STATION AREA CONDITIONS ANALYSIS APPENDIX A1

Transcription

1 STATION AREA CONDITIONS ANALYSIS

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3 INTRODUCTION The creation of transit station area plans and their eventual development is a complex process. TOD station areas may accommodate multiple transportation modes (motorized and non-motorized), dense concentrations of activities, create a sense of place, and serve several different land use classes, often with vertical stacking of uses. In addition, transit stations are often developed in areas that already have substantial development which adds the complexities of redevelopment to the TOD process including a lack of willing sellers, redevelopment costs, incompatibilities with legacy uses, site control, blight, infrastructure constraints, contamination, and historic preservation. One tool for helping a community manage this complexity during the station area planning process is to map areas of change and stability in the station area. This allows the community to focus its attention and resources on those areas where they will have the most impact. Areas of Change are those areas where market forces are the strongest for creating change or the community has a strong desire to see change. Change can be positive, neutral or negative. Positive changes may include redevelopment, reinvestment, expansion, increases in value, and similar impacts. Negative changes can be land use incompatibilities, system failures (traffi c, infrastructure), relocations, blight, decreases in value, loss of historic properties and displacement. Areas of Change can require a signifi cant amount of public policy direction, focus and fi nancing to ensure the change is positive. Areas of Stability are those areas where the market forces are generally in balance and the community is satisfi ed with the result. These areas generally require less public policy direction and focus. However, Areas of Stability should still be given an initial public policy scan to ensure that existing policies and land use controls are supporting that goal of stability and that market forces won t create new instabilities. Common instabilities include policies such as incompatible zoning standards, signifi cant infrastructure modifi cations that change the area s character, or breaking key neighborhood links that support the area s stability. An analysis of Areas of Change and Stability has two key components: An analysis of market forces and indicators of change A public policy discussion regarding the desirability of change in various areas At the pre-planning study level, there is not the direct and sustained involvement with public offi cials necessary to have the public policy discussion to establish formal lines around Areas of Change and Stability. However, it is possible to identify those areas where market forces are likely to exert pressure, so that future public policy discussions can account for the desirability of those potential changes as part of the station area planning process. Not every parcel is a likely redevelopment site. Many parcels are developed at a level of intensity that makes them far too expensive to acquire and redevelop in a profi table manner. Others may have attributes that make them unattractive for certain types of development. Some may be marginal for current auto-related transportation, but could excel with a transit station. Others may be impacted by adjacent properties. To identify the Market Focus Areas, Stantec used a multi-step process to screen properties using geographic information systems (GIS), stakeholder interviews and fi eld surveys. The results of this screening process resulted in the identifi cation of numerous Focus Areas that appeared to contain attributes that could create market interest. The screening process included analysis of the factors outlined in this appendix, but also was based on some of the larger corridor-wide demographic analysis contained in Appendix A2. This GIS work was then supplemented by sending Stantec staff with experience in real estate development site selection and development into the areas to physically view every property from a development site selector s perspective. Station Area Conditions Analysis A1-1

4 This pre-planning study does not address the policy issue of whether it is more desirable to maintain existing uses or redevelop sites into new uses. Focus Areas should not be considered priority redevelopment sites or threatened properties. The goal of this analysis was to identify sites where there appeared to be conditions that might make developers view the redevelopment potential as positive and therefore result in redevelopment pressure. Knowing where development pressures are located can help policymakers understand where there may be opportunities that need to be nurtured to ensure they reach their full potential or, if the existing conditions are to be preserved, where steps may need to be taken to protect it before it is acquired for redevelopment. Redevelopment is generally a complex process and there is often a role the public can take to facilitate development and ensure the redevelopment reaches its full potential. These actions can vary from minor actions such as facilitating discussions between stakeholders up to and including actively participating in development activities and planning approvals. In some areas, redevelopment will likely occur without extensive public involvement due to the attractive market fundamentals. However, in many situations, the market forces alone may not be able to justify redevelopment. In these circumstances, one or more of the following tools could be necessary to achieve the full potential of a site: Land banking/site acquisition Financial assistance (TIF, tax credits, tax abatement, etc.) Site clearing Assistance with helping industrial users relocate to industrial parks Revising zoning requirements Environmental studies and/or remediation Shared parking Trail and sidewalk construction Parks and open space development Streetscape upgrades Successful Transit Oriented Development (TOD) includes a variety of attributes such as close proximity to amenities, density of activity, an interesting and attractive setting, a feeling of security, and convenient access via walking and biking. When redevelopment occurs near stations, it is important to ensure that convenient access through such sites, serving more distant properties, is adequately planned and protected. By carefully planning convenient access (minimizing traveled time and maximizing the experience), the effective zone of TOD may be increased. A1-2 Station Area Conditions Analysis

5 RUSH CREEK TR OAK GROVE PARKWAY STATION LAND USE 101ST AVE N WINNETKA AVE N "2 Oak Grove Parkway Station OAK GROVE PKWY N TARGET PKWY N The Oak Grove Parkway station formerly known as 97th Avenue station is the home of Target Corporation s north campus. The current campus buildings are at the eastern edge of the station area s walkshed. The north campus plan includes more than just offi ce structures, there is also large scale retail, hospitality, housing and parkland. Since the area is largely vacant, the existing walkshed does not cover very much land area. However, as development continues, the street, sidewalk and trail system will broaden out and expand the walkshed. The City of Brooklyn Park s Comprehensive Plan identifi es the area as Mixed Use with the areas closer to the Hwy 169 and 610 interchange designated Signature Mixed Use. "2 Bottineau Station Transit Stop Transit Routes Bottineau Line Sidewalk Trail 10-Minute Walking Limit Single Family Detached μ Multifamily 0 STATE HWY NO 169 Office Commercial Industrial and Utility Institutional Park/Recreational Golf Course Airport Undeveloped Open Water Subsidized Housing 700 1,400 Feet Figure A1.1 - Oak Grove Parkway Station Land Use 97TH AVE N WINNETKA AVE N STATE HWY NO 610 WEST BROADWAY Due to the amount of undeveloped land, the station area is not yet connected to a trail system. However, it is in close proximity to the important trail link that has been constructed across Hwy 610 and is also in close proximity to a trail system being developed at the Target facilities and the existing 9+ mile Rush Creek Trail which is located just north of the station area. Station Area Conditions Analysis A1-3

6 OAK GROVE PARKWAY STATION VALUATION RUSH CREEK TR The Oak Grove Parkway station Area is largely undeveloped and therefore property valuations per square foot are low and well within the parameters for greenfi eld development given the recent highway improvements, potential transit station and the rapidly expanding Target Corporation facilities. 101ST AVE N "2 Oak Grove Parkway Station OAK GROVE PKWY N TARGET PKWY N WINNETKA AVE N 97TH AVE N Bottineau Station "2Bottineau Line 10-Minute Walking Extent Park, Recreational or Preserve Golf Course Water STATE HWY NO 169 Total Estimated Market Value per Square Foot Up to $5 $5 to $10 $10 to $15 $15 to $20 More than $20 μ ,400 Feet Figure A1.2 - Oak Grove Parkway Station Valuation WINNETKA AVE N STATE HWY NO 610 WEST BROADWAY ion A1-4 Station Area Conditions Analysis

7 Ac. 105TH AVE N OXBOW CREEK DR N OAK GROVE PARKWAY STATION FOCUS AREAS RUSH CREEK TR STATE HWY NO 169 "2Bottineau Station Bottineau Line 10-Minute Walking Extent Study Area Boundaries μ Feet Ac. 101ST AVE N Ac. 97TH AVE N WINNETKA AVE N "2 STATE HWY NO 610 Oak Grove Parkway Station WEST BROADWAY Ac Ac. OAK GROVE PKWY N Ac. TARGET PKWY N The Oak Grove Parkway station area is surrounded by large tracts of undeveloped land, making transit oriented development a relatively simple process. In addition, the station area has signifi cant catalysts for growth with the large Target corporate offi ces and the intersection of two major regional highways. Unlike other stations where the challenges are often related to property acquisition, the challenges with this station will likely be related more to protecting key sites and shaping pre-transit development in ways that will be conducive for transit oriented development in the future. Future streets, trails, sidewalks, pedestrian crossings and intersections will also need to be taken into account as the area develops to ensure that the motorized and non-motorized systems can function harmoniously when transportation use is much more intense than it is today. Figure A1.3 - Oak Grove Parkway Station Focus Areas Station Area Conditions Analysis A1-5

8 AREA 1 Size: acres This area is on the outer edge of the station area walkshed and therefore will be best served by strong trail connections to the station in order to encourage bicycle and other nonmotorized use. Strong trail connections from this area to the station will have the added benefi t of connecting the station to the regional trail system. Area 1 AREA 2 & AREA 3 Size: acres Size: acres These two areas are conveniently located to the station and the Target campus but will not have the benefi t of highway visibility once the area is fully developed. Area 2 is owned by the City of Brooklyn Park and has been identifi ed as a location for the LRT operations and maintenance facility (O & M). Public or private development massing should attempt to be more intense as it gets closer to the station area, but massing should also be porous so that connectivity with areas beyond (to the north) is not sacrifi ced. Pedestrian access to the station should be given top priority with auto oriented facilities such as parking located further away from the immediate station area. Area 2 Area 31 A1-6 Station Area Conditions Analysis

9 AREA 4, AREA 5 & AREA 6 Size: acres Size: acres Size: acres Due to the proximity to and visibility from two major highways for these focus areas, there will likely be signifi cant pressure to develop projects with some degree of highway orientation. This will be particularly likely in the short term when there is not a lot of other development in the area and therefore highway traffi c may be the primary driver of growth. There will be opportunities for innovative solutions to balance short term highway market demands with long term transit oriented development goals. This could include concepts related to building massing and pedestrian connections, but might also involve more ambitious concepts such as an early introduction of district parking that could initially involve surface parking lots during the highway orientation phase, but ensuring that the surface parking lots are designed and located in areas so that in the future they can be effectively intensifi ed with structured parking. Area 52 Area 24 Area 26 Station Area Conditions Analysis A1-7

10 OAK GROVE PARKWAY STATION RUSH CREEK TR UTILITIES Based on meetings and other correspondence with City staff (primarily in 2012), following is a brief summary of identifi ed infrastructure issues for fi ve station areas. The scope of infrastructure encompasses primarily City, County, and privately-owned commercial infrastructure. LRT infrastructure is not addressed here. Regional wastewater capacity issues could arise in twenty or so years in northern Brooklyn Park. Metropolitan Council Environmental Services has identifi ed improvements required to meet future demand in this area, including the completion of river crossings and tunneling of new interceptors. 101ST AVE N WINNETKA AVE N "2 Oak Grove Parkway Station OAK GROVE PKWY N TARGET PKWY N No city utilities exist to the west of the Target campus land. 97TH AVE N STATE HWY NO 610 μ 0 "2 Bottineau Station Bottineau Line 10-Minute Walking Limit Municipal Water Lines Sanitary Sewer Lines Storm Sewer Lines STATE HWY NO ,400 Feet Figure A1.4- Oak Grove Parkway Station Utilities WINNETKA AVE N WEST BROADWAY A1-8 Station Area Conditions Analysis

11 93RD AVENUE STATION 97TH AVE N STATE HWY NO 610 LAND USE STATE HWY NO 169 μ 0 XYLON AVE N "2 Bottineau Station Transit Stop Transit Routes Bottineau Line Sidewalk Trail 10-Minute Walking Limit Single Family Detached Multifamily 700 1,400 Feet 89TH AVE N 93RD AVE N WINNETKA AVE N WYOMING AVE N Office Commercial Industrial and Utility Institutional Park/Recreational Golf Course Airport Undeveloped Open Water Subsidized Housing Figure A1.5-93rd Avenue Station Land Use 92ND AVE N WEST BROADWAY "2 93rd Avenue Station SETZLER PKWY N NEVADA CIR N 93RD AVE N NEVADA CT N NEVADA AVE N NEVADA CIR N 92ND TR N 90TH TR N MARYLAND AVE N LOUISIANA AVE N 91ST TR N 90TH AVE N 92ND AVE N KENTUCKY AVE N SETZLER CT N 92ND CT N The 93rd Avenue station is currently dominated by employment uses with large scale offi ce and industrial uses located predominantly on the west side of West Broadway. The building massing of the employment uses should make it convenient for employees to utilize the transit station. One small retail use (gas station) is located just north of the proposed station. Employment uses are generally one story uses. The northeast quadrant is largely vacant with the exception of a large industrial use at the outer edge of the walkshed. The City of Brooklyn Park s Comprehensive Plan has guided the vacant land for Business Park. The southeast quadrant contains existing single family residential development with the exception of a large vacant parcel in the immediate southeast corner of 93rd Avenue and West Broadway. Signage on the site indicates that it is the future home of a large expansion for the existing religious institution. The trail system in this area is limited, but a critical segment is in place which connects the proposed station to the areas north of Hwy 610. Station Area Conditions Analysis A1-9

12 93RD AVENUE STATION VALUATION 97TH AVE N STATE HWY NO 610 The 93rd Avenue station has several large, vacant or lightly developed properties in close proximity to the station with attractive valuations. In general, commercial/industrial properties in this area are still at the early stages of their useful life and therefore moderately to high valued. There is a pocket of seven homes to the southeast of the 92nd Avenue and West Broadway intersection that are in close proximity to the proposed station and have extraordinarily long lots which reduces their valuation per square foot signifi cantly due to the small amount of lot coverage. However, these lots are not considered potential redevelopment sites because the undeveloped portions of the lots appear to be a large wetland. STATE HWY NO 169 XYLON AVE N 93RD AVE N WINNETKA AVE N WYOMING AVE N 92ND AVE N WEST BROADWAY "2 93rd Avenue Station 93RD AVE N 92ND TR N MARYLAND AVE N LOUISIANA AVE N 92ND AVE N 91ST TR N KENTUCKY AVE N 92ND CT N Bottineau Station "2Bottineau Line 10-Minute Walking Extent Park, Recreational or Preserve Golf Course Water Total Estimated Market Value per Square Foot Up to $5 $5 to $10 $10 to $15 $15 to $20 More than $20 SETZLER PKWY N NEVADA CIR N NEVADA CT N NEVADA AVE N 90TH TR N SETZLER CT N μ ,400 Feet 89TH AVE N NEVADA CIR N 90TH AVE N Figure A1.6-93rd Avenue Station Valuation A1-10 Station Area Conditions Analysis

13 93RD AVENUE STATION 97TH AVE N STATE HWY NO 610 FOCUS AREAS STATE HWY NO Ac. XYLON AVE N 93RD AVE N WINNETKA AVE N WYOMING AVE N Ac. 92ND AVE N WEST BROADWAY " Ac. 93rd Avenue Station Ac. 93RD AVE N 92ND TR N MARYLAND AVE N LOUISIANA AVE N 92ND AVE N 91ST TR N KENTUCKY AVE N 92ND CT N The 93rd Avenue station area is located on the south side of Hwy 610 from the Oak Grove Parkway station and Target Campus. Although the 93rd Avenue station has already been substantially developed with one story offi ce/industrial buildings in three quadrants and single family residential in the fourth, there are still large tracts of undeveloped land available. The introduction of a transit station into an employment center can provide benefi ts to the local businesses by expanding the pool of workers who would be attracted to the location. However, large, one story offi ce/ industrial buildings can also be barriers to pedestrians if they block a direct path to their destinations. If convenient pathways around and through sites of this type are not identifi ed, pedestrians will often make their own paths through parking lots, over berms, etc. which is not ideal and can lead to confl ict. "2Bottineau Station Bottineau Line 10-Minute Walking Extent Study Area Boundaries μ Feet 89TH AVE N SETZLER PKWY N NEVADA CIR N NEVADA CT N NEVADA AVE N NEVADA CIR N 90TH TR N 90TH AVE N SETZLER CT N Businesses may also fi nd that they have to treat their parking areas differently. On the one hand, parking needs may decline as more of the workforce arrives via transit. On the other hand, there may be increased strain on the parking fi elds as commuters attempt to use a business s parking lot as an unsanctioned park and ride. Figure A1.7-93rd Avenue Station Focus Areas Station Area Conditions Analysis A1-11

14 AREA 1 Size: acres This large, undeveloped tract of land is on the outer edge of the walkshed and therefore should be effectively connected to the station via trails to encourage non-motorized use to extend to this area. Area 1 Much as at the 97th Avenue station, there will be challenges to balance short term, highway oriented, market demands with long term transit oriented demands. However, given the distance to the 93rd Avenue station and the fact that this focus area will be separated from the station by existing, suburban style employment areas, it is anticipated that the highway oriented market forces will likely have more strength. AREA 2 Size: 6.97 acres This large, undeveloped tract is positioned for more employment development. Given the linear nature of the site and its connection to ponding areas to the east, the development of this site could provide an opportunity to introduce a strong E W trail connection that could serve Focus Area 1. This property is controlled by an adjacent property owner who intends to use it for future expansion. Area 2 A1-12 Station Area Conditions Analysis

15 AREA 3 Size: acres Given it size, undeveloped state and proximity to Hwy 610, this focus area has the most potential in this station area to introduce a transit oriented development pattern. The Comprehensive Plan indicates that the northern edge of this site is guided for Mixed Use and the area closest to the station area is designated for Business Park. There could be market pressure to adjust the uses on the site so that the mixed use areas are closer to benefi ts of the station area and further from the negatives of the highway. Following the opening of the transit station, there could also be market pressure under the Business Park designation to develop multi-story employment uses (such as offi ce), although given the proximity to the Target campus and regional highways, it is unlikely that this focus area will still be vacant at the time of the opening of the transit line. Area 23 AREA 4 Size: 4.17 acres This focus area is currently owned by a church and on-site signage indicates there are substantial expansion plans for the site. However, the current condition of the site does not indicate any active development activity. If the church plans come to fruition, it would be benefi cial if the site plan were designed in a porous fashion to provide easy pedestrian access between the station and the residential areas in the SE quadrant. Absent the church use, this site could experience mixed use pressure due to the proximity to the station, residential neighborhoods, employment and manageable project size. Area 24 Station Area Conditions Analysis A1-13

16 93RD AVENUE STATION UTILITIES 97TH AVE N STATE HWY NO 610 Based on meetings and other correspondence with City staff (primarily in 2012), following is a brief summary of identifi ed infrastructure issues for fi ve station areas. The scope of infrastructure encompasses primarily City, County, and privately-owned commercial infrastructure. LRT infrastructure is not addressed here. Regional wastewater capacity issues could arise in twenty or so years in northern Brooklyn Park. Metropolitan Council Environmental Services has identifi ed improvements required to meet future demand in this area, including the completion of river crossings and tunneling of new interceptors. Electrical transmission line along the west side of West Broadway/ County Road 103 will be relocated in conjunction with a roadway project. New interchange at 169/93rd is under construction in STATE HWY NO 169 XYLON AVE N 93RD AVE N WINNETKA AVE N WYOMING AVE N 92ND AVE N WEST BROADWAY "2 93rd Avenue Station 93RD AVE N NEVADA CT N 92ND TR N MARYLAND AVE N LOUISIANA AVE N 92ND AVE N 91ST TR N KENTUCKY AVE N 92ND CT N μ 0 "2 Bottineau Station Bottineau Line 10-Minute Walking Limit Municipal Water Lines Sanitary Sewer Lines Storm Sewer Lines 700 1,400 Feet 89TH AVE N Figure A1.8-93rd Avenue Station Utilities SETZLER PKWY N NEVADA CIR N NEVADA AVE N NEVADA CIR N 90TH TR N 90TH AVE N SETZLER CT N A1-14 Station Area Conditions Analysis

17 MARYLAND AVE N IDAHO AVE N HAMPSHIRE AVE N KENTUCKY AVE N ZEALAND AVE N XYLON CT N XYLON AVE N 89TH AVE N 85TH AVE N Office "2 Bottineau Station Commercial 82ND AVE N Transit Stop Industrial and Utility Transit Routes Institutional Bottineau Line Park/Recreational Sidewalk Golf Course Trail Airport 10-Minute Walking Limit Undeveloped Single Family Detached Open Water μ Multifamily Subsidized Housing ,400 Feet WYOMING AVE N 84TH AVE N WYOMING AVE N 83RD AVE N COLLEGE PARK DR N 81ST AVE N 85TH CT N 83RD CT N UTAH CT N Figure A1.9-85th Avenue Station Land Use SUMTER AVE N MAPLEBROOK CT N MAPLEBROOK PKWY N SUMTER CIR N RHODE ISLAND DR N 83RD AVE N 84TH AVE N QUEBEC CT N "2 WEST BROADWAY OREGON AVE N COLLEGE PKWY NEVADA AVE N 85th Avenue Station 89TH AVE N 88TH AVE N COLLEGE CT TESSMAN CIR N KENTUCKY AVE N CANDLEWOOD DR N JERSEY AVE N 88TH AVE N 87TH LA N 86TH LA N JERSEY AVE N CANDLEWOOD CIR N 83RD AVE N 84TH AVE N 83RD PL N 81ST PL N 81ST AVE N SHINGLE CREEK DR N TESSMAN FARM RD N HAMPSHIRE AVE N 85TH AVENUE STATION LAND USE The 85th Avenue station has a wide variety of uses in its walkshed. The largest single user is North Hennepin Community College which occupies the entire southeast quadrant and will soon be expanding into vacant land in the northeast quadrant. A neighborhood retail center is located at the station site and large scale retail (Mills Fleet Farm) is located at the western edge of the walkshed. Offi ce and industrial areas are also located on the edge of the walkshed. The residential uses in the station area walkshed are split between single family residential and mid-density multi-family uses. Some limited trail systems exist in public parks near the walkshed but would need to be extended in order to extend the non-motorized reach of the station in their present form. Station Area Conditions Analysis A1-15

18 89TH AVE N MARYLAND AVE N XYLON CT N 85TH AVE N IDAHO AVE N 84TH AVE N KENTUCKY AVE N 83RD PL N 83RD AVE N 83RD AVE N HAMPSHIRE AVE N 81ST PL N 81ST AVE N KENTUCKY AVE N 89TH AVE N 85TH AVENUE STATION OREGON AVE N WYOMING AVE N NEVADA AVE N JERSEY AVE N 88TH AVE N MAPLEBROOK CT N ZEALAND AVE N VALUATION 88TH AVE N XYLON AVE N TESSMAN FARM RD N TESSMAN CIR N 85th Avenue Station COLLEGE PKWY MAPLEBROOK PKWY N Developed portions of the 85th Avenue station area generally show moderate to strong valuations. There is some moderate valuation in the Sumter Avenue area, however, its close proximity to the proposed station should have a positive impact on property values. 87TH LA N 86TH LA N COLLEGE CT "2 HAMPSHIRE AVE N SUMTER CIR N 85TH CT N 84TH AVE N There are still lightly developed or vacant parcels at the edges of the walkshed that could be attractive development sites, particularly just south of the 85th Avenue and Wyoming Avenue intersection and south of 82nd Avenue. The Tessman Farm area is currently under active development. JERSEY AVE N SUMTER AVE N 84TH AVE N 83RD AVE N WEST BROADWAY RHODE ISLAND DR N CANDLEWOOD CIR N 83RD CT N 82ND AVE N "2 Bottineau Station Bottineau Line 10-Minute Walking Extent Park, Recreational or Preserve Golf Course Water COLLEGE PARK DR N QUEBEC CT N Total Estimated Market Value per Square Foot UTAH CT N WYOMING AVE N 81ST AVE N CANDLEWOOD DR N Up to $5 $5 to $10 $10 to $15 $15 to $20 More than $20 SHINGLE CREEK DR N μ ,400 Feet Figure A th Avenue Station Valuation A1-16 Station Area Conditions Analysis

19 "2 85TH AVENUE STATION 89TH AVE N Ac Ac. FOCUS AREAS The 85th Avenue station area is surrounded by land uses that appear to be very stable and therefore very little redevelopment is anticipated. There are some undeveloped tracts of land that still remain and it is anticipated that development pressures will be focused in those areas. MARYLAND AVE N XYLON CT N The area is anchored by North Hennepin Community College which is situated in a very convenient location for transit service. Some modifi cation of the northwest corner of campus could be benefi cial so that the campus would be even better connected to the future transit station. 85TH AVE N IDAHO AVE N 84TH AVE N KENTUCKY AVE N 83RD PL N 83RD AVE N 83RD AVE N HAMPSHIRE AVE N 81ST PL N 81ST AVE N Station Area Conditions Analysis A1-17 TESSMAN FARM RD N HAMPSHIRE AVE N KENTUCKY AVE N 89TH AVE N JERSEY AVE N 88TH AVE N 88TH AVE N 87TH LA N TESSMAN CIR N 86TH LA N COLLEGE CT JERSEY AVE N CANDLEWOOD CIR N 81ST AVE N CANDLEWOOD DR N SHINGLE CREEK DR N NEVADA AVE N 85th Avenue Station OREGON AVE N COLLEGE PKWY WEST BROADWAY Ac Ac. 84TH AVE N 83RD AVE N QUEBEC CT N MAPLEBROOK CT N ZEALAND AVE N WYOMING AVE N XYLON AVE N MAPLEBROOK PKWY N SUMTER CIR N 85TH CT N 84TH AVE N SUMTER AVE N RHODE ISLAND DR N 83RD CT N COLLEGE PARK DR N UTAH CT N "2 Bottineau Station 82ND AVE N Bottineau Line 10-Minute Walking Extent Study Area Boundaries WYOMING AVE N μ Feet Figure A th Avenue Station Focus Areas

20 AREA 1 Size: acres This is undeveloped land that is located on the outer edges of the walkshed. Depending on the type of development that occurs on this site, it may be benefi cial to make a strong trail connection from this focus area to 84th/85th Avenue because the site is pedestrian landlocked from the station by the townhome development/single family development to the east. When the southern edge of this site is developed, there will be a possible incentive to create unauthorized pathways through the townhomes/single family neighborhood in order to reach Sumter Avenue and shorter access to and from the station. Area 1 AREA 2 Size: 5.14 acres This is an existing neighborhood retail center that has valuation that is signifi cant enough that it will likely not be fully redeveloped. However, the site is very convenient to the transit station and could serve an important convenient retail use for the transit line. Retail uses would likely move to higher rent retail uses with the transit station. Currently, the center has several second tier tenants. The size and orientation of the shopping center raises the possibility that it could be transitioned to a more fully transit oriented center by redeveloping the area closest to the station and expanding the retail space through the reduction of the amount of parking available (as customer traffi c transitions from auto oriented to transit oriented customers). Currently, the center has already constructed retail space that is massed at the corner of 85th Avenue and Broadway Avenue. Unfortunately, the current orientation of the building turns its back on the future station and therefore would serve as a barrier without reconfi guration. Area 2 A1-18 Station Area Conditions Analysis

21 AREA 3 & AREA 4 Size: acres Size: 6.15 acres These focus areas are anticipated to largely be expansion space for the community college and create an opportunity to provide a better front door for the community college in relation to the transit station. The northwest corner of Area 3 is owned by Hennepin County for a potential library site and the remainder of Areas 3 and 4 is owned by the community college. The massing of the development of Area 3 will be particularly important because it needs to allow connectivity with the nearby residential areas. Currently, the design of the adjacent residential areas is diffi cult because the streets are designed with cul-de-sacs that will encourage unsanctioned crossings at the end of Oregon and Nevada Avenues. Area 23 If feasible, a diagonal trail connection through the open space between the Maryland Avenue and Tessman Circle neighborhoods would relieve some pedestrian pressure and extend the walkshed. If this trail connection can be established, it should carry through the development of Focus Area 3 to provide a direct link to the future station. Area 24 Station Area Conditions Analysis A1-19

22 89TH AVE N MARYLAND AVE N XYLON CT N 85TH AVE N IDAHO AVE N 84TH AVE N KENTUCKY AVE N 83RD PL N 83RD AVE N 83RD AVE N HAMPSHIRE AVE N 81ST PL N 81ST AVE N KENTUCKY AVE N 89TH AVE N 85TH AVENUE STATION OREGON AVE N WYOMING AVE N NEVADA AVE N JERSEY AVE N 88TH AVE N MAPLEBROOK CT N ZEALAND AVE N UTILITIES 88TH AVE N MAPLEBROOK PKWY N XYLON AVE N TESSMAN FARM RD N TESSMAN CIR N 85th Avenue Station COLLEGE PKWY Based on meetings and other correspondence with City staff (primarily in 2012), following is a brief summary of identifi ed infrastructure issues for fi ve station areas. The scope of infrastructure encompasses primarily City, County, and privately-owned commercial infrastructure. LRT infrastructure is not addressed here. 87TH LA N 86TH LA N COLLEGE CT College has talked about extending a skyway from the SE quadrant to the NE quadrant. "2 HAMPSHIRE AVE N SUMTER CIR N 85TH CT N 84TH AVE N Potential contamination in SW quadrant (former gas station). JERSEY AVE N SUMTER AVE N 84TH AVE N Electrical transmission line along the west side of West Broadway/ County Road 103 will be relocated in conjunction with a roadway project. 83RD AVE N WEST BROADWAY RHODE ISLAND DR N CANDLEWOOD CIR N 83RD CT N COLLEGE PARK DR N QUEBEC CT N UTAH CT N 82ND AVE N "2 Bottineau Station WYOMING AVE N 81ST AVE N CANDLEWOOD DR N SHINGLE CREEK DR N μ 0 Bottineau Line 10-Minute Walking Limit Municipal Water Lines Sanitary Sewer Lines Storm Sewer Lines 700 1,400 Feet Figure A th Avenue Station Utilities A1-20 Station Area Conditions Analysis

23 WEST BROADWAY OREGON AVE N LOUISIANA AVE N JANELL AVE N JERSEY AVE N IDAHO AVE N HAMPSHIRE AVE N HAMPSHIRE AVE N 81ST AVE N BROOKLYN BLVD STATION LAKELAND AVE N CO RD NO 81 XYLON AVE N "2 Bottineau Station Transit Stop Transit Routes Bottineau Line Sidewalk Trail 10-Minute Walking Limit Single Family Detached μ Multifamily 0 79TH AVE N RAILROAD TRKS WINNETKA AVE N 75TH AVE N Office Commercial Industrial and Utility Institutional Park/Recreational Golf Course Airport Undeveloped Open Water Subsidized Housing 700 1,400 Feet LAKELAND AVE N Figure A1.13- Brooklyn Boulevard Station Land Use JOLLY LA N 73RD AVE N "2 78TH CT N 79TH AVE N 78TH AVE N Brooklyn Boulevard Station 74TH WAY N BROOKLYN BLVD 76TH AVE N LOUISIANA AVE N 75TH CIR N 75TH AVE N 74TH AVE N ation KENTUCKY CIR N HARTKOPF LA N KENTUCKY AVE N IDAHO AVE N IDAHO CIR N IDAHO LA N 78TH AVE N 74 1/2 AVE N 74TH AVE N SHINGLE CREEK DR N 78TH AVE N 80TH AVE N 79TH AVE N IDAHO AVE N LAND USE The Brooklyn Boulevard station is the station area with the most retail activity at the present time. All four corners surrounding the station have signifi cant, suburban style retail activity with a wide variety of goods and services including restaurants, general merchandise, grocery and auto sales. The residential areas of the walkshed are all on the east side of West Broadway and consist of single family homes and suburban style multifamily developments. Most of the multi-family is at the eastern edge of the walkshed. The Park Haven Apartments is located east of Kentucky Avenue and contains 176 units with 123 of those units considered affordable for families. About three-quarters of a mile from the station (outside of the walkshed), the Evergreen Apartments has 22 of its 23 units considered affordable for families and disabilities. The western edge of the walkshed is limited by the railroad tracks and CR 81, although it does extend to the edge of the Anchor Block facility west of CR 81. On the northern edge of the walkshed is a large religious institution. There are some limited trails in the area at the present time, but none which would be expected to extend the non-motorized reach of the station in their present form. Station Area Conditions Analysis A1-21

24 WEST BROADWAY HAMPSHIRE AVE N OREGON AVE N LOUISIANA AVE N KENTUCKY AVE N HAMPSHIRE AVE N JERSEY AVE N IDAHO AVE N JANELL AVE N WINNETKA AVE N IDAHO CIR N 79TH AVE N CO RD NO 81 Brooklyn Boulevard Station 78TH AVE N BROOKLYN BLVD "2 76TH AVE N LOUISIANA AVE N JOLLY LA N RAILROAD TRKS 75TH AVE N 81ST AVE N BROOKLYN BLVD STATION SHINGLE CREEK DR N VALUATION 80TH AVE N LAKELAND AVE N 79TH AVE N IDAHO AVE N IDAHO LA N 78TH CT N XYLON AVE N 78TH AVE N As a major suburban commercial area, the valuations in the Brooklyn Boulevard station area are elevated and unlikely to support redevelopment in most areas. However, high valuation in suburban style retail centers does not in itself prevent use intensifi cation, as suburban style centers have large surface parking fi elds that can lend themselves to intensifi cation without the need to purchase existing core buildings. 78TH AVE N KENTUCKY CIR N Lower value properties are available on the edges of the walkshed, particularly north on West Broadway, west of the railroad tracks and along portions of Jolly Lane. 79TH AVE N 75TH AVE N 75TH CIR N 74TH WAY N LAKELAND AVE N 73RD AVE N 74TH AVE N HARTKOPF LA N 74 1/2 AVE N 74TH AVE N "2 Bottineau Station Bottineau Line 10-Minute Walking Extent Park, Recreational or Preserve Golf Course Water Total Estimated Market Value per Square Foot Up to $5 $5 to $10 $10 to $15 $15 to $20 More than $20 IDAHO AVE N μ ,400 Feet ation Figure A1.14- Brooklyn Boulevard Station Valuation A1-22 Station Area Conditions Analysis

25 "2 BROOKLYN BLVD STATION FOCUS AREAS OREGON AVE N LOUISIANA AVE N The Brooklyn Boulevard station area is dominated by three large retail shopping centers. The shopping centers are suburban in style with large surface parking lots. A valuable range of goods and services are available including grocery, general merchandise, restaurants, and car dealerships. WEST BROADWAY KENTUCKY AVE N JERSEY AVE N IDAHO AVE N JANELL AVE N WINNETKA AVE N Station Area Conditions Analysis A ST AVE N SHINGLE CREEK DR N 80TH AVE N IDAHO CIR N 79TH AVE N IDAHO AVE N 79TH AVE N 78TH AVE N IDAHO LA N 78TH CT N 78TH AVE N 78TH AVE N KENTUCKY CIR N Brooklyn Boulevard Station ation Ac Ac Ac Ac Ac Ac Ac. BROOKLYN BLVD 76TH AVE N LOUISIANA AVE N 75TH CIR N 75TH AVE N 74TH WAY N HAMPSHIRE AVE N 74TH AVE N HARTKOPF LA N 74 1/2 AVE N JERSEY AVE N 79TH AVE N "2 Bottineau Station Bottineau Line 10-Minute Walking Extent Study Area Boundaries 74TH AVE N μ Feet LAKELAND AVE N CO RD NO 81 XYLON AVE N JOLLY LA N RAILROAD TRKS ASPEN LA N LAKELAND AVE N 73RD AVE N Figure A1.15- Brooklyn Boulevard Station Focus Areas

26 FOCUS AREAS (CONT D) Residential valuations (on a per s.f. basis) in the station area are mixed. However, very little market pressure to redevelop single family residential uses is anticipated since there will be other opportunities for development and the single family uses in the most strategic locations are generally also those with the highest valuations. Therefore, it is anticipated that single family neighborhoods will be stable. Residential areas use a modifi ed grid format which generally provides better pedestrian connectivity than most suburban layouts. However, the 79th Avenue neighborhood (between Oregon and Louisiana) is effectively cut off from the station by the lack of a connection between 79th Avenue and 78th Avenue. AREA 1 Size: acres Area 1 includes the large site owned by a church and an adjacent vacant parcel to the north. The church s property is approximately one-third developed and sits within the walkshed. As the remainder of the site is developed, it could be benefi cial to create additional connectivity to the station. One possible new corridor could take advantage of the gap between the Rainbow Foods and the adjacent shopping center to serve those parts of Focus Area 1 that are more removed from Broadway. Area 2 1 Depending on the church s plans for their property, there appears to be a potentially signifi cant joint venture opportunity. The part of the site that lies south of 78th Avenue could be an excellent location for a structured parking deck that could serve several purposes with compatible times of peak parking. The church would be able to use the additional spaces to provide more convenient parking spaces for its congregation with peak activity on Sunday mornings when other parking demands are light. The transit station could use the spaces for park and ride with daytime peaks during the work week. The shopping center could potentially benefi t as well with after-hours peak periods. The location of a park and ride in this location would be close enough to the station that it would serve to build ridership, but it would be far enough away as to not serve as a barrier to transit oriented development. A1-24 Station Area Conditions Analysis

27 AREA 2 Size: acres This focus area is occupied by an industrial use with relatively low intensity of development. It lies at the outer edge of the walkshed and requires the crossing of CR 81, but could be a site to see some secondary redevelopment pressure after other sites have been redeveloped (particularly Focus Area 3). This would largely be due to the low intensity of existing development making the acquisition price more attractive than other potential sites. The attractiveness of this area for redevelopment will be assisted by strong trails along Brooklyn Boulevard and a pedestrian friendly intersection at CR 81. Area 2 AREA 3 Size: acres The sheer size of this site should generate development interest, but it may again be a secondary wave of demand after other changes have occurred in close proximity to the station. Investors will likely want to know they have a clear understanding of the posttransit marketplace before committing to an undertaking of this magnitude. Furthermore, large portions of the site consist of fi ll. Therefore, more work will need to be done to determine how much of it is actually buildable for structures or for the parking lots. As with the property to the north, the key to linking this site to the transit station will be to maintain a strong trail connection and pedestrian friendly intersection at CR 81. Area 23 Station Area Conditions Analysis A1-25

28 AREA 4, AREA 5 & AREA 6 Size: acres Size: 6.97 acres Size: acres These areas are all active, suburban style shopping centers with large surface parking lots between the stores and the future transit station. Area 2 4 Area 2 5 The value of these properties is such that redevelopment does not seem to be feasible. However, particularly in the case of Focus Areas 4 and 6 there could be substantial opportunities for intensifi cation in order to provide additional opportunities for property owners and more transit compatibility. Both Areas 4 and 6 have more than 600 feet of space between the station and their primary retail properties. There are some outlot properties in between, however, these can often be relocated as part of a shopping center transit intensifi cation. The key to intensifi cation will be to take advantage of the decreased needs for parking that comes with the introduction of a station and the strategic placement of some structured parking to create new pad sites close to the transit station that can be used to bridge the distance between the transit station and the main retail. Pedestrians will often avoid walking several hundred feet through a parking lot to reach a retail destination, no matter how attractive it may be. However, they will make that same walk with relative ease if they are traveling along a convenient corridor of other retail shops to maintain their interest. The design of any intensifi cation effort is key due to the complexities of balancing the interests of transit, auto oriented customers, existing retail and future retail. Creating a sense of place is of critical importance so that the retail becomes experiential and a destination for transit customers from throughout the corridor. If the scale of intensifi cation is daunting or there is substantial resistance, an interim step can be to encourage a better connection between the station and existing retail. Pedestrian corridors can be made through parking lots that provide a sense of place and visual interest. These corridors are more than just pedestrian sidewalks and refuges which are common in suburban shopping centers. Area 6 A1-26 Station Area Conditions Analysis

29 AREA 7 Size: 2.63 acres This unusually shaped site is within the walkshed and therefore could be a site for introduction of a residential use, although it may feel isolated and distant from the station. It is also a location that could also be used for public structured parking to capture park and ride trips on the edge of the walkshed and freeing up redevelopment areas within the current retail parking fi eld (that could still have a residential component on upper fl oors). Area 2 Station Area Conditions Analysis A1-27

30 WEST BROADWAY HAMPSHIRE AVE N OREGON AVE N LOUISIANA AVE N KENTUCKY AVE N HAMPSHIRE AVE N JERSEY AVE N IDAHO AVE N JANELL AVE N WINNETKA AVE N 81ST AVE N BROOKLYN BLVD STATION SHINGLE CREEK DR N UTILITIES "2 CANDLEWOOD DR 80TH AVE N IDAHO CIR N LAKELAND AVE N 79TH AVE N IDAHO AVE N 79TH AVE N CO RD NO 81 78TH AVE N Brooklyn Boulevard Station 78TH CT N Based on meetings and other correspondence with City staff (primarily in 2012), following is a brief summary of identifi ed infrastructure issues for fi ve station areas. The scope of infrastructure encompasses primarily City, County, and privately-owned commercial infrastructure. LRT infrastructure is not addressed here. IDAHO LA N XYLON AVE N 78TH AVE N 78TH AVE N KENTUCKY CIR N BROOKLYN BLVD Candlewood Drive should be extended to connect with 79th Avenue between Jolly Lane and County Road 81. Potential contamination on Anchor Block site and metal plating site. 79TH AVE N 76TH AVE N LOUISIANA AVE N 75TH AVE N 75TH CIR N JOLLY LA N RAILROAD TRKS 75TH AVE N 74TH WAY N LAKELAND AVE N 73RD AVE N 74TH AVE N HARTKOPF LA N 74 1/2 AVE N 74TH AVE N IDAHO AVE N ation μ 0 "2 Bottineau Station Bottineau Line 10-Minute Walking Limit Municipal Water Lines Sanitary Sewer Lines Storm Sewer Lines 700 1,400 Feet Figure A1.16- Brooklyn Boulevard Station Utilities A1-28 Station Area Conditions Analysis

31 SUMTER AVE N MARYLAND AVE N 66TH AVE N SUMTER AVE N RHODE ISLAND AVE N QUEBEC AVE N IRIS DR N ASTER DR N QUEBEC AVE N 63RD AVE N 65TH AVE N 64TH AVE N CARTISIAN AVE N LOUISIANA AVE N KENTUCKY AVE N LAKELAND AVE N DUTTON AVE N JERSEY AVE N 64TH AVE N "263rd Avenue Station CO RD NO 81 IDAHO AVE N 66TH AVE N GEORGIA AVE N FLORIDA AVE N EDGEWOOD AVE N 67TH AVE N 65TH AVE N 65TH AVE N HAMPSHIRE AVE N 64TH AVE N FOREST AVE N RONALD PL N EDGEWOOD AVE N DOUGLAS DR N DOUGLAS DR N 64TH AVE N COLORADO AVE N LAND USE 63RD AVENUE STATION The 63rd Avenue station area already has a good base of existing multifamily that is well positioned in relationship to the proposed station area. It also has an existing park and ride facility, making this one of the most transit ready of station areas. Just outside the walkshed, the Eden Park Apartments have 324 family units with 130 considered affordable and the Autumn Ridge Apartments have 366 family units with all 366 considered affordable. The parks are very well located for the support of TOD. Their location at the edges of the 10-minute walkshed is highly desirable since they are far enough away from the station to avoid interfering with the concentration of activity at the station, but they are close enough to easily provide amenity to support the residential development. 61ST AVE N 0 μ SUMTER PL 61ST AVE N 60TH AVE N RHODE ISLAND AVE N 59TH AVE N 62ND CT N "2 Bottineau Station Transit Stop Transit Routes Bottineau Line Sidewalk Trail 10-Minute Walking Limit Single Family Detached Multifamily QUEBEC AVE N 59TH PL N WEST BROADWAY 62ND AVE N QUEBEC AVE N Office Commercial Industrial and Utility Institutional Park/Recreational Golf Course Airport Undeveloped Open Water Subsidized Housing SHIRLEY PL N 700 1,400 Feet 60TH AVE N Figure A rd Avenue Station Area Land Use LOUISIANA AVE N KENTUCKY AVE N KENTUCKY AVE N RAILROAD TRKS BNSF RR JERSEY AVE N 61ST AVE N LOMBARDY LA IDAHO AVE N HAMPSHIRE AVE N ELMHURST AVE N 62ND AVE N FLORIDA AVE N 61ST AVE N LOMBARDY LA 60TH AVE N Although the existing development has some features which are already attractive for TOD, there are some residential areas that will likely experience development pressure in response to the transit station which will be discussed further in the valuation section. There are currently good sidewalk connections along 63rd Avenue but there might be a benefi t to extending sidewalks or trails down Louisiana so that it could better connect the station to the multifamily properties along this street. Making trail connections in addition to sidewalk connections can be helpful since it opens up larger areas for bicycle/ transit commuting. Extending a trail from the station to the existing trail at 62nd would open up the areas to the south. Station Area Conditions Analysis A1-29

32 MARYLAND AVE N VALUATION 63RD AVENUE STATION As mentioned in the land use section, there is an area that will likely see development pressure. The single family lots that front directly onto 63rd Avenue and West Broadway are diffi cult situations since single family homeowners generally prefer not to have homes that front directly onto major streets. This appears to be supported by the valuation map which shows signifi cantly lower property valuations for parcels that front on 63rd Avenue, as well as those properties between Broadway and the neighborhood that fronts on Maryland Avenue. The City s recent TOD plan also identifi ed these parcels as potential redevelopment sites. This public identifi cation and support can be valuable in redevelopment situations like this since the primary redevelopment challenge is often site acquisition. Without public involvement or coordination, redevelopment areas such as this tend to revert to a redevelopment pattern that is a series of smaller multifamily projects on 2 or 3 lots rather than a larger development that might provide greater public benefi ts. The valuation of the active distribution facility north of Aster Drive could one day attract redevelopment, particularly if pedestrian connections were improved to the north, such as an extension of the trail system. The industrial facility in question appears to be in active use and therefore any potential redevelopment of this site would likely be a very long term prospect. WINNETKA AVE N 66TH AVE N SUMTER AVE N 61ST AVE N SUMTER AVE N RHODE ISLAND AVE N SUMTER PL QUEBEC AVE N IRIS DR N ASTER DR N QUEBEC AVE N 61ST AVE N 59TH AVE N 62ND CT N Bottineau Station "2Bottineau Line 10-Minute Walking Extent Park, Recreational or Preserve Golf Course Water QUEBEC AVE N 60TH AVE N 59TH PL N 63RD AVE N WEST BROADWAY 62ND AVE N QUEBEC AVE N Total Estimated Market Value per Square Foot Up to $5 $5 to $10 $10 to $15 $15 to $20 More than $20 SHIRLEY PL N 65TH AVE N CARTISIAN AVE N μ ,400 Feet 64TH AVE N 60TH AVE N LOUISIANA AVE N LOUISIANA AVE N KENTUCKY AVE N LAKELAND AVE N DUTTON AVE N RAILROAD TRKS BNSF RR "2 KENTUCKY AVE N KENTUCKY AVE N JERSEY AVE N 65TH AVE N 64TH AVE N 63rd Avenue Station JERSEY AVE N CO RD NO 81 IDAHO AVE N 61ST AVE N LOMBARDY LA IDAHO AVE N HAMPSHIRE AVE N 66TH AVE N HAMPSHIRE AVE N GEORGIA AVE N 64TH AVE N FOREST AVE N RONALD PL N ELMHURST AVE N FLORIDA AVE N 62ND AVE N FLORIDA AVE N EDGEWOOD AVE N 67TH AVE N EDGEWOOD AVE N 61ST AVE N LOMBARDY LA 60TH AVE N DOUGLAS DR N 65TH AVE N DOUGLAS DR N 64TH AVE N COLORADO AVE N Figure A rd Avenue Station Area Valuation A1-30 Station Area Conditions Analysis

33 63RD AVENUE STATION UTILITIES QUEBEC AVE N KENTUCKY AVE N "2 This area was the subject of a recent 2011 TOD study and nothing was identifi ed related to utilities that differs from that study. CARTISIAN AVE N MARYLAND AVE N SUMTER AVE N Station Area Conditions Analysis A TH AVE N IDAHO AVE N JERSEY AVE N 66TH AVE N DOUGLAS DR N DUTTON AVE N 65TH AVE N 65TH AVE N EDGEWOOD AVE N GEORGIA AVE N 63rd Avenue Station 64TH AVE N LAKELAND AVE N 64TH AVE N 64TH AVE N FLORIDA AVE N HAMPSHIRE AVE N COLORADO AVE N DOUGLAS DR N EDGEWOOD AVE N FOREST AVE N RONALD PL N CO RD NO 81 RAILROAD TRKS BNSF RR LOUISIANA AVE N 61ST AVE N LOMBARDY LA IDAHO AVE N HAMPSHIRE AVE N IRIS DR N ASTER DR N 65TH AVE N 62ND AVE N FLORIDA AVE N 61ST AVE N LOMBARDY LA KENTUCKY AVE N 60TH AVE N JERSEY AVE N LOUISIANA AVE N ELMHURST AVE N KENTUCKY AVE N 66TH AVE N 64TH AVE N QUEBEC AVE N 63RD AVE N RHODE ISLAND AVE N SUMTER AVE N WEST BROADWAY 62ND CT N 62ND AVE N 61ST AVE N 61ST AVE N QUEBEC AVE N RHODE ISLAND AVE N SUMTER PL 60TH AVE N 60TH AVE N SHIRLEY PL N 59TH PL N QUEBEC AVE N 59TH AVE N μ 0 "2 Bottineau Station Bottineau Line 10-Minute Walking Limit Municipal Water Lines Sanitary Sewer Lines Storm Sewer Lines 700 1,400 Feet Figure A rd Avenue Station Area Utilities

34 EDGEWOOD AVE N DOUGLAS DR N VERA CRUZ AVE N DUDLEY AVE N BASS LAKE ROAD STATION LAKELAND AVE N ELMHURST AVE N 58TH AVE N LAND USE The Bass Lake Road station is characterized by a mixture of uses including large scale retail, single family, multi-family, industrial and park uses. There does not appear to be any subsidized housing in the immediate station area, although the Kentucky Lane Apartments lie just west of the 10 minute pedestrian radius. The Kentucky Lane Apartments consist of 51 affordable and 17 market rate units. Approximately one mile from the station, the Crystal Park Apartments have 36 family units with all the units considered affordable. The station is proposed to be located inside a very narrow strip of land between the railroad tracks and CSAH 81, which does not provide a lot of fl exibility in the immediate station area for features such as drop off or supportive development. The station site is immediately adjacent to the public park, multi-family and commercial uses. BASS LAKE RD BASS LAKE RD Bass Lake Road Station ZANE AVE N BRUNSWICK AVE N ADAIR AVE N 57TH AVE N VERA CRUZ AVE N "2 XENIA AVE N YATES AVE N WELCOME AVE N CO RD NO 81 WILSHIRE BLVD BNSF RR Potential Walking Connection LOUISIANA AVE N JERSEY AVE N CRYSTAL AIRPORT RD CLOVERDALE AVE N CLOVERDALE AVE N 58TH AVE N HAMPSHIRE AVE N CLOVERDALE AVE N 57TH AVE N KENTUCKY AVE N XENIA AVE N BRENTWOOD AVE N HAMPSHIRE AVE N JERSEY AVE N ADAIR AVE N WILLOW BEND UNITY AVE N UNITY AVE N 54TH AVE N 53RD AVE N ANGELINE AVE N HANSON CT N FLORIDA AVE N JERSEY AVE N IDAHO AVE N HAMPSHIRE AVE N GEORGIA AVE N 53RD AVE N 54TH AVE N LOUISIANA AVE N KENTUCKY AVE N WEST BROADWAY CP RAIL RR 52ND AVE N 51ST PL N 51ST AVE N LAKELAND AVE N CORVALLIS AVE N "2Bottineau Station Transit Stop Transit Routes Bottineau Line Trail 10-Minute Walking Extent Potential 10-Minute Walking Extent Subsidized Housing Properties Single Family Detached Multifamily Office Retail and Other Commercial Industrial and Utility Institutional Park, Recreational or Preserve Airport Undeveloped Open Water 50TH AVE N LAKELAND AVE N WELCOME AVE N μ ,400 Feet 50TH AVE N Figure A Bass Lake Road Station Land Use A1-32 Station Area Conditions Analysis

35 LAND USE CONT D A trail is located on the west side of CSAH 81 providing good non-motorized access from the north and south of the station area. The crossing of CSAH 81 is a challenge due to size and traffi c volume on this corridor. Just outside the 10 minute walkshed to the north is the Crystal Airport property. This property has been mentioned in the past as a potential large redevelopment site. If redevelopement were to occur on this site, it could contain TOD in the design of the airport redevelopment. However, the airport property could also indirectly support TOD closer to the station if it provided a place to relocate some existing uses away from the Bass Lake Road station and therefore open up redevelopment sites in close proximity to the station. The bulk of the retail uses were designed to orient to West Broadway and Bass Lake Road and are very auto-oriented which can create challenges for TOD. There have been some concerns identifi ed regarding the diffi culty of reaching the retail areas from the transit station due to the distance and pedestrian challenges along Bass Lake Road. However, it should be noted that if the primary pedestrian linkage between the retail area and the station is not Bass Lake Road, but an enhanced internal connection through the City Park and along 55th Avenue, the retail becomes much more accessible to the station and the 10 minute walkshed is extended signifi cantly to the south and west. The existing multi-family uses are well positioned to support TOD and should benefi t greatly from the future transit station. Additional multi-family might be attracted to the area if suitable sites could be acquired. Existing Multi-Family Use Potential Enhanced Pedestrian Connection Station Area Conditions Analysis A1-33

36 BASS LAKE ROAD STATION VALUATION Property values are varied in the station area, often with a high value property immediately adjacent to a lower value property. In general, most property values are high enough that they would likely need public fi nancial assisstance (TIF, abatement, etc.) to redevelop. This is a common situation in areas that are beginning to experience redevelopment activity. Some older properties (particularly industrial/ commercial) may become functionally obsolete and lose tenants over time which would lead to further decline in valuation and increase their redevelopment feasiblity. Currently, some industrial property near Hanson Court is a key pocket of lower valued properties that could attract redevelopment interest. Figure A1.21- Bass Lake Road Station Valuation A1-34 Station Area Conditions Analysis

37 BASS LAKE RD BASS LAKE RD "2 BASS LAKE ROAD STATION FOCUS AREAS Seven locations within the 10-minute walkshed were identifi ed as having potential to attract development interest. It should be remembered, that although an area is indicated as having the potential to attract development interest, this is just a measure of market forces and not an indication that development activity should occur in these areas. The policy on whether it is desirable to encourage or discourage market forces in an area is a local policy decision that will be addressed in the community s station area planning process, not at the pre-planning stage. EDGEWOOD AVE N DOUGLAS DR N Station Area Conditions Analysis A TH AVE N DUDLEY AVE N JERSEY AVE N CRYSTAL AIRPORT RD 58TH AVE N 58TH AVE N LAKELAND AVE N ELMHURST AVE N Bass Lake Road Station Ac Ac. ZANE AVE N BRUNSWICK AVE N ADAIR AVE N CLOVERDALE AVE N CLOVERDALE AVE N 57TH AVE N VERA CRUZ AVE N KENTUCKY AVE N WELCOME AVE N YATES AVE N XENIA AVE N WELCOME AVE N XENIA AVE N 57TH AVE N CLOVERDALE AVE N 57TH AVE N HAMPSHIRE AVE N ADAIR AVE N WILLOW BEND UNITY AVE N Ac Ac. WILSHIRE BLVD CO RD NO 81 Potential Walking Connection UNITY AVE N LOUISIANA AVE N 54TH AVE N 54TH AVE N Ac. 53RD AVE N ANGELINE AVE N BNSF RR HANSON CT N 53RD AVE N FLORIDA AVE N JERSEY AVE N IDAHO AVE N HAMPSHIRE AVE N GEORGIA AVE N LOUISIANA AVE N KENTUCKY AVE N WEST BROADWAY CP RAIL RR 52ND AVE N 52ND AVE N 51ST PL N BERNARD AVE N 51ST AVE N LAKELAND AVE N LAKELAND AVE N CORVALLIS AVE N Study Area Boundaries 10-Minute Walking Extent Potential 10-Minute Walking Extent μ ,400 Feet 50TH AVE N Figure A Bass Lake Road Station Focus Areas

38 AREA 1 Size: 1.84 acres This site has good retail visibility on both CSAH 81 and Bass Lake Road and will be well located in relation to the proposed station. Developer interest will likely still be in the retail or mixed use categories, but could see some densifi cation of the use. Area 1 AREA 2 Size: 2.72 acres This site contains retail uses. The mix of retail uses appears to be the types of uses that locate in lower rent centers which could provide development incentive to either upgrade the existing centers or redevelop them. One site constraint that applies pressure to redevelopment feasibility is the lack of depth on the commercial lots. Area 2 A1-36 Station Area Conditions Analysis

39 AREA 3 Size: acres This site is currently occupied by City ballfi elds, parking lots and tennis courts and therefore would not be available to a developer without cooperation from the City of Crystal. Although this is a signifi cant public park asset, the extremely close proximity to the station as well as the large size of the site, makes this a unique site that could attract development interest. Market forces could be strong enough to support the expense of relocation (and possible expansion) of the park facilities in a nearby location, such as the airport property. AREA 4 Size: 8.42 acres This site contains the Crystal Gallery Mall. Retail vacancy in this mall has been gradually increasing for many years even as adjacent shopping centers have stayed relatively full. This may be related to the mall s design which does not offer direct entrances from the parking lot into each tenant space. If this mall is renovated with direct entrances then vacancy might decline and the mall would remain for the foreseeable future. However, if such changes do not occur then market forces may cause the mall to become an attractive redevelopment site. AREA 5 Size: 27.2 acres This site is at the outer edge of the 10 minute walkshed and therefore would likely not be an early redevelopment target unless a developer needed a large site. They would likely attempt to acquire the City park property before looking at redevelopment of this site due to the increased costs and complexity with acquisition of this area. Station Area Conditions Analysis A1-37

40 BASS LAKE ROAD STATION UTILITIES Based on meetings and other correspondence with City staff (primarily in 2012), following is a brief summary of identifi ed infrastructure issues for fi ve station areas. The scope of infrastructure encompasses primarily City, County, and privately-owned commercial infrastructure. LRT infrastructure is not addressed here. The utilities in the Bass Lake Road station area are generally in good condition due to the recent major infrastructure projects related to the reconstruction of Hwy 81. Potable water and sewer capacities are good for the developed areas. The storm sewer system has some capacity issues which were partially addressed with some of the recent infrastructure upgrades, but there are still some diffi cult locations. No major fl ooding problems exist. A street connection between Douglas Drive and Hanson Court would be desirable but is diffi cult to accomplish. Potential contaminated sites, including an old auto parts location. If the entire Crystal Airport were to redevelop, there would likely need to be upgrades to infrastucture, but that analysis would occur in relation to that future project. Figure A Bass Lake Road Station Utilities A1-38 Station Area Conditions Analysis

41 "2 ROBBINSDALE STATION 44 1/2 AVE N LAND USE TOLEDO AVE N As a former streetcar stop, Downtown Robbinsdale is already confi gured for transit with a well located mixed use district as well as surrounding smaller lot single family residential. TOD changes in this area will likely be more modest and site specifi c rather than large scale changes in land use. When the corridor begins operation (and as the current bus service grows), there may be some shift in development emphasis and pedestrian traffi c patterns so that they orient more towards the station than is currently the case. GRIMES AVE N FRANCE AVE N EWING AVE N 42ND AVE N 43RD AVE N PERRY AVE N QUAIL AVE N The area north of 42nd Avenue between Hwy 100 and CSAH 81 has an isolated feel in some areas and is likely negatively affected by the amount of road and rail transportation running through this relatively small area. SCOTT AVE N REGENT AVE N Hwy 100 creates a signifi cant barrier to the west and existing development patterns and grades make it diffi cult to get sites that are visible from Hwy 100. This limits retail benefi ts from the traffi c on Hwy 100. NOBLE AVE N LEE AVE N ORCHARD AVE N 38TH AVE N MADALYN PL PARKER GREEN EWING AVE N VERA CRUZ AVE N GRIMES AVE N INDIANA AVE N 45TH AVE N PARKER TR SCOTT PATH SCOTT CT MAJOR AVE N PERRY AVE N ORCHARD AVE N SCOTT AVE N QUAIL AVE N Station Area Conditions Analysis A1-39 FRANCE AVE N FRANCE AVE N HALIFAX AVE N 45TH AVE N LAKE DR ISLEMOUNT PL LAKEVIEW AVE N LAKELAND AVE N Robbinsdale Station SHORELINE DR LAKE RD CO RD NO 81 WEST BROADWAY LAKE CUR 40TH AVE N BNSF RR LAKELAND AVE N HUBBARD AVE N 37TH AVE N HALIFAX AVE N INDIANA AVE N JUNE AVE N 36TH AVE N 45 1/2 AVE N 44TH AVE N TWIN OAK LA UNITY AVE N ROBIN AVE N ROBIN CIR MILDRED PL TWIN OAK DR 42ND AVE N HALIFAX AVE N 41ST AVE N 40 1/2 AVE N 40TH AVE N MAJOR AVE N LAKELAND AVE N 43RD AVE N WELCOME AVE N 41ST AVE N STATE HWY NO TH AVE N XENIA AVE N VERA CRUZ AVE N 42 1/2 AVE N RAILROAD AVE N 41ST AVE N 40 1/2 AVE N 39 1/2 AVE N 39TH AVE N HALIFAX AVE N 38TH AVE N 37TH AVE N GRIMES AVE N 45TH AVE N UNITY AVE N 43RD AVE N 42 1/2 AVE N 40TH AVE N VERA CRUZ AVE N UNITY AVE N XENIA AVE N 40TH AVE N 40TH AVE N TOLEDO AVE N WELCOME AVE N 38TH AVE N 37TH AVE N "2Bottineau Station Transit Stop Transit Routes Bottineau Line Trail 10-Minute Walking Extent Subsidized Housing Properties Single Family Detached Multifamily Office Retail and Other Commercial Industrial and Utility Institutional Park, Recreational or Preserve Airport Undeveloped Open Water μ ,400 Feet XENIA AVE N 35TH AVE N Figure A Robbinsdale Station Land Use

42 The Robbinsdale Station area has several subsidized projects, primarily focused on senior or disabled housing. With the exception of the Robbins Way project, all of the projects are inside or very near the 10-minute walkshed. 267 Subsidize Senior/Disabled Units - Lilac Pkwy Apts 48 units - The Cunningham 25 units - Copperfi eld Hill 84 units - Robbins Landing 110 units 94 Subsidized General Occupancy Units - Robbins Way 36 units - Bridgeway Apts ~48 units - Community Involvement Program - 10 units ROBBINSDALE STATION VALUATION Development decisions made a century ago to support transit can still be seen in valuation and land use patterns. The Robbinsdale station area has some of the most consistently high valued single family residential properties on a per square foot basis. Valuation makes this one of the most challenging areas on the corridor to redevelop because of the high costs of acquisition. Fortunately, the historic transit oriented land use pattern greatly reduces the need for signifi cant redevelopment of public infrastructure. The City of Robbinsdale has actively been supporting development and redevelopment in this area for many years and has actively been developing enhanced streetscapes and supporting redevelopment that has supported the valuation in this area. Continued... A1-40 Station Area Conditions Analysis

43 44 1/2 AVE N TOLEDO AVE N GRIMES AVE N FRANCE AVE N EWING AVE N 42ND AVE N 43RD AVE N PERRY AVE N QUAIL AVE N SCOTT AVE N REGENT AVE N NOBLE AVE N LEE AVE N ORCHARD AVE N 38TH AVE N MADALYN PL PARKER GREEN EWING AVE N VERA CRUZ AVE N GRIMES AVE N INDIANA AVE N 45TH AVE N PARKER TR SCOTT PATH SCOTT CT MAJOR AVE N PERRY AVE N ORCHARD AVE N SCOTT AVE N QUAIL AVE N HALIFAX AVE N 45TH AVE N LAKE DR ISLEMOUNT PL LAKEVIEW AVE N LAKELAND AVE N Robbinsdale Station SHORELINE DR LAKE RD CO RD NO 81 WEST BROADWAY LAKE CUR 40TH AVE N BNSF RR LAKELAND AVE N HUBBARD AVE N 37TH AVE N HALIFAX AVE N INDIANA AVE N JUNE AVE N 36TH AVE N ROBBINSDALE STATION VALUATION CONT D The area that is north of 42nd Avenue North between Downtown and Hwy 100 is showing some signs of valuation decline, particularly in the wedge between the railroad tracks and West Broadway. Having single family lots between these two signifi cant transportation facilities is not an ideal land use for that type of location and therefore property values could have trouble keeping pace with other nearby neighborhoods for the long term. Another pocket of lower valued properties on a per square foot basis is north of 40th Avenue and west of Regent Avenue where the terrain and development pattern has resulted in much larger single family lots than the surrounding neighborhood. "2 Station Area Conditions Analysis A /2 AVE N 44TH AVE N TWIN OAK LA UNITY AVE N ROBIN AVE N ROBIN CIR MILDRED PL TWIN OAK DR 42ND AVE N HALIFAX AVE N 41ST AVE N 40 1/2 AVE N 40TH AVE N MAJOR AVE N LAKELAND AVE N 43RD AVE N WELCOME AVE N 41ST AVE N STATE HWY NO TH AVE N XENIA AVE N VERA CRUZ AVE N 42 1/2 AVE N RAILROAD AVE N 41ST AVE N 40 1/2 AVE N 39 1/2 AVE N 39TH AVE N HALIFAX AVE N 38TH AVE N FRANCE AVE N FRANCE AVE N 37TH AVE N GRIMES AVE N 45TH AVE N UNITY AVE N 43RD AVE N 42 1/2 AVE N 40TH AVE N VERA CRUZ AVE N UNITY AVE N XENIA AVE N 40TH AVE N 40TH AVE N TOLEDO AVE N WELCOME AVE N 38TH AVE N Total Estimated Market Value per Square Foot 37TH AVE N "2 Bottineau Station Bottineau Line 10-Minute Walking Extent Park, Recreational or Preserve Golf Course Water Up to $5 $5 to $10 $10 to $15 $15 to $20 More than $20 μ ,400 Feet XENIA AVE N 35TH AVE N Figure A Robbinsdale Station Valuation

44 44 1/2 AVE N TOLEDO AVE N GRIMES AVE N FRANCE AVE N EWING AVE N 42ND AVE N 43RD AVE N QUAIL AVE N PERRY AVE N SCOTT AVE N REGENT AVE N NOBLE AVE N LEE AVE N ORCHARD AVE N 38TH AVE N MADALYN PL PARKER GREEN EWING AVE N VERA CRUZ AVE N GRIMES AVE N INDIANA AVE N 45TH AVE N PARKER TR SCOTT PATH SCOTT CT MAJOR AVE N PERRY AVE N SCOTT AVE N QUAIL AVE N 45 1/2 AVE N ROBBINSDALE STATION HALIFAX AVE N 45TH AVE N 45TH AVE N 44TH AVE N FOCUS AREAS LAKE DR Robbinsdale Station Because so much of the Robbinsdale station area is already developed with transit compatible development, the areas of focus are far more scattered and smaller in scale than at most station areas. For this reason, the number of focus areas in Robbinsdale is larger (13 focus areas), but the actual acreage involved is much smaller for most sites Ac Ac Ac Ac. " Ac Ac Ac Ac Ac. UNITY AVE N ROBIN AVE N ROBIN CIR UNITY AVE N MILDRED PL TWIN OAK LA TWIN OAK DR LAKELAND AVE N 43RD AVE N WELCOME AVE N SHORELINE DR LAKE RD CO RD NO 81 WEST BROADWAY 41ST AVE N STATE HWY NO TH AVE N XENIA AVE N ISLEMOUNT PL VERA CRUZ AVE N 42 1/2 AVE N 42ND AVE N LAKEVIEW AVE N HALIFAX AVE N 41ST AVE N LAKE CUR 40TH AVE N 40 1/2 AVE N 40TH AVE N MAJOR AVE N LAKELAND AVE N 39 1/2 AVE N VERA CRUZ AVE N UNITY AVE N XENIA AVE N 41ST AVE N 40TH AVE N 40TH AVE N 40TH AVE N LAKELAND AVE N HALIFAX AVE N BNSF RR TOLEDO AVE N WELCOME AVE N 39TH AVE N HUBBARD AVE N 38TH AVE N 38TH AVE N 37TH AVE N 37TH AVE N HALIFAX AVE N INDIANA AVE N 37TH AVE N JUNE AVE N FRANCE AVE N FRANCE AVE N Study Area Boundaries 10-Minute Walking Extent 36TH AVE N XENIA AVE N GRIMES AVE N μ ,600 Feet 35TH AVE N Figure A1.26- Robbinsdale Station Focus Areas A1-42 Station Area Conditions Analysis

45 AREA 1 Size: 2.17 Acres This site is a pocket of upper value homes that have larger lots which reduces the per square foot cost across the entire site acreage of acquisition for redevelopment in spite of the home value. It is at the outer edge of the 10 minute walkshed and requires a crossing of CSAH 81 which minimizes the impact of the transit station on redevelopment for this site. However, the site has a unique attribute in that it is within the 10 minute walkshed and also has lake frontage, which is a rare combination for TOD. It is possible that this unique combination of factors would interest a developer to propose some sort of residential concept that takes advantage of this combination or some other intensifi cation of the use such as substantial upgrade/expansion of the single family homes. Given the scarcity of lake frontage, it is unlikely that enough property could be consolidated to change the use, so single family home upgrade and expansion is the most likely scenario. AREA 2 Size: 4.22 Acres This site is currently occupied by single family homes and is a challenging environment for this use due to the close proximity of the railroad tracks, Broadway Avenue and Highway 100. In addition, as the properties move further to the northwest (closer to Hwy 100), the railroad tracks and Broadway Avenue converge which reduces the depth of the lots and providing less of a buffer from the railroad. These challenges can be seen in the lower per square foot valuation of the properties on the west side of Broadway, although some of that per square foot valuation difference is due larger lots in the areas closer to 42nd Avenue. Station Area Conditions Analysis A1-43

46 AREA 3 Size: 1.45 Acres This site contains several older retail buildings including some that are beginning to show their age and appear to be generating a low amount of retail traffi c. The design character of some buildings is more quasi-industrial than the Main Street character on the other side of 42nd Avenue. Retail access can be challenging due to the perceived complexity of turning movements, given the median, railroad tracks and turn in 42nd Avenue. As with Area 3, the site is in close proximity to the transit station and has access to a signalized intersection for crossing 42nd Avenue which minimizes 42nd Avenue as a pedestrian barrier. Area 3 AREA 4 Size: 1.6 Acres This site consists of a small number of single family structures that face 42nd Avenue with access provided by a rear alley. The character of these lots is not ideal for single family homes due to the amount of traffi c on 42nd Avenue and there has already been some conversion to non-residential uses with the evolution into a dentist and chiropractor offi ce. Redevelopment pressure could occur beyond the designated focus area to include more lots along the southern half of 42½ Avenue in order to put together a site with more lot depth, although the higher per s.f. costs of houses on 42½ Avenue could complicate any efforts along those lines. 42nd Avenue is a much more signifi cant pedestrian barrier in this location and there is not a protected pedestrian crossing between this focus area and the transit station. This could be an area of concern because it may limit the redevelopment potential of this site and could also create a pedestrian safety concern since pedestrians north of 42nd Avenue and west of the railroad tracks will be tempted to cross 42nd Avenue at an uncontrolled intersection, rather than walking two blocks out of their way to utilize the signal at Broadway Avenue. A1-44 Station Area Conditions Analysis

47 AREA 5 Size: 1.95 Acres This site would likely be the one that would receive the most initial attention due to its superb proximity to the station, large size and visibility from both the station and 42nd Avenue. It has the potential to be a key anchor development site geared towards residential or mixed vertical mixed use development. The size of the site may also facilitate the inclusion of a joint use public parking facility as a key component of the development. A substantial amount of this site (0.89 acres) is owned by public entities. AREA 6 & Size: 0.48 Acres AREA 7 Size: 0.3 Acres These two areas (7 and 8) are adjacent block faces that serve as the rear of buildings that front on Broadway Avenue. The areas are dominated by surface parking. Given the location of the transit station, it may be desirable to encourage redevelopment/intensifi cation along Hubbard Avenue so that there is a more fi nished, front door appearance to the block faces across Hubbard Avenue from the station. Area 6 Key challenges to any intensifi cation efforts will be to work closely with the existing businesses to ensure it does not signifi cantly harm them and ideally provides benefi t as well (expansion space, larger customer base, improved visibility, etc.). Key items to address in infi ll situations like this include replacement of parking in convenient locations (such as a parking deck adjacent to the transit station); accommodation for rear entrances, delivery and waste handling; and sharing or relocating utility services. Although the lots include the buildings that face on Broadway Avenue, they are not included in the potential redevelopment, since it is assumed the city would seek to preserve those Broadway facing structures. The parking lots and small buildings that were designed to be in the rear position may take on increased exposure with their front door to the transit station and reduced need for individual tenant parking with the addition of transit service and shared parking. Station Area Conditions Analysis A1-45

48 AREA 8 Size: 0.91 Acres These are very small infi ll sites that could see value escalation because of their lower square foot values and adjacency to the station area (assuming there will be reasonable station access from Railroad Avenue to serve the neighborhood west of the tracks). It is anticipated that any higher value interest would be for expansion of the existing single family uses, either by current or future owners. The site does not seem to be well suited for non-residential uses. AREA 9 Size: 1.38 Acres This area is a small enclave of homes that are impacted by the railroad and the Sacred Heart properties. It could attract interest for residential intensifi cation due to its proximity to the station, lower per square foot valuation and the scale of the building massing on the Sacred Heart properties. A1-46 Station Area Conditions Analysis

49 YORK AVE N KYLE AVE N LEGEND LA LEGEND DR BRIDGEWATER RD INDIANA AVE N DRESDEN LA HIDDEN LAKES PKWY WATERFORD DR BNSF RR BASSETT CREEK DR MARY HILLS DR "2 Bottineau Station Transit Stop Transit Routes Bottineau Line Sidewalk Trail 10-Minute Walking Limit Single Family Detached μ Multifamily 0 WOODLAND TR WATERFORD CT SKYLINE DR FRANCE AVE N KEWANEE WAY MCNAIR DR RAILROAD TRKS BONNIE LA Office Commercial Industrial and Utility Institutional Park/Recreational Golf Course Airport Undeveloped Open Water Subsidized Housing 700 1,400 Feet 26 1/2 AVE N Golden Valley Road Station Figure A1.27- Golden Valley Road Station Land Use MCNAIR DR CRESTVIEW AVE MERIDIAN DR 27TH AVE N 26TH AVE N PARKVIEW BLVD BYRD AVE N MERIDIAN DR "2 TERRACE LA ABBOTT AVE N MANOR DR ZENITH AVE N GLENWOOD PKWY ZEPHYR PL YORK AVE N VISTA DR ST MARGARET DR GLENWOOD PKWY XERXES AVE N GLENWOOD PKWY YORK AVE N XERXES AVE N WASHBURN AVE N 18TH AVE N WASHBURN AVE N THEODORE WIRTH PKWY MCNAIR AVE VINCENT AVE N 27TH AVE N 21ST AVE N UPTON AVE N GOLDEN VALLEY RD 17TH AVE N 14TH AVE N 26TH AVE N 24TH AVE N 23RD AVE N THOMAS AVE N 16TH AVE N WEST BROADWAY GOLDEN VALLEY RD STATION LAND USE The Golden Valley Road station is surrounded on four sides by open space or parkland. Theodore Wirth Park abuts the station to the south and west. To the northeast of the station, are Glenview Terrace Park and Valley View Park. The Mary Hills Nature Area runs northwest of the proposed station site. Just outside the open space are largely single family residential neighborhoods. Pesch Place is the only subsidized housing development in the walkshed. Pesch Place is a 5 unit project intended for residents with disabilities. About ½ mile from the station (and outside the walkshed) are two additional subsidized housing locations. St. Anne s is a senior housing development with 61 affordable units on 26th Avenue and there is a small (11 units) subsidized project for families on Golden Valley Road. Trail systems run in all four directions, which should provide opportunities for extending the impact of non-motorized trips to and from the station by encouraging bicyclists. Signifi cant grade changes occur in the walkshed which can limit pedestrian use. Signifi cant non-residential destinations within or just outside the walkshed include the Courage Center, the Minneapolis Clinic of Neurology, a fi re station and two houses of worship. One of these, St. Margaret Mary Church is strategically located across the street from the proposed station. Station Area Conditions Analysis A1-47

50 WEST BROADWAY 27TH AVE N THEODORE WIRTH PKWY 27TH AVE N GOLDEN VALLEY RD STATION UPTON AVE N YORK AVE N 26 1/2 AVE N BNSF RR 26TH AVE N ZENITH AVE N MANOR DR Golden Valley Road Station RAILROAD TRKS "2 THOMAS AVE N XERXES AVE N TERRACE LA 24TH AVE N PARKVIEW BLVD MCNAIR DR KEWANEE WAY DRESDEN LA VISTA DR BYRD AVE N KYLE AVE N 23RD AVE N BASSETT CREEK DR MCNAIR AVE INDIANA AVE N 21ST AVE N MARY HILLS DR ABBOTT AVE N MERIDIAN DR MCNAIR DR FRANCE AVE N VALUATION 26TH AVE N MERIDIAN DR Valuations in the Golden Valley station Area are generally moderate to high in this largely single family residential area. CRESTVIEW AVE A few pockets of low to moderate valuation per square foot exist in the areas adjacent to the parks and open space due to those homes having larger lot sizes than is typical in the neighborhood. GLENWOOD PKWY BONNIE LA LEGEND LA GLENWOOD PKWY LEGEND DR The parcel that is most directly positioned in relation to the station does not have a valuation since it is a tax exempt religious use. WASHBURN AVE N ZEPHYR PL GLENWOOD PKWY GOLDEN VALLEY RD 18TH AVE N YORK AVE N HIDDEN LAKES PKWY 17TH AVE N 16TH AVE N VINCENT AVE N WASHBURN AVE N WATERFORD CT XERXES AVE N "2 Bottineau Station Total Estimated Market Bottineau Line SKYLINE DR 10-Minute Walking Extent Park, Recreational or Preserve Golf Course Water Value per Square Foot BRIDGEWATER RD 14TH AVE N Up to $5 $5 to $10 $10 to $15 $15 to $20 More than $20 WATERFORD DR μ ,400 Feet WOODLAND TR Figure A1.28- Golden Valley Road Station Valuation A1-48 Station Area Conditions Analysis

51 YORK AVE N Ac. Figure A1.29- Golden Valley Road Station Focus Areas Ac. " Ac. Station Area Conditions Analysis A1-49 WEST BROADWAY 27TH AVE N THEODORE WIRTH PKWY 26TH AVE N UPTON AVE N 24TH AVE N 23RD AVE N MCNAIR AVE 21ST AVE N THOMAS AVE N GOLDEN VALLEY RD 17TH AVE N 16TH AVE N VINCENT AVE N 14TH AVE N WASHBURN AVE N 18TH AVE N WASHBURN AVE N XERXES AVE N XERXES AVE N 27TH AVE N YORK AVE N ABBOTT AVE N MERIDIAN DR 26TH AVE N ZENITH AVE N TERRACE LA MERIDIAN DR VISTA DR MANOR DR PARKVIEW BLVD ST MARGARET DR GLENWOOD PKWY GLENWOOD PKWY ZEPHYR PL GLENWOOD PKWY 26 1/2 AVE N MCNAIR DR FRANCE AVE N BNSF RR MCNAIR DR KEWANEE WAY DRESDEN LA BYRD AVE N KYLE AVE N CRESTVIEW AVE RAILROAD TRKS BASSETT CREEK DR INDIANA AVE N LEGEND LA MARY HILLS DR LEGEND DR Golden Valley Road Station HIDDEN LAKES PKWY WATERFORD CT SKYLINE DR "2 Bottineau Station Bottineau Line 10-Minute Walking Extent Study Area Boundaries WATERFORD DR BRIDGEWATER RD μ Feet GOLDEN VALLEY RD STATION FOCUS AREAS The Golden Valley station is extremely challenging from a redevelopment perspective and therefore it is anticipated that there may be little or no change in use due to the new transit station. The proposed transit station is located in an area that is surrounded by open space. The surrounding neighborhood is generally single family residential with elevated valuations. There is a signifi cant grade change between the station and areas west of the station which will also limit the attractiveness for redevelopment. Due to the many site constraints, sidewalks have had to be constructed so that they are narrow and against the curb along Golden Valley Road which can reduce the pedestrian experience and discourage pedestrian activity. The City has striped the driving lane so that it is towards the interior and not adjacent to the sidewalk, which improves the pedestrian experience. WOODLAND TR

52 AREA 1 Size: 5.71 acres Area 1 currently has a fi re station and single family homes located in a small area at the bottom of a signifi cant hill leading to the station. Fire stations are typically used for long time periods by cities and therefore it unlikely that this use would change unless the City of Golden Valley had a desire to use the fi re station site as a catalyst for the redevelopment of surrounding areas. Area 1 The signifi cant grade change and sidewalk/trail challenges between this site and the proposed station will likely limit its attractiveness for redevelopment in comparison to available competing sites along the corridor. If the area were to redevelop, it is anticipated that it would be a more intense residential use rather than a non-residential use. AREA 2 Size: acres Focus Area 2 is an existing church and the most attractive redevelopment site, based solely on the size of the site and its proximity to the station. The site would require users to use the Golden Valley Road/Wirth Parkway intersection in order to reach the station. The availability of redevelopment sites owned by religious organizations is uncertain. In most instances, these sites are not available as religious organizations often grow up with their neighborhoods over decades and there is a strong tie to the site. However, churches have been known to sell their sites if they no longer meet the needs of their congregations. Churches that have reduced or expanded over time will often sell their property if they can fi nd a nearby alternative site that will allow them to right size their facilities with their congregational needs. Area 2 As part of this study, there has been no indication that the existing church has any plans to relocate and therefore, this site may get developer interest, but likely not at the compensation levels that would be necessary to incentivize the church to relocate. A1-50 Station Area Conditions Analysis

53 If the use of the site does not change, it could still benefi t from the transit station. There is a large amount of the site dedicated to surface parking that could be intensifi ed with the use of structured parking (possibly through a park and ride partnership). If less of the site were used for parking, the church would be able to develop additional uses on site that might support its mission while also supporting TOD. AREA 3 Size: acres This existing single family neighborhood could attract interest because it is strategically located adjacent to the station and would be able to access the station without crossing any major roadways. Property values are mixed on a per s.f. basis, but due to large lots, many of the properties are attractively priced for redevelopment. This focus area is adjacent to one of the focus areas for the Plymouth Avenue station and has convenient access to both stations. Area 3 There are signifi cant grades in this area that likely make it more attractive for single family use than other forms of redevelopment. Therefore it is anticipated that the most likely impact of transit related market pressures will be to see increased private investment (i.e. major expansions or tear down and rebuilds of single family homes) rather than a change in use. Station Area Conditions Analysis A1-51

54 YORK AVE N WEST BROADWA 27TH AVE N THEODORE WIRTH PKWY GOLDEN VALLEY RD STATION 26 1/2 AVE N 27TH AVE N 26TH AVE N UPTON AVE N ZENITH AVE N MANOR DR RAILROAD TRKS "2 THOMAS AVE N XERXES AVE N PARKVIEW BLVD MCNAIR DR KEWANEE WAY BYRD AVE N BASSETT CREEK DR MCNAIR AVE 21ST AVE N GOLDEN VALLEY RD Golden Valley Road Station HIDDEN LAKES PKWY 17TH AVE N 16TH AVE N VINCENT AVE N YORK AVE N BNSF RR TERRACE LA VISTA DR WASHBURN AVE N BRIDGEWATER RD 14TH AVE N 24TH AVE N DRESDEN LA KYLE AVE N 23RD AVE N INDIANA AVE N MARY HILLS DR ABBOTT AVE N MERIDIAN DR MCNAIR DR FRANCE AVE N UTILITIES 26TH AVE N MERIDIAN DR ST MARGARET DR CRESTVIEW AVE Based on meetings and other correspondence with City staff (primarily in 2012), following is a brief summary of identifi ed infrastructure issues for fi ve station areas. The scope of infrastructure encompasses primarily City, County, and privatelyowned commercial infrastructure. LRT infrastructure is not addressed here. GLENWOOD PKWY BONNIE LA LEGEND LA GLENWOOD PKWY LEGEND DR Golden Valley Road is in poor condition. Three Rivers Park District wants a trail along the road. There is an opportunity to redesign for multi-modal. WASHBURN AVE N ZEPHYR PL GLENWOOD PKWY City staff would like parking at the station to prevent parking on residential side streets. Existing parking problems exist at Unity Church and the Courage Center. 18TH AVE N YORK AVE N 48-inch diameter water main runs through the station site. WATERFORD CT The City has safety concerns about the intersections of Golden Valley Road with Wirth Parkway, Regent and Noble. XERXES AVE N SKYLINE DR Existing stormwater issues along Bassett Creek. Some homes are at risk of fl ooding. WATERFORD DR Water quality improvements are desired in the station area. WOODLAND TR The area is dark at night. Burying private/dry utility lines should occur with this project (regional cost). μ 0 "2 Bottineau Station Bottineau Line 10-Minute Walking Limit Municipal Water Lines Sanitary Sewer Lines Storm Sewer Lines 700 1,400 Feet Figure A1.30- Golden Valley Road Station Utilities A1-52 Station Area Conditions Analysis

55 YORK AVE N 18TH AVE N GOLDEN VALLEY RD QUEEN AVE N PLYMOUTH AVE STATION LAND USE SKYLINE DR THEODORE WIRTH PKWY Plymouth Avenue Station "2 XERXES AVE N XERXES AVE N WASHBURN AVE N VINCENT AVE N UPTON AVE N THOMAS AVE N SHERIDAN AVE N 12TH AVE N PLYMOUTH AVE N FARWELL AVE N FARWELL PL RUSSELL AVE N 14TH AVE N 17TH AVE N 16TH AVE N QUEEN AVE N 12TH AVE N The Plymouth Avenue station is within the same traditional grid pattern residential area as the Penn Avenue station, although there has been much less multi-family conversion than at the Penn Avenue station. Multi-family conversion or redevelopment has occurred, but it only affects a small proportion of the residential lots in the walkshed. There is one subsidized family housing development that has 36 units targeted to a range of affordability levels. The walkshed is wide due to the grid street pattern. The western half of the walkshed is Theordore Worth Park and key park buildings are located at the western edge of the walkshed. Bassett s Creek Trail runs along the edge of the park and connects to on-street trails on Plymouth Avenue which could serve the proposed station. μ 0 "2 Bottineau Station Transit Stop Transit Routes Bottineau Line Sidewalk Trail 10-Minute Walking Limit Single Family Detached Multifamily Office Commercial Industrial and Utility Institutional Park/Recreational Golf Course Airport Undeveloped Open Water Subsidized Housing 700 1,400 Feet Figure A1.31- Plymouth Avenue Station Land Use RAILROAD TRKS OAK PARK AVE 8TH AVE N 7TH AVE N OLSON MEMORIAL HWY SHERIDAN AVE N FRONTAGE RD S RUSSELL AVE N QUEEN AVE N FRONTAGE RD N PENN AVE N Besides the park, two additional nonresidential destinations include The Family Partnership (one of the oldest nonprofi t organizations in the Twin Cities) which is just north of the proposed station and small commercial/medical/social service node along Plymouth Avenue on the eastern edge of the walkshed. Station Area Conditions Analysis A1-53

56 PLYMOUTH AVE STATION VALUATION YORK AVE N 18TH AVE N GOLDEN VALLEY RD QUEEN AVE N The Plymouth Avenue station area is made up largely of single family homes on urban sized lots. Valuation per square foot of the lots in this area have remained strong. There are a small number of residential sites along the Theodore Wirth Park which have more moderate valuations on a per square foot basis. However, this is an indication that these residential sites are generally on much larger single family lot sizes than is typical for the neighborhood rather than an indication of struggling valuation. SKYLINE DR THEODORE WIRTH PKWY Plymouth Avenue Station "2 XERXES AVE N XERXES AVE N WASHBURN AVE N VINCENT AVE N UPTON AVE N THOMAS AVE N SHERIDAN AVE N 12TH AVE N PLYMOUTH AVE N FARWELL AVE N FARWELL PL RUSSELL AVE N 14TH AVE N 17TH AVE N 16TH AVE N QUEEN AVE N 12TH AVE N OAK PARK AVE Bottineau Station "2Bottineau Line 10-Minute Walking Extent Park, Recreational or Preserve Golf Course Water Total Estimated Market Value per Square Foot Up to $5 $5 to $10 $10 to $15 $15 to $20 More than $20 μ ,400 Feet RAILROAD TRKS 7TH AVE N OLSON MEMORIAL HWY 8TH AVE N SHERIDAN AVE N FRONTAGE RD S RUSSELL AVE N QUEEN AVE N FRONTAGE RD N PENN AVE N "2 Figure A1.32- Plymouth Avenue Station Valuation A1-54 Station Area Conditions Analysis

57 YORK AVE N 18TH AVE N GOLDEN VALLEY RD QUEEN AVE N PLYMOUTH AVE STATION FOCUS AREAS SKYLINE DR "2Bottineau Station Bottineau Line 10-Minute Walking Extent Study Area Boundaries μ Feet THEODORE WIRTH PKWY Plymouth Avenue Station Ac. "2 XERXES AVE N Ac. XERXES AVE N WASHBURN AVE N RAILROAD TRKS VINCENT AVE N UPTON AVE N THOMAS AVE N SHERIDAN AVE N 12TH AVE N PLYMOUTH AVE N FARWELL AVE N 7TH AVE N FARWELL PL OLSON MEMORIAL HWY OAK PARK AVE 8TH AVE N SHERIDAN AVE N FRONTAGE RD S RUSSELL AVE N 14TH AVE N RUSSELL AVE N 17TH AVE N 16TH AVE N QUEEN AVE N 12TH AVE N QUEEN AVE N FRONTAGE RD N PENN AVE N The Plymouth Avenue station area is unlikely to see any large scale redevelopment. Benefi ts from the transit station are anticipated to be more market interest in the existing single family homes which could result in higher prices and increased homeowner reinvestment rather than demolition and change of use. Theodore Wirth Park is a signifi cant asset for this largely single family neighborhood and has likely been a key reason for higher property valuations and stability in this area, particularly in comparison to the Penn Avenue station area just a few blocks away. There is very little potential for retail in this station area due to the lack of residential density and traffi c due to both the single family land uses and the parkland. Property values on a per s.f. basis are generally higher than levels that could easily support redevelopment. Figure A1.33- Plymouth Avenue Station Focus Areas Station Area Conditions Analysis A1-55

58 AREA 1 Size: 5.75 acres This area has desirable single family lots that are much larger in size and many have views of Theodore Wirth Park. There is signifi cant grade in the neighborhood which provides more vista opportunities and would complicate any efforts at large scale redevelopment. The focus area has convenient access to both the Plymouth Avenue and Golden Valley Road stations. Area 1 This focus area was not selected because it was anticipated that there would be a change of use. The area appears to be well suited for low-mid density residential. However, with the large lots, lower valuation per s.f. and attractive location, there could be single family redevelopment in the form of signifi cant expansion of existing homes or teardown and rebuilds. This focus area is immediately adjacent to a focus area that is within the Golden Valley Road station walkshed and these two adjacent focus areas function as a single neighborhood AREA 2 Size: 7.77 acres This focus area has many of the same traits (large lots, park edge location, lower valuation per s.f.) as Focus Area 1 and therefore could experience some of the same pressures for single family expansion or tear downs. The homes in this area are well-kept and likely in high demand due to their unique location, so there may be less potential for widespread teardowns. However, the southwest corner of Washburn Avenue and Plymouth Avenue could experience pressure to redevelop to a more intense residential use due to the unusually large lot (resulting in lower valuations per s.f.) and strategic location of this site in relation to the transit station and entrance to Theodore Wirth Park. Area 2 A1-56 Station Area Conditions Analysis

59 LOGAN AVE N e Station XERXES AVE N GLENWOOD AVE WASHBURN AVE N VINCENT AVE N "2 Bottineau Station Transit Stop Transit Routes Bottineau Line Sidewalk Trail 10-Minute Walking Limit Single Family Detached μ Multifamily 0 WASHBURN AVE N 12TH AVE N VINCENT AVE N VINCENT AVE S RAILROAD TRKS UPTON AVE N THOMAS AVE N GLENWOOD AVE N CHESTNUT AVE W UPTON AVE S 7TH AVE N THOMAS AVE S FARWELL PL SHERIDAN AVE N HEANER TER Office Commercial Industrial and Utility Institutional Park/Recreational Golf Course Airport Undeveloped Open Water Subsidized Housing 700 1,400 Feet Figure A1.34- Penn Avenue Station Land Use SHERIDAN AVE N FRONTAGE RD S RUSSELL AVE N RUSSELL AVE N RUSSELL AVE N INGLEWOOD AVE RUSSELL AVE S QUEEN AVE N QUEEN AVE N QUEEN AVE N FRONTAGE RD N QUEEN AVE N QUEEN AVE S PENN AVE N "2 PENN AVE S OLIVER AVE N PLYMOUTH AVE N OAK PARK AVE Penn Avenue Station 3RD AVE N 12 1/2 AVE N 5TH AVE N 12TH AVE N NEWTON AVE N FRONTAGE RD N 8TH AVE N MORGAN AVE N OLSON MEMORIAL HWY NEWTON AVE N NEWTON AVE N 1 1/2 AVE N 4TH AVE N 2ND AVE N LOGAN AVE N THOMAS PL N LOGAN AVE N KNOX AVE N KNOX AVE N ELWOOD AVE N GRAMERCY AVE JAMES AVE N IRVING AVE N FRONTAGE RD S CEDAR LAKE RD N 11TH AVE N BARNES PL IRVING AVE N IRVING AVE N 5TH AVE N LAND USE PENN AVE STATION The Penn Avenue station is in the middle of a traditional, grid pattern Minneapolis neighborhood which provides a porous pedestrian environment and therefore a wide walkshed. The residential pattern is predominantly single family, although, over the years, there has been a large amount of conversion to multi-family uses. Multifamily conversions have largely been within large houses originally intended for single family use or development of small multifamily properties that can fi t on one or two single family lots. The residential mix generally maintains compatibility with the single family character and preserves the integrity of the grid street/alley system. Numerous subsidized housing projects have been developed both within and just outside the walkshed, largely targeting the family sector. Ripley Gardens is located on Queen and Penn Avenues and includes 52 total units with 38 considered affordable. There are three Near North Community Redevelopment Projects located on Morgan Avenue, Logan Avenue and Oliver Avenue which contain 62 total units and all are considered affordable. Developments at 1707, 2021 and 2105 Glenwood Avenue contain a total of 57 units, with all units considered affordable. Station Area Conditions Analysis A1-57

60 Key non-residential destinations within the walkshed include the Lincoln Community School/ Minneapolis College Preparatory school campus which anchors the north side of Penn Avenue and the Bryn Mawr Health Care Center which anchors the north side of Penn Avenue. The western edge of the walkshed is Theodore Wirth Park and Bassett s Creek Trail runs through the park, just outside of the walkshed. The residents of the station area will be well served by the proposed stations with much of the Northwest quadrant also very near to the Plymouth Avenue station walkshed and parts of the eastern edge of the walkshed also within the walkshed of the Van White station. A1-58 Station Area Conditions Analysis

61 GLENWOOD AVE 5TH AVE N LOGAN AVE N 2ND AVE N 1 1/2 AVE N Figure A1.35- Penn Avenue Station Valuation "2 Penn Avenue Station Station Area Conditions Analysis A1-59 JAMES AVE N KNOX AVE N 11TH AVE N BARNES PL IRVING AVE N ELWOOD AVE N THOMAS PL N FRONTAGE RD S IRVING AVE N KNOX AVE N GRAMERCY AVE IRVING AVE N CEDAR LAKE RD N LOGAN AVE N LOGAN AVE N PLYMOUTH AVE N 12 1/2 AVE N 12TH AVE N NEWTON AVE N OLIVER AVE N OAK PARK AVE 8TH AVE N MORGAN AVE N FRONTAGE RD N OLSON MEMORIAL HWY NEWTON AVE N 5TH AVE N 4TH AVE N NEWTON AVE N 3RD AVE N PENN AVE N PENN AVE S QUEEN AVE N QUEEN AVE N FRONTAGE RD N QUEEN AVE N QUEEN AVE N QUEEN AVE S RUSSELL AVE N RUSSELL AVE N RUSSELL AVE N RUSSELL AVE S FARWELL PL 12TH AVE N SHERIDAN AVE N WASHBURN AVE N VINCENT AVE N UPTON AVE N XERXES AVE N SHERIDAN AVE N THOMAS AVE N 7TH AVE N HEANER TER RAILROAD TRKS GLENWOOD AVE N INGLEWOOD AVE FRONTAGE RD S "2 Bottineau Station Total Estimated Market Bottineau Line Value per Square Foot VINCENT AVE N XERXES AVE N WASHBURN AVE N 10-Minute Walking Extent Park, Recreational or Preserve Golf Course Water CHESTNUT AVE W Up to $5 $5 to $10 $10 to $15 $15 to $20 More than $20 THOMAS AVE S UPTON AVE S VINCENT AVE S μ ,400 Feet PENN AVE STATION VALUATION Property values vary signifi cantly in the station area, with signifi cant lot by lot value differences. Typically, single family areas with urban sized lots have high valuations per square foot because so much of the lot area is covered by building, but there are numerous small pockets of developed residential land where the value per square foot approaches raw land prices in other areas. Property values are stronger the further one gets from the high volume Olson Memorial Highway. Most low value properties are in a band between Oak Park Avenue on the north and Glenwood Avenue on the south. Homes around Logan Avenue seem particularly vulnerable to low valuations. WASHBURN AVE S

62 GLENWOOD AVE 5TH AVE N LOGAN AVE N 2ND AVE N 1 1/2 AVE N PLYMOUTH AVE N Station FOCUS AREAS PENN AVE STATION RUSSELL AVE N JAMES AVE N KNOX AVE N 12TH AVE N OAK PARK AVE PENN AVE N 8TH AVE N Penn Avenue Station The Penn Avenue station area is a complex site for redevelopment. The development pattern in the area is largely traditional urban single family lots, so accumulating viable redevelopment parcels can be challenging due to the fragmented ownership. The demographic review has identifi ed several negative trends where the Penn Avenue station could be facing market headwinds. MORGAN AVE N VINCENT AVE N UPTON AVE N NEWTON AVE N QUEEN AVE N THOMAS AVE N OLIVER AVE N IRVING AVE N ELWOOD AVE N In addition, for the three proposed Minneapolis stations, Penn Avenue could be considered to be the most challenged and therefore suffer in the marketplace due to comparison with its peers at Van White and Plymouth Avenue. The Van White station will likely attract more interest for redevelopment due to the large amount of reinvestment that has occurred in the area and large, shovel ready development pads. In addition, Van White has the advantage of being in the walkshed for two different transit corridors which should create additional market interest. The Plymouth Avenue station, on the other hand, is likely to attract more single family interest due to its high amenity location (Theodore Wirth Park entrance), more stable home valuation and less intrusion by multi-family properties Ac Ac. " Ac Ac. OLSON MEMORIAL HWY FRONTAGE RD S Ac. 5TH AVE N RAILROAD TRKS GLENWOOD AVE N 4TH AVE N 11TH AVE N CEDAR LAKE RD N 3RD AVE N XERXES AVE N WASHBURN AVE N SHERIDAN AVE N FRONTAGE RD N 7TH AVE N 12 1/2 AVE N FARWELL PL 12TH AVE N SHERIDAN AVE N BARNES PL THOMAS PL N FRONTAGE RD N HEANER TER GRAMERCY AVE INGLEWOOD AVE CHESTNUT AVE W PENN AVE S QUEEN AVE S RUSSELL AVE S WASHBURN AVE N RUSSELL AVE N FRONTAGE RD S THOMAS AVE S UPTON AVE S VINCENT AVE S WASHBURN AVE S IRVING AVE N RUSSELL AVE N QUEEN AVE N KNOX AVE N NEWTON AVE N LOGAN AVE N XERXES AVE N NEWTON AVE N IRVING AVE N QUEEN AVE N LOGAN AVE N QUEEN AVE N VINCENT AVE N "2 Bottineau Station Bottineau Line 10-Minute Walking Extent Study Area Boundaries μ Feet Figure A1.36- Plenn Avenue Station Focus Areas A1-60 Station Area Conditions Analysis

63 Property acquisition can also be complicated by the number of scattered rental properties in the area because these rental properties can often carry higher valuations due to the existing cash fl ow and the future investment aspirations of the property owner. In addition, whereas single family properties tend to transfer ownership on a regular basis, rental properties can remain in the same ownership for decades. Without some sort of outside intervention, the diffi culties with property acquisition will tend to make redevelopment efforts in areas such as this smaller in scale and scattered. Investors will try to accumulate 2 or 3 adjacent lots and then attempt to redevelopment them to a higher value use. However, this small size of redevelopment sites will limit the scale of redevelopment and generally preclude such features as stacked mixed use, structured parking, and some site amenities. Redevelopment will tend to be converted single family homes, duplexes, townhomes or small apartment buildings rather than more intense concepts such as stacked mixed use. Depending on the neighborhood s desire for change, this complication could be viewed as a positive or negative trait. If different types of redevelopment are desired, there will likely need to be intervention from a facilitation party, such as a public agency or non-profi t. These sorts of outside parties have an advantage in accumulating larger parcels due to their ability to be patient. A city, housing authority or non-profi t can be a far more patient buyer than the private sector and accumulate properties over several years. One acquisition strategy that can be employed is the zipper strategy where the facilitating agency quietly purchases properties in strategic areas as they become available. This prevents undue price escalation and can be further encouraged by creating a long term standing offer to property owners to acquire their homes at a price indexed to a neutral price (i.e. some percentage of the assessed value). Property owners can fi nd this sort of standing offer to be attractive because they can sell for a fair value and avoid the extra costs and hassles related to listing a property for sale. Over time, the facilitator ends up owning large groups of contiguous properties that can then be redeveloped into a higher value use. Existing structures can be demolished, rented or relocated in the interim period. Station Area Conditions Analysis A1-61

64 AREA 1 AREA 2 AREA 3 AREA 4 Size: 7.04 acres 6.24 acres 8.31 acres 6.21 acres Area 1 In areas of acquisition challenge, it can be diffi cult to predict redevelopment sites because of the potential for resistant sellers that will push the market into less attractive sites. However, market pressures for more intense redevelopment will be strongest in those areas closest to the station and all four quadrants have enough lower value properties that redevelopment could be viable if they could be acquired. Market pressures at Penn Avenue and Olson Memorial Highway could include some retail due to the traffi c volumes at this signalized intersection which could assist in the feasibility of redevelopment projects. Areas 3 and 4 are likely a bit more attractive for residential uses than Areas 1 and 2 due to the existing linear mini-park and more favorable slope that should simplify redevelopment. Area 2 Area 23 A1-62 Station Area Conditions Analysis

65 AREA 5 Size: acres Although a bit more removed from the station than Areas 1 4, Area 5 could attract early interest due to the pockets of lower value properties (on a per s.f. basis) concentrated in this area. Lower valuations are largely the result of homes with larger lots than other parts of the walkshed. A similar pocket of attractively valued properties exists along Logan Avenue on the north side of Olson Memorial Highway. However, it was not identifi ed as an area of focus since the road alignments and slope will likely make the areas more challenging to redevelop. Infi ll uses and expansions of existing uses are more likely in that part of Logan north of Olson Memorial Highway. Area 1 4 Area 2 5 Station Area Conditions Analysis A1-63

66 VAN WHITE STATION LAND USE The Van White station area has already been the subject of extensive redevelopment planning and development as part of the Minneapolis Near Northside Master Plan process in Substantial public and private investments have already occurred in the area. Much of the station area contains recently redeveloped properties that are unlikely to change signifi cantly. However, there are a few key vacant parcels as well as legacy uses that pre-date the Master Plan that could be the subject of analysis as part of a future Van White station area planning process. The southern half of the station area is covered by the Bassett Creek Valley Master Plan and therefore has already had detailed planning of the area, minimizing the need for pre-planning in the southern area. Figure A1.8 - Van White Station Land Use A1-64 Station Area Conditions Analysis

67 The proposed Van White station is very close to two stations on the proposed SWLRT line which will create an interesting transit density that should be explored in future station area planning to ensure the transition area between the two stations is appropriately planned for such a unique station situation. The Bassett Creek Valley Master Plan also calls for signifi cant increases in development intensity which should have signifi cant positive benefi ts for transit ridership at both the Bottineau and SWLRT stations. The area is very challenging from a linkage perspective due to the impact of large street infrastructure, specifi cally, Hwy 55, I-94 and I-394. For example, the area east of I-94 is technically within the walkshed of the Van White station, but it seems far more likely that this area will be associated more closely with the SWLRT Royalston Station due to the proximity and the psychological barrier of crossing a roadway as large as I-94. The Cedar Lake Trail runs just outside the 10 minute walkshed area to the south. Providing better pedestrian and bicycle access between the Van White stations and neighborhoods further north will expand the value of that existing trail as well as support both station areas. Station Area Conditions Analysis A1-65

68 VAN WHITE STATION VALUATION The Van White area has a wide range of valuations due to the variability of uses and intensity in this area. Large areas suitable for development are already in public ownership and cleared for development. Although some industrial properties appear to be valued at attractive rates, because they have previously been used for industrial uses, there is the potential for extraordinary costs such as brownfi eld cleanup that can affect overall site acquisition costs. Figure A1.9 - Van White Station Valuation A1-66 Station Area Conditions Analysis

69 VAN WHITE STATION FOCUS AREAS The Van White station area has been the site of large scale redevelopment and therefore many of the focus areas are already cleared and ready for development. Large public investments including infrastructure, parks and site acquisition have already occurred. As mentioned previously, the Van White station area is impacted by nearby stations on the SWLRT as well as I-94. Therefore, focus areas were only considered that were north of Glenwood Avenue and west of I-94 since these appear to be key border locations between station areas. Figure A Van White Station Focus Areas Station Area Conditions Analysis A1-67

70 AREA 1 Size: 1.25 Acres This area is not a demolition and rebuild redevelopment site since it is anchored by the stable uses of the Sumner Library and adjacent Wayman Church. However, this area is indicated as a focus area because it is in close proximity to the station site and has a substantial amount of its property allocated to surface parking. Some intensifi cation of the existing uses or the introduction of a new use could occur if some or all of the surface parking were converted to shared, structured parking. Given the amount of existing prepared development sites already available in the station area, this site would likely not be a fi rst priority redevelopment site due to the costs of structured parking. However, with the scale of redevelopment activity planned just south of this area (near the SWLRT Van White station area), the demand for sites in this area could increase dramatically if the plan comes to fruition. AREA 2 Size: 3.77 Acres This area is likely the most important redevelopment site for establishing the character of the Van White station area, given its location, the parcel size and the amount of property in the immediate station area that has recently been redeveloped already. Development interest would likely include both multi-family residential and mixed use development concept. A1-68 Station Area Conditions Analysis

71 AREA 3 AREA 4 AREA 5 AREA 6 Size: 1.55 Acres Size: 1.18 Acres Size: 3.06 Acres Size: 3.72 Acres Areas 3 through 6 lie north of Glenwood Avenue and have many similar traits. They are occupied by existing auto oriented uses with generally an older, functionaly industrial, architectural character. Some lots have a substantial percentage of the lot covered by surface parking. The role of Glenwood Avenue will be a central issue that will need to be addressed during station area planning. There are several forces that will be acting on the street that will need to be examined in greater detail to determine the appropriate long term policy direction. In the current auto-oriented neighborhood, Glenwood serves as a key transportation spine for the neighborhood between Olson Memorial Highway and Interstate 394. It also is anchored on the east end by a key local landmark, the International Market Square. In the future, when both the SWLRT and Bottineau lines are in operation, the Van White area will be one of the most heavily concentrated transit neighborhoods in the Twin Cities metropolitan area with three stations within walking distance. This concentration of transit will likely impact the location, intensity and types of uses signifi cantly. Some of the intensity may move away from Glenwood Avenue and gravitate towards the three stations. At the same time, Glenwood Avenue will still be the point that is approximately the mid-point of all three stations and this may attract uses that are trying to serve all three station areas with a single neighborhood location. Station Area Conditions Analysis A1-69

72 AREA 7 Size: 6.84 Acres AREA 8 Size: 4.5 Acres Areas 7 and 8 are both vacant parcels that are large by urban development standards and therefore can accommodate development concepts that are too large for most other locations this close to the Downtown. Area 7 is located in close proximity to the proposed station and high amenity pedestrian access is already in place around the neighborhood s central open space. Area 8 is closer to the outskirts of the walkshed and has the impacts of I-94 which would be negative for some uses, particularly low density residential. However, as the development intensity accelerates around the SWLRT, there could be increased pressures on this parcel to create higher density housing or non-residential uses that could take advantage of the superior Downtown views enjoyed in this area and have massing that is more compatible with the International Market Square than the lower density housing to the north. This will likely be another key policy discussion for the station area planning. Finally, on both these parcels there is an issue of development timing and the impact that it may have on development that may need to be addressed in station area planning. Given the readiness of these sites, it is possible that they will be developed several years before the Bottineau line is in operation. If the Bottineau line did not exist, these parcels would seem likely to develop much as the rest of the redevelopment in the area, namely low to mid density residential uses. However, if the Bottineau line were operational, TOD principles and market pressure would likely be for a denser residential product. One policy discussion for station area planning is the extent that these areas should develop at lower densities to meet current market conditions or whether they should be encouraged to develop at densities appropriate for their future transit-heavy neighborhood. A1-70 Station Area Conditions Analysis