, 1969 , and was entitled "Northeast 50th and France". This study examined the problems in this area and ultimately zeroed in on parking as the crux of the problem in this area. As a result of a severe Darking deficiency and no available land for surface level expansion, it was recommended that a parking ramp be built to accommodate the existing shortage and to allow for future commercial expansion in this area. The cost of building such a ramp was deemed unfeasible owing to property owner and tenant resistance to this proposal. The completion of the parking ramp and connector street (West 51st Street) in 1970 significantly improved parking and traffic circulation in the southwest quadrant. The amount of assessment and the criteria used for assessment, however, were felt by some parties to be unfair. The amount of assessment for some businesses and the yet unresolved problems of the northwest ouadrrant led to renewed interest and pressure for some type of program to solve these -roblems. In September of 1973 a number of letters were received by the City Council from property owners of the area expressing interest in redevelopment through the creation of a Housing and Redevelopment Authority. Interest was expressed in using tax increment financing as the financial tool, inasmuch as the businessmen in the area did not feel they could afford public improve- ents which would be needed for redevelopment. After input from the Chamber of Commerce on the Need for an H.R.A. and information gathered from surrounding areas, the Council esta2DIished the Housing and Redevelop- ment Authority of Edina, Minnesota. The H.R.A. first met on April 8, 1974, and has deeply involved itself in the 50th and France issue. The following statements of this report identify the problems and proposed solutions. TRAFFIC ANALYSIS: 50TH AND FRANCE 3USINESS DISTRICT "One of the most important elements limiting, and often interrupting, the flow of traffic on a roadway, especia??y one in an urban area, is the intersection at grade. Intersections not only control, to a large extent, the capability of major and secondary arterial streets to accommodate the flow of vehicles and pedestrians, but they also may seriously effect or limit the ability o= nearby freeways to perform at maximum efficiency. Therefore, the subjects of inter- section operation and interrupted flow are often largely synonymous." This statement from the Highway Capacity "anual brings into focus the primary problem in the W. 50th Street and France Avenue business district. Another problem in that area is insufficient parking space. Factors which affect intersection capaci t-, and levels of service are: 1. Physical and operating conditions: a. Width of approach b. One-way or two-way operation _ c. Parking conditions 2. Environmental conditions: a. Load factor b. Peak-hour facts c. Metropolitan area population d. Location within metropolitan area 3. Traffic characteristics: a. Turning movements b. Trucks and through busses c. Local transit busses �r. Control measures: a. Traffic signals b. Marking of approach lanes Page 2 The above factors will be used in analyzing the traffic flow in the 50th and France business district. I. The width of approach, rather than the number of traffic lanes, has the most significant bearing on the capacity of the typical approach. The eastbound approach to the 50th and Halifax intersection has, at best, t:ao ten foot wide approach lanes during peak hours, whereas. 12 foot wide lanes would be considered the ideal and would provide much better flow. II. With one-way operation, a given approach width will have a greater capacity due to lack of opposing traffic during turning movements. III. Parking on the street has a great influence on street capacity. The parked vehicle has a much greater influence on width of roadway than the space it physically occupies. The cautious reaction of passing drivers results in the effective loss of some 12 to 14 feet of roadway width on the average. On ;lest 49 1/2 Street, this effect is very obvious. The street is only 34 feet wide, and assuming a minimum loss of roadway width of 12 *feet for parked vehicles, the result is ten feet of travel width left (if 24 feet is subtracted for parking on both sides). Thus, one-way operation on W. 49 1/2 Street would be the only possibility if the usual standards were applied. IV. The term "load factor" refers to the green phase of signalized inter- sections where a "loaded" condition would be (a) there are vehicles ready to enter the intersection in all lanes when the signal turns green, and (b) they continue to be available to enter in all lanes during the entire phase with no unused time or exceedingly long spacings between vehicles. According to studies by Hennepin County on a street inventory the peak-hour overall travel speed at the 50th-France and 50th-Halifax intersections is between 5 and 19 mph. This means that the load factor is extremely high and the levels of service range. from D to F Level of Service. "D" Level of Service is traffic approaching unstable flow (tolerable delay) with Level of Service "F" being forced flow Page 3 (jammed) . Most generally during peak periods, the Level of Service E is most prominent; that is, unstable flow with congestion and intolerable delay. The peak-hour factor, metropolitan area population, and the location within metropolitan area factors are to be considered in a detailed analysis but will not be studied in this general overall analysis at the 50th-France area. V. Turning movements off of the main arterials in the 50th-France area present one of the greatest traffic congestion problems. There are no channelized left-turn lanes, and thus, a much reduced capacity at the major intersections. The effect of a left turn is related to the opposing traffic and pedestrians that cross. Also, the number of vehicles that must wait behind the left-turning vehicle cause the green circle to remain "loaded" and a large load factor results with reduced level of service. The other factors listed above are not controlling factors in the 50th and France area. Other interruptions and interferences in the 50th and France area that create problems are: 1. Unsignalized intersections - 49 1/2 and France, 51st Street and France; 2. ifidblock driveways and related turning movements; 3. Curb parking in midblock; 4. Lack of channelization; 5. Restricted lateral clearances. In summary, the average daily traffic in the 50th .and France area is exces3ive. The overall level of service is in the "E" category (unstable flow) with congestion and intolerable delay. Fran Hoffman, Asst. Engineer, Traffic & Transportation 7/15/74 % AVERAGE DAILY TRAFFIC COUNT _'SAP 50th and FRANC. STUDY AREA Scale 1"=200 M ' W. 49 th 1 NSA N1 f N2 N3 [ r �! Q 3 111 i + � :NIO N9 N8 � N7 iN6sy t N5 = t ' iN12 N11 1 _ I i Q i • N4 t 1 NIT 900W. 4 9 t j 1 ! Q N 29 ► IN J6 i N18 N 20 N22'N23 i N24 N ;28 ' N27 I NN1� N 13 IN ' = N26 f 114: i ' I 1 N25 N 19 -- --- T-- W. 50th -� S! Q { }Q. S9 S10 SII S� 6 !(-' S7 + S8 S 10A 4 1 S3 .q a ! S i S12 LL _ -- S4 � � 0 SS ti. -----j ---� S 15 S 17 �� ! \ Ji 000 :S CE --� s 20 ' STATEMENT OF CONDITIONS: PUBLIC UTILITIES An examination of the utilities in the 50th and Frar_ce area reveals that while all are adequate, work is necessary to modernize the systems. The most visable work which would be necessary is the removal of overhead telephone and electrical wiring. This problem has had much discussion in recent years, and any plan for redevelopment should include this modernization of utilities and elimination of unsightly wiring, poles, and overhead condenser units. The storm sewer system for the area was modernized in 1970 when West 51st Street was constructed. The sanitary sewer system likewise is adequate, albeit old. The sanitary system is capable of carrying additional capacity as is the water system capable of supplying an additional load. The water was hooked to Minneapolis until the 1920's, when the systems were separated. Thengineer_ng Department perceives the connection of two dead-end water lines (a result of the separation from Minneapolis) necessary, but should be done only in connection with other work in the area. STATEMENT OF CONDITIONS: PARKING A prime contributor to the traffic circulation and congestion problem in the 50th and France business area is the lack of parking. Existing on-street parking is limited and off-street parking, in both lots and the ramp, is contin- ually at capacity level during most shopping hours. This results in a lack of both long-term and readily accessible, short-term parking. The existing system is further aggravated by the many different functions that must be carried on either in or adjacent to parking areas. This results in conflicts between pedestrians, vehicular circulation, truck-loading and parking. While many of these functions are not alien to a parking area, it is the close proximity and thorough usage of these parking areas which causes friction. The location of parking in the 50th and France area is not equally divided throughout the area and results in an imbalance in parking between areas north and south of 50th Street. The parking problem centers in the northwest quadrant, where there is overcrowding, inaccessibility, poor access to the drive-in facilities of the post office and bank, and the lack of convenient short-term parking to serve those businesses located north of 49 1/2 Street. On-street parking contributes to the overall problem of congestion in this area but cannot be removed owing to the need for parking space. Brauer and Associates, Inc. , in their study Northeast 50th and France Reports completed October 30, 1969, made the following comparisons of the areas located north and south of 50th Street; Page 2 COMP.�RISONS NORTH SOU'11 1. Commercial floor area 1459,000 823-000 2. Total number of employees 571 250 3. Total employee parking requirements 382 125 4. Peak period employee parking demand 250-325 115 5. Total number parking spaces currently provided 440 415 The findings of this study are still valid owing to the unchanged nature of the area. If anything, matters have only worsened since the time. of this study. Comparisons of these two areas show the "south side providing 300 customer parking spaces, while the north side provides only 115-190 customer spaces during peak employee periods. This is a rather imposing figure when one considers that the north side contains almost twice the floor area, tvrice the number of employees, and requires three times more employee parking, spaces than the south side". According to the zoning ordinance, the 145,000 square feet of retail and office space in the northwest quadrant requires 925 parking spaces (7 spaces/ thousand for commercial, and 5 spaces/thousand for office). There is presently provided 440 parking spaces of which 130 are located on the property of the First National Bank of Edina. While the zoning ordinance may not exactly reflect the needs of an area the size of 50th and France, it is obvious that a significant parking deficiency does exist in the northwest quadrant (estimated by Brauer and Associates to be a deficiency of 450 parking spaces) . Furthermore, parking for the majority of the co=mercial and office buildings in the northwest quadrant, excluding the First ?Iational Bank of Edina and the post office which seem to have available parking, is limited to approximately 285 parking stalls located at the rear of the stores. At present, these rear parking areas exist as one single lot with standardized stalls, aisle widths, separate exits and entrances, and a one-way flow of traffic. This cooperative system may be in jeopardy for the Page 3 future as businesses in the area grow (not in commercial space but in business I activity). In the future the existing parking system will not be large enough to sustain all existing conmercial and office business. With some businesses taking more than their appropriate number of parking spaces, private interests may take precedence over the existing arrangement and the present parking problem could be further agitated. The size and private ownership of the parking areas in the northwest quadrant have resulted in a conflicting physical arrangement of pedestrian movement from the parking areas to the stores, vehicular traffic attempting to find parking or move out of the parking area, and truck loading facilities at the rear of many stores, none of which has been clearly defined by the parking or building design now used. Since parking is so limited in the northwest quadrant and the amount of commercial space is large, the parking facilities of the southwest quadrant (ramp and lots) pick up the slack. The facilities of the southwest quadrant are qualitatively of much better design and accessibility for both pedestrians, through walks which link with commercial buildings in the area, and for vehicles through access to surrounding streets. There is a much clearer definition and separation of pedestrian and vehicular circulation routes in this quadrant. Quantitatively, however, the spill-over from the northwest quadrant crestes a parking problem for patrons who wish to shop in the southwest quadrant. For those who shop in the northwest quadrant, this necessitates crossing 50th Street which further impedes traffic flow, is a potential traffiz hazard, and is inconvenient for the shopper. The Edina Parking Ramp Survey, taken in 1972 to determine the amount of assessment for payment ol" the ramp for each parcel of land, counted the number of visits made to stores from the ramp. Following is the breakdown of these results: Page 4 DESTINATION FROM PARKING RAMP: Other 35 .8% North side of 50th Street 890 19.7% South side of 50th Street 2,853 63.3% Minneapolis side of France 731 16.2% 4,509 100.0.- Approximately 36.7° of the trips made by those parking in the ramp are to areas outside of the southwest quadrant. This points to a definite lack of adequate parking facilities in these other areas (Minneapolis and the north side of 50th Street). At present, there exists limited on-street parking on the Minneapolis side of France Avenue with no real off-street parking areas readily available, so use of the parking ramp would be expected. On the north side, however, there are approximately 440 existing parking spots and yet 20% of those parking in the ramp shop on the north side of 50th Street. This again shows the continual use of parking facilities in the northwest quadrant and the resultant need to upgrade them both quantitatively and qualitatively. Owing to the parking deficiency in the France and 50th Street area and the nonavailability of land for the expansion of surface level parking, certain conclusions must follow: that there now exists a very serious parking shortage which cannot be solved with additional surface level parking; that without additional parking it is highly unpractical that new development or redevelopment will occur, and the area cannot attain its retail potential unless additional parking is provided; and, finally, that shoppers will continue to avoid the 50th and France area unless added parking is provided along with some improvement in the circulation sVstem. David Schnobrich, Intern 7/15/74 STATEMENT OF CONDITION: BUIDI' G CONDITION The area involved in the building study is shown on the attached map. All structures within that area were examined at least twice by members of the Fire Department. A preliminary visual inspection was made during the week of July 1-5, 1974, in which all buildings were put into three classes. During the week of July 8-12, separate individual and more detailed examinations were made by two members of the Fire Department. After reviewing their findings, they collaborated and drew up a map listing building conditions in the area. The end result of their study is the accompanying map. Buildings were classified into one of four categories. It should be noted that classification of a building in a specific category is not necessarily final. The inspection team stressed the fact that the examination was general so that buildings could vary one category up or down and, further, that structural improvements could be made to an individual building which would improve its classification. _^.e criteria used to classify defects as major or minor was taken from studies done by Barton-Aschman for other redevelopment projects. There are a total of 51 parcels in the 50th and France area. On these 51 parcels, there are a total of 41 buildings. Of these 41 buildings, 3 have been found to be structurally questionable with major defects, 7 have been- found to be structurally questionable with minor defects, 10 have been found to be structurally acceptable with minor defects and 18 are structurally accepta_^,le. Of immediate concern are the three buildings in the last category, those with major defects. 50M and FRANCE STUDY AREA Scale 1"= 200 r , A 49 th � LNiA N Nt N2 N3 E i N121 Nit ;N 10 jN9 I N8 N7 j N6 ,L, ! N5 �{ - N4 � E � r t -�—N 17 W.49 1/2 1 ! ® N 29 i i I N 16 ! ii N lg N 20 N22 j N23 1 N2a I � j � f N 13 IN N 15 l i 14: i �N19 N21 - ----------------=- -- -- - _ W. 50th 1 sl () 8 rte--_- --� ' r ----� Q • S6 1 S7 ! S8 S10A '52 W > (� 4 S3 4 "t.J' cc S 16 S 12_ . _ S4 1 S5 a S ,a S 15 x LEGEND El STRUCTURALLY ACCEPTABLE ; Ea �spa-- STRUCTURALLY ACCEPTABLE: MINOR DEFECTS ;s192N STRUCTURALLY QUESTIONABLE: MINOR DEFECTS �S2o STRUCTURALLY QUESTIONABLE: MAJOR DEFECTS _ , STATEMENT OF CONDITIONS: AESTHETICS The most often discussed problems of the 50th and France commercial area, next to parking, usually relate to the appearance or human comfort of the area. Within the scope of aesthetic problems are overhead wiring (which is also a utility consideration), signage (which is either at a non-human scale or is garish and displeasing visually), improper lighting and walking areas for pedestrians, and, finally, the unpleasant sight and odor of outdoor storage of garbage. The present zoning and other codes and ordinances prohibit the installation or reconstruction of these sensory displeasing articles, however the ordinances usually allow the continued existence of such articles until they are removed. A series of slides identifying the various types of aesthetic problems has been shown to most of the involved parties. This element of need for redevelopment, is the most difficult to identify, as each person has his own interpretation of what is unsightly and what is not. It has been generally agreed, however, that most people believe a "cleaning up" of 50th and France is necessary. HOUSIiiG AND REDEVELOPMENT AUTHORITY OF EDINA, MINNESOTA GOALS FOR 50TH AND FRMC E AREA Preamble It is the intent of the Housing and Redevelopment Authority of Edina, Minnesota, to meet all of the following goals, however, these goals do not mandate that a redevelopment action be undertaken, rather, that a thorough, pragmatic, and creative study be made. Goals 1. Study thoroughly the history and trends of this area and other similar commercial areas to determine the scope, direction, and theme prior to determining physical changes for the study area. 2. Provide a general improvement to the utility and roadway system which will reduce congestion and improve circulation in the business district. 3. Create a separation between the business district and the residential district while establishing both physical and psychological barriers to future commercial encroachment into residential neighborhoods. 4. Encourage participation in an advisory capacity of all affected groups or agencies, especially surrounding neighbors and the City of Minneapolis, in every stage of planning and implementation. 5. Improve the human aspects of'the commercial district such as pedestrian traffic flow, walkways, and safety, elimination of improper signage and overhead utilities and other forms of blight, and landscaping. 6. Provide an attractive physical and economic environment within the neigh- borhood center concept and thereby attempt to increase viabilit1* and the variety of goods and services offered. 7. Proceed with implementation only after a fiscal determination has been made which projects only a negligible property tax impact on property outside the district, <Aich will pay itsel= off within 20 years, and which will be a long term physical and fiscal benefit. 8. 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'/-.9 I CONCLUSION The various elements which are part of the problems of 50th and France have been separately described, but it must be stressed that these elements work together and a modification of any one element effects all of the others in a positive or negative way. Therefore, it has always been deemed desirable to address all of the elements at one time. When the south side of the subject area was modernized with a new road, the City also built the storm sewer and parking ramp, added landscaping and decorative lights, as well as encouraged the reconstruction of the Americana Bank, National Tea and the rezoning for the Lanterns condominiums. That program was complete because it dealt with all of the elements, but that program was not comprehensive enough due to the funding limits of the businessmen. Recognizing the need to further redevelop the area to provide a better circulation, parking, visual, and utility environment, the businessmen, together with the city staff, explored tax increment financing as a method of redevelopment. The initial sketch plans drawn by the staff included an expanded commercial area, more intensive development, greater competition for space, and significant additions to the utility and parking needs of the proposed redeveloped area. This plan would have taken 12 years to pay of` the debt of redevelopment. On this broad and general basis, the City Council created the Housing and Redevelopment Authority to explore redevelopment and receive citizen and business input. Goals were created as a result of that input so that a redrafted general plan would not expand the commercial area but would keep the intensive elements and provide for more parking, improved amenities, and better circulation. This plan required 15 years to pay off the debt and assumed some financial participa- tion by the businessmen. The plan was also overly optimistic financially so that a redraft was necessary. Since that time discussions with business leaders indicate that an additional tax assessment burden or a redistributing of the existing burden would be unacceptable. Therefore, the new plan would take 21 years to pay off the debt, an unacceptable period. The plan optimisticl_v supposes substantial and valuable reconstruction as well as supposes the public construction of parking ramps and other facilities to support the reconstruction. The new plan supposes no special assessment or support from the city's general fund (at large taxes) . The plan does, however, make use of any and all other reasonable types of funding which may be expected. RECOMMENDATIO:d The staff would not recommend a tax increment program with a bond life over 15 years, as it is felt by the staff that 15 years is the maximum number of years to withhold tax from the various taxing districts, as well as the fact that it is entirely possible that further modernization may be needed after that period of time. Therefore, in our opinion this comprehensive program should be abandoned. The next solution the staff would suggest would be that the H.R.A. assume a passive role in the redevelopment rather than the heretofore suggested active leadership role. The H.R.A. may also suggest to the City Council that the planning staff be instructed to develop a general guide plan for the 50th and France area. The result of this new attitude on the part of the Housing and Redevelopment Authority would cause the H.R.A. to become a tool for several small projects within the subject area but also within the parameters established by the general guide plan. Further, this new attitude would not preclude the H.R.A. from taking an active role in the condemnation and redevelopment of parts of the area should that need arise.