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HomeMy WebLinkAbout03/20/2007 MAPLEWOOD PLANNING COMMISSION Tuesdav. March 20,2007, 7:00 PM City Hall Council Chambers 1830 County Road BEast 1. Call to Order 2. Roll Call 3. Approval of Agenda 4. Approval of Minutes a. March 6, 2007 5. Public Hearings 7:00 51. Paul's Monastery Redevelopment (2675 Larpenteur Avenue East) Conditional Use Permit for Planned Unit Development (PUD) Preliminary Plat (Century Trails Commons) 6. New Business a. Comprehensive Plan Update - Background Information 7. Unfinished Business None 8. Visitor Presentations 9. Commission Presentations March 12 Council Meeting: Mr. Pearson March 26 Council Meeting: Ms. Fischer April 9 Council Meeting: Mr. Yarwood April 23 Council Meeting: ?? 10. Staff Presentations 11. Adjournment DRAFT MINUTES OF THE MAPLEWOOD PLANNING COMMISSION 1830 COUNTY ROAD BEAST, MAPLEWOOD, MINNESOTA TUESDAY, MARCH 6, 2007 I. CALL TO ORDER Chairperson Fischer called the rneeting to order at 7:00 p.rn. II. ROLL CALL Vice-Chairperson Tushar Desai Chairperson Lorraine Fischer Corn missioner Michael Grover Commissioner Harland Hess Commissioner Gary Pearson Commissioner Dale Trippler Commissioner Joseph Walton Commissioner Jeremy Yarwood Present Present Present at 7:02 p.m. Present Present Present Present Present Dave Fisher, Interim Community Development Director, Building Official Tom Ekstrand, Senior Planner Ken Roberts, Planner Jon Jarosch, Civil Engineer I - present until 7:33 p.m. Lisa Kroll, Recording Secretary Staff Present: III. APPROVAL OF AGENDA Commissioner Trippler moved to approve the agenda. Commissioner Hess seconded. The motion passed. IV. APPROVAL OF MINUTES Ayes - Desai, Fischer, Hess, Pearson, Trippler, Walton, Yarwood Approval of the planning commission minutes for February 20, 2007. Chairperson Fischer had an addition to the minutes on page 3, second paragraph; insert the word over before the number 80,000. Commissioner Desai moved to approve the planning commission minutes for February 20,2007, as amended. Commissioner Pearson seconded. The motion passed. Ayes - Desai, Fischer, Hess, Pearson, Walton Abstentions - Grover, Trippler, Yarwood Planning Commission Minutes of 03-06-07 -2- V. PUBLIC HEARING a. Ramsey County Correctional Facility (297 Century Avenue South) (7:05 - 7:33 p.m.) Mr. Ekstrand said Bruce Thompson, with Ramsey County's Property Management Office, is requesting approval of expansion plans for the Ramsey County Correctional Facility. This proposal would consist of a 56,500-square-foot addition to the existing 130,837 -square-foot facility. Of the 226 property owners surveyed within 500 feet of the site, 34 replies were received. Seven comments were in favor or had no objection, 14 were opposed, 6 had no comment and 7 expressed various comments regarding the proposal. Many comments were repeated and shared by the respondents. Staff included a summary of all the comments received and copies of letters that were sent. Commissioner Yarwood didn't understand the argument for the main driveway from Century Avenue to be relocated to align with Oakwood Road moving the driveway 180 feet to the south. Mr. Ekstrand said staff doesn't think it's a "strong" argument but whenever you construct streets and driveways it's a safer practice to line them up. It might not be a great deal of change in terms of safety but in theory staff thinks it works better. Regarding why they want to do that the applicant can address that issue when they have the opportunity to speak. Mr. Roberts said to expand on what Mr. Ekstrand said the traffic engineers have always told staff you want to line up streets and driveways across from each other and not have them staggered to eliminate potential traffic conflicts with cars going every which way. If the vehicles meet at the same intersection it eliminates traffic concerns because the drivers will know to look out for each other. The Century Avenue road construction plan is going to have center medians installed on the road making for one opening at the new center median verses having two openings that are 150 feet apart and the traffic engineers will tell you that will be a lot safer. Commissioner Trippler said moving the driveway further south moves the driveway closer to the intersection which to him seems like it would cause more of a problem then moving it further north. Mr. Ekstrand said that is true, the driveway would be closer to the intersection but staff doesn't think it's close enough to be a hazard to traffic. Commissioner Trippler asked if the intersection would have traffic signals? Mr. Roberts said yes and that area will have channelized turn lanes as well. Commissioner Trippler asked if the traffic engineers have any idea at rush hour how many cars would be stacked up waiting for the signal? Mr. Roberts said he is sure they do but we don't have that information. Mr. Ekstrand said staff doesn't have that information and maybe the applicant's engineer may have that information when they have the opportunity to speak. Planning Commission Minutes of 03-06-07 -3- Commissioner Hess said staff mentioned minimum security verses medium security would not really change the "type" of prisoner or criminal that would be housed there. However, after doing some research on the internet he said he found that under state guidelines other minimum security prisons like Faribault, Lino Lakes and Moose Lake house criminals like sexual offenders, sexual psychopaths and drug offenders. What would prevent the Ramsey County Correctional Facility from being forced to house those types of offenders? That situation would present more of a danger to the neighborhood or the area if they were to bring that kind of prisoner in. Are the prisons that are brought in are they from local areas, from other states or is this strictly for offenders in Minnesota? Mr. Ekstrand said he would suspect the prisoners would be from Ramsey County or the surrounding area and not from other states but the applicant would have to address the question more thoroughly. Staff's understanding was that this addition would still house the same type of prisoners. Commissioner Desai said attachment 8, Jon Jarosch's engineering comments need to be corrected from 63,500 to read 56,500-square-foot addition. Secondly, to clarify a statement that was made regarding the number of parking spots, he saw a comment on attachment 7, David Hagen from Loucks Associates indicated in his letter that the facility is staffed continuously with the maximum shift being about 65 and the minimum about 20. Staff overlaps at shift change and 105 off-street parking spaces will be required to meet the parking needs of the back-to-back shifts with the greatest sum total of employees. He would expect Century Avenue would have no parking. What is the parking plan for the employees at the shift change, what does the applicant propose to do about that? Mr. Ekstrand said staff's interest in reviewing the parking situation was to make sure they were providing adequate parking for their needs with this expansion. The applicant did provide justification but staff didn't include that because the conclusion was simply that they have enough parking to suit their needs. Staff's view is that if that turns out to be the case they have sufficient land to provide parking should they need to, but that is a good question for the applicant. Commissioner Walton asked how the applicant came to the decision that this is the place they wanted to expand versus another area in Ramsey County? Mr. Roberts said this is the only correctional facility in Ramsey County so this is where they propose to add space to their current location. They are not proposing to acquire a new site in which to build a brand new correctional facility. Commissioner Trippler asked what a mechanical penthouse is as shown on the first page of the staff re po rt? Mr. Ekstrand said staff would expect that to be a room on the roof where the mechanical equipment is contained. Often times with architectural plans the city sees the top level is where the HVAC equipment is labeled as the mechanical penthouse. Commissioner Trippler said on page 5 the Assistant Fire Chief lists there shall be a 20-foot-wide minimum wide fire access road around the building and I didn't see that on the plan. Planning Commission Minutes of 03-06-07 -4- Mr. Ekstrand said that is a common statement included by the Assistant Fire Chief, Butch Gervais but we can make sure that condition is in place and the Assistant Fire Chief would have to approve these plans no matter what was put in the report. Commissioner Trippler said on page 5, in recommendation number 1 it says the Director of the Community Development department, he asked if there is a Director of Community Development Department or has that person been fired too? Mr. Ekstrand said there isn't a Director of Community Development; that has been the standard language staff has included in the conditions; staff will change the wording of that to whatever is appropriate. Commissioner Trippler said he wanted to thank staff for typing out the citizen comments, it makes it so much easier to read the concerns compared to reading people's handwriting on the comment sheets. Commissioner Hess asked if there is a men's recreation yard, he noticed there is a women's recreation yard on the south side of the site. Mr. Ekstrand said there is an expansion of the recreation yard even though it is not shown on the plan but that is intended to be extended on the north side of the addition. (Mr. Ekstrand pointed out the expansion on the overhead for the commission and home audience.) Chairperson Fischer asked the applicant to address the commission. Mr. Jerome Biedny, Project Manager, Ramsey County Property Management, 660 Government Center West, 50 West Kellogg Boulevard, St. Paul, addressed the commission. He said that they have the architect and the civil engineers as well as the contractor and the facility director so we can address any of your questions. I will mention that this development is totally separate from other work being done on Century Avenue and we don't show the possible second driveway coming where ever it comes in because that should be approved and discussed by the people asking to do that roadway. We are simply saying our plan can accommodate the moving of the road if that happens. We have no control over the road, Ramsey County's design process had told us it would be a divided highway, we are going to move the road down so the intersection happens and there is a right and left hand turn lane, and we don't have conflict within 150 feet and we didn't push back on that so I just want to set the ground rules on that and that is why the plan doesn't show that. Chairperson Fischer asked if they have any problems with the recommendations in the staff report. Commissioner Pearson asked if someone could put people's concern at ease by describing the level of the offender housed here and whether that is going to change or not and what is the program that allows the offenders to work on the golf course? Mr. Biedny turned the questions over to AI Carlson. Planning Commission Minutes of 03-06-07 -5- Mr. AI Carlson, Superintendent of Ramsey County Correctional Facility, 297 Century Avenue South, Maplewood, addressed the commission. Regarding the inmates in the facility, anybody who is sentenced to a year or less, goes to a county facility, if they are sentenced to a year and a day or longer, they go to a state facility. So that won't change, we will continue to hold short stay inmates. The average stay of an inmate is 40 days and 90% of those people will be released back into the community, the remaining 10% of the people will have a hold or retainer where they are picked up for other charges, returned to court, and after an additional sentence they are released back into the community. We classify the inmates as Level 1 ,2, or 3. A Level 1 inmate is the minimum level of an inmate and those people have outside clearance and are approved to work on the golf course and nursery, those inmates have also done things like clean out garbage houses for the city and they work on rainwater gardens. Level 2 inmates work inside the facility in places like the kitchen and laundry, we may have a couple of Level 3 offenders throughout the year and those people are not allowed to work outside their living unit. Typically the reason they are a Level 3 offender is that they have a high bail amount for being picked up upon release. Commissioner Hess asked if it is possible you could house the more serious offenders under the state guidelines with medium security? Mr. Carlson said the state legislature would have to change the criteria regarding who goes to a county facility verses going to a state facility. He said that he is not aware of any intention to do that on their part. At this point anybody who is sentenced to our facility in Ramsey County by virtue of their sentence for a year or less will stay at the Ramsey County Correctional Facility. Mr. Roberts said inmates who are sentenced in Ramsey County go to your facility. If someone is sentenced in Washington or Dakota County they would go to one of those facilities? Mr. Carlson said correct. Commissioner Trippler asked when this addition is completed and your population increases, what is the relative rate of increase over the current population of inmates at the correctional facility? Mr. Carlson said the Ramsey County Correctional Facility was approved to house 316 inmates; we have a variance to hold an additional 48 inmates in a light industrial space in the basement so the count increases to 364. Our inmate count has been as high as 460 and our average daily inmate population last year was 386. When the addition opens we don't expect the inmate population to increase dramatically. We are housing 50 women over at the VOA facility in Roseville and we have 20 women in our facility. Those 50 inmates will come back and if you add those inmates to the 386 average inmate count, it will put the count to 440. We expect a 2 or 5% increase in inmates by the end of 2008 but the population fluctuates. Currently we have 25 less inmates this year than we had last year. Ideally the facility runs at 90% capacity. We have 556 beds but we don't expect to be operating at 556 or at least we hope we aren't. Commissioner Yarwood said you have proposed to hire 21 new employees. What is the time frame you propose to hire the new employees? Is the hiring of additional employees meant to parallel the increase in the prison population? Mr. Carlson said the hiring of the new employees will coincide with the opening of the addition. We plan to move the inmates out of the light industrial space and into the new addition. Planning Commission Minutes of 03-06-07 -6- Mr. Carlson said dorms that were designed for 36 inmates actually have 48 inmates in them now so we will scale that back which will make for a safer environment for the staff and the inmates. Chairperson Fischer asked if anyone in the audience wanted to speak regarding this item. Nobody came forward therefore Chairperson Fischer closed the public hearing at 7:29 p.m. Commissioner Trippler said he looked for a recommendation in the staff report regarding withholding escrow funds for the landscaping work and he didn't see that in the recommendations this time. He asked why that sentence was not included in the recommendations this time in the staff report? Mr. Ekstrand said often times that is a sentence that is included in the conditions forthe CDRB to review which is usually included in one report, however, staff was under a time constraint to get the report done in time and did not include that for the PC. Staff will include that in the report going to the CDRB and then staff will combine the PC and CDRB conditions into one report before it goes to the city council for their review. Commissioner Hess asked if the 60 additional parking stalls are designed to conform to the 9'6' parking stall width to meet the city code? Mr. Ekstrand said staff will verify that before that goes to the CDRB meeting. Commissioner Trippler moved to adopt the resolution approving a conditional use permit for the expansion of the Ramsey County Correctional Facility at 297 Century Avenue South. Approval is based on the findings required by the city ordinances and subject to the following conditions: 1. All construction shall follow the site plan approved by the city. The interim Director of the Communitv Development department may approve minor changes. 2. The proposed construction must be substantially started within one year of council approval or the permit shall become null and void. 3. The city council shall review this permit in one year. 4. The applicant shall remove the existing temporary office building as part of this facility expansion. 5. Site lights shall be designed so the light source is not visible off site shall not cause any glare beyond the property lines and not exceed maximum light-intensity requirements of the city ordinance. 6. The expansion to the south end of the parking lot shall be installed with the proposed building expansion. 7. The location of the future garages behind the building is approved. The applicant must submit the design of these buildings to the community design review board for approval before construction. Planning Commission -7- Minutes of 03-06-07 Commission member Pearson seconded. Ayes -Desai, Fischer, Grover, Hess, Trippler, Pearson, Walton, Yarwood The motion passed. This item goes to the city council on March 26, 2007. VI. NEW BUSINESS a. Comprehensive Plan Review - Goals and Policies Mr. Roberts said the Metropolitan Council is requiring all municipalities in the metro area to update their comprehensive plans by December 2008. To meet this schedule, the city will need to submit a complete plan update to the neighboring cities, the watershed district, affected school districts and to the Met Council by June 2008. This timeline will allow for each of these agencies to review and comment on the proposed plan by December 2008. Staff expects it will take city staff, the consultants, the planning commission and the city council up to a year to complete the revisions and to review and adopt the new plan. As such, city staff should start work on the plan update by June 2007 and have significant parts of the plan updated and ready for review by the boards and commissions by January 2008. The planning commission should review the attached policies and goals from the existing comprehensive plan and suggest changes, if necessary, for these elements. Staff will incorporate all changes into the comprehensive plan update as that project progresses through the city review process. Commissioner Trippler was wondering what legal standing the city has for the goals and policies of the comprehensive plan. If the comprehensive plan can be used by developers to point out that the city is or isn't doing something right then I think the city has to be very careful the way things are phrased. On page 4 of the document it states The City will preserve, protect, conserve and use wisely its significant natural features. Basically that means the city can't do anything else. Chairperson Fischer said there are always overriding rules from someone above, the city can say what they want, but if the city is doing something that is unconstitutional you know its not going to mean that the city can do that. The city can't deprive anyone of a reasonable use of their land, without paying for it of course. Commissioner Trippler said when we as a planning commission should look at these goals and policies the city should keep that in mind. If a policy says the city shall protect a natural resource that is something that somebody who doesn't want a development can go through and say this is what the comprehensive plan says and this is what you must do. A developer can point to other rules and regulations and say well it allows it but he wants to make sure we don't have those conflicts that are waiting there to be explored. Mr. Roberts said staff agrees with that statement. On page 5, under Goals, towards the bottom, bullet number 4, says Preserve significant natural features where practical. If you have to develop the land and you have to remove the natural features, then it isn't practical to save them. Planning Commission Minutes of 03-06-07 -8- Commissioner Trippler said there are some inconsistencies within the goals when you look at the goals and then look at the policies they don't match up. For example on page 4, the top bullet, it says Housing Goal: The city will encourage a variety of housing which provides for a choice of type, location, price and ownership versus renting. When you look at the residential development policies on page 8, it says the city will provide a diversity of housing types including apartments, townhouses, manufactured homes, single-family homes, public-assisted housing and low and moderate-income housing and rental and owner-occupied housing which to him is saying two different things. He asked staff what the best way for the planning commission to go through this and provide input to staff. Do you want to do it in a written form or in a discussion? Mr. Roberts said staff thought we could go through it page by page. Hopefully many of these are still good but let's talk about the ones that seem to be an issue or a problem. Chairperson Fischer asked if anyone in the audience wanted to come forward regarding this item. Mr. Will Rossbach, city councilmember, 1386 County Road C East, Maplewood, addressed the planning commission. Mr. Rossbach spoke to the commission regarding this item from 7:45 - 8:10p.m. Mr. Rossbach said he wanted to mention two things to the planning commission to consider. He said he would ask the planning commission to take a different approach to the comprehensive plan. The first thing is he would encourage the planning commission to try to attend some of the training sessions that are offered. There are several seminars and classes that directly relate to the planning process. Earlier in the year he went to a refresher course which was mostly a land planning seminar. It's amazing how much you forget and it's nice to have it fresh on your mind as you enter into this process of revising the comprehensive plan. Once it's done then the goals, policies, and objectives of the plan are going to be used to judge whether you are going to grant variances or conditional uses where there are set standards that you need to look at that. So now is the time you can create the rules that you will use to judge things that will come before you as the commission in the future. So it is extremely important that you understand the process of what you "can" and "can't" do. Mr. Rossbach said secondly, to just start taking the existing plan and going through it step by step is the wrong approach. It's difficult to get the picture of the whole plan if you do it that way. It's difficult to pick out one policy or one goal and relate it to what you are trying to accomplish if you do it that way. So he would think it would be a good idea for you to understand what the met council's goals and policies are so you have some understanding of what they think is happening in the metro area. Then one way or the other the commission needs to get it in your mind what it is that you want the city to look like. As a group you will have to come to some agreement and then write a comprehensive plan that reflects what you want. Don't be lured into accepting a comprehensive plan that mayor may not have been well written and trying to fix it. If you determine that the plan that we already have truly reflects what you think the city shall be then fine, do some tweaking of it and modernize it. He would encourage you to get your mind set so you can think what it is that you want to accomplish, what you want to allow happen in the city, and what is important to you. He said in the past if he wanted to present an argument and wanted to convince the city about something, he could go through and find the goals and policies to support his position on "any" issue in the comprehensive plan because things are so widely varied and they present every side of every issue. He could argue both sides of the same issue. We as a city need to come to a focus of what we want "for" the city and have a plan that says what you want. Planning Commission Minutes of 03-06-07 -g- Mr. Roberts said it would greatly help staff and the planning commission if we had direction from the city council regarding some of the goals, policies and visions for the city that they would like to see. Mr. Rossbach agreed. You are writing a plan that is going to outlive any city council we have in place so don't be tempted to think that because something is going on now that is what you need to be gearing towards. We are asking you as the planning commission to provide your input into this process. He said he intends to give the same speech to the city council and stress these same issues. It may be that you won't receive a clear direction from the city council and that is why he is asking the planning commission for their help and we need the planning commission to do a good job on this. Then the city council can do a good job on what they are going to do. Mr. Roberts said Mr. Rossbach is right, that the comprehensive plan is a 20 to 40 year planning document. We need to firmly establish how the city wants itself to look and grow and develop in the next 20 to 40 years and we need to spend a lot of time and attention on this very important document. Chairperson Fischer said when the first comprehensive plan was put together many years ago it included an 11 member group who spent many meetings working on that document until after 12:00 midnight. That year the annual report said the planning commission had 54 meetings in 1 year so a lot of time was spent crossing the t's and dotting the I's. Commissioner Hess said Mr. Rossbach mentioned something about the metropolitan council and from what he has seen in the newspaper the met council has an overarching affect over what the different metro areas decide? Let's say for example we decide a light rail system should go through parts of Maplewood, would the met council have the authority to override what the city wants to do? Is there a master plan or booklet for the metropolitan council that we should be looking at? Mr. Rossbach said yes the metropolitan council has a master plan book, and yes the metropolitan council can override the city's decision to some extent. Lake Elmo said they weren't going to do what the metropolitan council wanted and the met council won in court. That doesn't mean courts can decide issues in different ways so it depends on what the issue is but the objection of the met council is to try to tie the plans of all the different cities together. City's are terrible about paying attention to what is going on in the neighboring cities. When we talk about the correctional facility we sent some notices to the neighbors across the street in Woodbury but we didn't pay any attention to what was being built in the surrounding area. So basically cities don't tie their plans together. Mr. Roberts said when the met council reviews the City of Maplewood's plan, the first thing the met council looks at is to make sure our plan is consistent with their adopted statements. For example a city may want to have more freeway access or another interchange onto a freeway or major highway like Highway 36, if the met council has not included that in their statement, they won't let the city show that in their plan. Another example is sewer extensions, if they were to say we want to run sewer to a certain area of the city in the next five years the met council could say no, you can't do that for another 20 years. Then they either have to negotiate that and come to an agreement or the met council can just say no. The city's plan has to be consistent with the met council plans. Planning Commission Minutes of 03-06-07 -10- Commissioner Pearson said this is going to be a very interesting exercise. One thing you have to keep in mind is that a crafty developer and a crafty attorney will find any way to get a goal or ordinance to say what "they" want it to say. And many times it can come down to the definition of a certain word such as what does "is" mean? Mr. Rossbach said he agrees. Commissioner Trippler said it seems in order for us to get the kind of information, training, and education, the planning commission needs to get that some place and his guess is the best place to get that is from city staff. However, city staff is already fully booked with projects and other work and he is wondering if you could get the city council to agree to some additional overtime. We may need to have some special evening sessions. The staff could bring the metropolitan council's plan to go over with the planning commission. Or a couple of evenings we could look atthe city as a whole and have some discussions about what the individual desire is for what the city should look like so we can reach some kind of agreement. It seems to him that it would be unreasonable to expect staff to do that on their own free time and maybe this is something the city council can instruct staff to do with the understanding that staff would be reimbursed for the time and effort? Mr. Rossbach said he has not talked to the staff about this. He partially agrees with what Commissioner Trippler is saying and he thinks there are people whose occupation is to educate people on these topics. We have a wonderful staff in this city who are probably overworked but the staff can be most help to you in helping you understand what our current policy is and the direction the city is going as far as development and their understanding of what the comprehensive plan says. As far as the educational process towards what you should be doing and what your goals are, when you are creating the comprehensive plan and the overview of the document that you made and how you are supposed to use it, you could get a much better sense of that by going to some of the seminars. Going to the seminars requires you to give up a day of work so he would be happy to try to get the city council to see if we can do some in-house training and bring people in. Maybe we could share that cost with city's surrounding us because everyone has to be updating their comprehensive plan we could make it more convenient for everyone by sharing the cost with another city. If your schedules allow you to go to these seminars, it is well worth your time. Commissioner Trippler said he went to the comprehensive planning seminar a couple of years ago and it was an excellent seminar but his recollection was that it was very general in its scope and it doesn't get down to specifics. It costs $125 per person and there are supposed to be 9 planning commission members. It would seem to him that if the city staff could have somebody from the met council come in during one of our sessions and give us an overview of the met council's plan for the metro area it would be worthwhile and a better use of city resources to bring the education to us as a group rather than sending us out individually. Mr. Roberts said if we were able to get somebody to come out to the city for training it would be beneficial for both the planning commission and the city council at the same time. There are at two or three of the city council member's that should get the same level or more education on the process than the planning commission. That way people could ask the questions once and hear everything all at the same time. Planning Commission Minutes of 03-06-07 -11- Mr. Rossbach said he would do his best to make that happen. This is the job of the planning commission. These seminars aren't going to get down to specifics of every city's plan but you have to have a basic understanding of everything behind it before you start changing things around. No seminar will tell you how Maplewood should be, those are decisions that as a planning commission you have to work together to come to an agreement and a plan. We are taking the first steps now to what is going to happen 50 years down the road. If these steps aren't done right it will mess everything up. This is one of the most important documents in his participation in this city. Improving this document will set the tone for the city. Maplewood is almost fully developed and things will be different from this point forward. Maybe the comprehensive plan should reflect that difference. Commissioner Trippler said he would strongly recommend that between now and the time we finish the comprehensive plan if we don't have a full agenda we should still meet anyway and use that time to talk about the comprehensive plan during a work session. Mr. Roberts said that was one of the reasons staff brought this up tonight because we had a light agenda. Commissioner Yarwood said he doesn't feel comfortable going through this without getting some training and education and to make some fundamental decisions regarding the direction of the city and these details are lacking at this point. Commissioner Desai asked what the demographic projections for the metropolitan area are in the next 5 to 20 years because as you develop your goals and the land use plan for Maplewood we need to know the demographics before we can know what we want the city to look like. If we are almost fully developed there will be an older stock of homes, there is the potential for someone to purchase land and develop it into condos or senior housing to met the needs of the future demographics. He would like to see more information like this provided for the planning commission to have a better perception of what we want Maplewood's goals to be. Commissioner Hess said he would like to know how much of the metro area is developing senior housing or is Maplewood developing more senior housing than any other area. Commissioner Pearson asked if it would be possible to get information on the senior housing vacancy rate? Mr. Roberts said he didn't know who tracks that type of information. , There was miscellaneous discussion amongst the planning commissioners about various things but Mr. Roberts said clearly the planning commission is looking for more information to read and understand so they can do a better job. VII. UNFINISHED BUSINESS None. VIII. VISITOR PRESENTATIONS None. Planning Commission Minutes of 03-06-07 -12- IX. COMMISSION PRESENTATIONS a. Mr. Hess was the planning commission representative at the February 26, 2007, city council meeting. They discussed the Comprehensive Plan Amendment - Gladstone Redevelopment Plan (for the English Street and Frost Avenue area) which needed 4 votes to pass but was denied 3-2. Mr. Hess also mentioned he was appointed to serve on the Trunk Highway 49 Task Force committee and Dale Trippler will serve as the alternate. b. Mr. Pearson will be the planning commission representative at the March 12, 2007, city council meeting. Items to discuss include the Planning Commission Rules of Procedure, the Resolution of Appreciation for Michael Grover, the request to hire a consultant for the south Maplewood study, and the second hearing for the Comprehensive Plan Amendment for the Gladstone Redevelopment Plan (for the English Street and Frost Avenue area). c. Ms. Fischer will be the planning commission representative at the March 26, 2007, city council meeting. The only item to discuss at this time is the CUP for the Ramsey County Correctional Facility at 297 Century Avenue south. d. Mr. Yarwood volunteered to be the planning commission representative at the April 9, 2007, city council meeting. X. STAFF PRESENTATIONS This was the last meeting for planning commissioner Michael Grover. Mr. Roberts thanked Michael Grover for the time he served on the planning commission and said he will be missed by staff and the commission. The planning commission echoed staff's comments as well. XI. ADJOURNMENT The meeting was adjourned at 8:52 p.m. MEMORANDUM TO: FROM: SUBJECT: LOCATION: DATE City Manager Tom Ekstrand. Senior Planner Planned Unit Development and Preliminary Plat-St. Paul's Monastery Property Development Proposal 2675 Larpenteur Avenue East March 15, 2007 INTRODUCTION Project Description The Sisters of SI. Benedict of SI. Paul's Monastery, are requesting approval of the following development plans for their 31.04-acre site at 2675 Larpenteur Avenue East: . A 40-unit seniors-housing apartment building to be operated by Common Bond Communities. Common Bond is a developer and manager of affordable housing. . A 50-unit town house development also to be built and operated by CommonBond. The existing 11 O-car parking lot for the monastery on this site would be removed and relocated south of the monastery building. . A change in use of the existing monastery building. This building would be sold to the Tubman Family Alliance for use as a family-violence shelter/residence. This proposed facility would be used for offices, housing, community support, information and training, child-care and education. There would be a 1 08-car parking lot added to the south end of this proposed parcel for the Tubman Family Alliance. There would also be a 33-car parking lot provided northeast of the monastery building. The Tubman Family Alliance use of this building would include 37 housing units as follows: six for single women: 18 for mothers with one to two children: six for mothers with three or more children: four for adult males and three for families with mothers and teenage boys. . A future monastery on the north end of the property. The existing monastery building was constructed to house 278 Sisters. Today. the community consists of 58 Sisters. 35 of which reside on site. Therefore, there is no need for such a large building. The applicant will provide specific details and plans for this building at a later time. Refer to the attached narrative and maps for a complete description of the proposal. Requests The applicant is requesting that the city council approve the following: . A conditional use permit (CUP) for a planned unit development (PUD) for the overall development plan. City ordinance, furthermore, requires a CUP for institutions of educational, philanthropic and charitable natures The CUP is needed for the proposed conversion of the monastery building by the Tubman Family Alliance for their use of the building. . A preliminary plat for the proposed property subdivision. The applicant has not submitted any site and architectural plans. These will be provided later for review by the community design review board. BACKGROUND November 7. 2005: The city approved a lot division of the applicant's property so they could sell 2.4 acres of land to Hill-Murray High School, for the expansion of their property and campus. DISCUSSION Conditional Use Permit The main concerns/issues that were expressed while reviewing this proposal were that of: negative traffic impact, too much density and a general opinion by some that the proposed uses were not appropriate for this neighborhood. Traffic The applicant provided a traffic analysis demonstrating that the proposed shelter and multi-family units would not cause any detrimental impact. The applicant's traffic report demonstrated that the proposed multi-family housing and the shelter would not negatively impact the traffic load on Larpenteur Avenue and Century Avenue. Chuck Ahl, the Maplewood City Engineer, disagrees with the applicant's traffic report. In his review of the applicant's data, Mr. Ahl feels that the applicant did not analyze the traffic-generation impacts of the proposed apartments and town homes based on realistic figures. Mr. Ahl states that "the traffic study does not provide a reasonable basis to make a decision on the local impacts. It fails to address access points on Larpenteur and Century for the newly-generated trips and appears to under estimate the peak trips. With these drawbacks. I cannot support the conclusions of the study on the impacts and would suggest that an alternative analysis be conducted by the city's consultant traffic engineer to update the information from this study and to draw new conclusions on the area traffic impacts and needs." Another traffic concern is that the proposal does not take into account the area traffic needs as discussed by Michael Thompson, staff civil engineer, and Chuck Ahl. Refer to Mr. Thompson's attached report. In it he says: "This site (the priory site) has been part of a regional planning effort in relationship to the vacant property owned by MnDOT to the immediate north of this site. The MnDOT property is available for redevelopment into a wetland / parks facility (it was considered for the ISD #622 Bus Garage Facility). The Priory site should be considered as part of this regional planning event. The applicant has not attempted to review traffic impacts based upon this site The focus of the traffic analysis is not relative to the regional transportation planning necessary for good planning by the City. The Larpenteur - Century intersection is a known congestion point in this area. Both Century, a MnDOT jurisdictional roadway. and Larpenteur, a Ramsey County jurisdictional roadway, do not have plans for improvements or expansion within the next 25 - 30 years. All development within this area relies exclusively for access to and from their facilities on these 2 two regional roadways. The regional transportation effort that was part of the Bus Garage Facility Task Force Group investigated four options to help provide a local roadway connection system that would help alleviate some of the continued and future congestion problems that are experienced and are projected to continue to worsen at the Larpenteur - Century and Century - TH 5 intersections. Each of the four alternatives has the possibility of impact on the various property owners (the Priory and Hill - Murray Schools). A proper plan would be to provide an internal connection system from this Priory development to a future local roadway system that provides an alternative access to the intersection at Century - TH 5 through the MnDOT property. How that connection would be made is not necessarily important on the details as to where the connection is best made, but a decision should be made requiring that connection in the future. It is difficult to predict when that connection would be made; however, it is most likely a 5-10 year period before the final connection is made. Considering that traffic volumes on these regional roadways are growing approximately 3% per year in background growth; without considering new developments like this proposal; we can expect an increase in traffic at the intersections of 25-30% in the next ten years. These intersections cannot handle these volumes without an increase in delay and safety concerns. We recommend a condition that this site plan be required to connect to a future local roadway system that connects to vacant MnDOT property to the north." With this suggestion, staff recommends that the applicant revise the plans to provide an acceptable right-of-way connection to Larpenteur Avenue and Century Avenue for this needed area roadway system. The attached roadway scenario. titled "ISD 622 Bus Facility Site Plan Option 2-6.4 Acre Site" illustrates Mr. Ahl's recommended street layout concept Please note that this is a "concept" with the exact locations to be worked out later. Densitv The subject property is presently zoned R3 (high-density residential) and planned in the comprehensive land use plan for R3H (high-density residential). Therefore, the zoning and land use classification is proper for the amount of density proposed. In working through the density allowances stated in the comprehensive plan, the proposed 50-unit town home site is permitted with that amount of density. The 40-unit senior's apartment site is permitted being that 39 of the proposed units would be one-bedroom units and one would be a two- bedroom unit According to the density guidelines, this would amount to 45 persons on this site. The guidelines would allow up to 64 persons for a site this size (22.8 persons per acre x 2.84 acre site). The monastery building could have up to 94 units based on the city's density allowance for apartments. The applicant is proposing to provide 37 housing units apartments within the monastery building for shelter purposes. All of these proposed residential uses comply with the city's density provisions. The future monastery site could also have a density of approximately 228 apartment units. The applicant will propose this building at a later date. It is unlikely they would come close to that amount of density considering there are only 35 Sisters living on site at the present time Appropriateness of Use Some property owners feel that the proposed shelter is inappropriate for this location being so close to the high school. Staff sees this location as being actually rather remote from any nearby 3 residences that could potentially be impacted by this development. The land to the east is undeveloped land in the city of Oakdale, to the south there is open-space land owned by the City of Maplewood and the northerly neighbor will be the future monastery site. Staff does not see how the neighboring high school would be negatively affected by the proposed Tubman Shelter or the proposed multi-family housing with the exception of potential traffic impacts which has been addressed by the city engineer. Mr. Bob Bruton with the City of North SI. Paul has provided a letter of support as has Mr. Gene Winstead. the Mayor of Bloomington, for this facility. Both letters are attached. Preliminary Plat The proposed plat is essentially fine and meets most city requirements. However. the right-of-way widths are proposed to be 50 feet wide. City ordinance requires 60-foot-wide rights of way. The applicant should revise the project plans to widen these rights-of-way to 60 feet as ordinance requires. As discussed above. the city expects there will be a need for an expanded roadway system within the site A condition of this PUD should be that the applicant shall agree to dedicate the additional right-of-way for an expanded public roadway system to serve their developing property to lessen the impacts on Larpenteur and Century Avenues. The planning and approval for this roadway extension should occur before the new monastery building is constructed. The city engineer has said that this would be a city project and his office would initiate this roadway extension project. Department Comments Buildinq Official Dave Fisher, the Maplewood Building Official, has the following comments: . The city will require a complete building code analysis when the construction plans are submitted to the city for building permits. . Provide adequate fire department access to the building. . The buildings are required to be fire sprinklered. . Separate building permits are required for each building. . The existing monastery building may require a full NFPA 72 fire alarm system. . Accessible parking will be required. . The SI Paul Monastery may be a historical site of record. This needs to be verified and it could have an effect on the construction. . The project manager and contractor should meet with the city building inspection department in a pre-construction meeting. 4 Enqineerinq Deoartment Michael Thompson, Civil Engineer I with the city. has reviewed this proposal and given his review comments in the attached report. Refer to Mr. Thompson's attached report dated February 22, 2007. Other than the traffic issues already discussed, Mr. Thompson's report makes recommendations regarding drainage, ponding/infiltration. wetlands. grading, erosion/sediment control, landscaping, storm sewer. agency submittals and traffic/streets. Police Lieutenant Shortreed gave the following comments: . Appropriate security and street lighting should be provided and maintained in order to assure that addresses within the development are readily recognizable and accessible. . Each residential unit within the development should have its own unique address number to assure that emergency responses are not delayed by trying to determine unit numbers at locations with the same address number (i.e. 1737 Gervais Avenue Units 1-8). . Since private roads often tend to be much narrower than public streets, on-street parking is often limited as a result. It is highly encouraged that enough parking spaces be provided for the residents to have their guests park during special events such as birthdays and holidays. The City of Maplewood would be encouraged to clearly post Larpenteur Avenue and Century Avenue as a "no parking" area. . Construction site thefts and burglaries are a large business affecting many large construction projects throughout the Twin Cities metro area. The contractor should be encouraged to plan and provide for site security during the construction process. On-site security, alarm systems and any other appropriate security measures would be highly encouraged to deter and report theft and suspicious activity in a timely manner. . Exits from the development onto Larpenteur Avenue and Century Avenue should be clearly posted with approved traffic control devices. Both streets contain a large amount of traffic. which would require residents and visitors to use caution when exiting onto either street. Fire Chief Steve Lukin, the Maplewood Fire Chief, gave the following comments: . The applicant shall install fire protection systems and meet all applicable fire-safety codes. . The fire protection shall be monitored as code requires. . There shall be fire-fighting access provided for all structures as required by applicable codes and the Maplewood Fire Marshal. . Fire alarms and smoke detectors shall be provided as required by codes. 5 . The applicant shall provide a floor plan showing postings at the main doors for fire department use. Watershed District The applicant must obtain a permit from the Ramsey-Washington Metro Watershed District for this development. MN Department of Transportation (MnDOT) MnDOT responded to our notification about this proposal with the attached letter. In summary, they recommend that the applicant install a right-turn-Iane on Century Avenue for access to Bennett Road. They also state that drainage, access and right-of-way permits are required. Summary The proposed density of the townhomes and apartments is a concern with several persons that responded to the staff survey. The fact is, though, that this property has been zoned and planned as high-density residential for a long time and the proposed density meets city requirements. Traffic impact is the major concern with this proposal as discussed above. A condition of the PUD should be the applicant dedicate the additional right-of-way for an expanded roadway system to serve their developing property to lessen the impacts on Larpenteur and Century Avenues. The required roadway-system concept shall be like that included in this staff report titled "ISD 622 Bus Facility Site Plan Option 2-6.4 Acre Site." The proposed site is a good location for these uses. As stated, the type of housing and density proposed complies with city requirements. The recommended expanded street system also should alleviate the potential for future traffic impacts on Larpenteur and Century Avenues As for the educational. philanthropic and charitable nature of the proposed uses. staff finds this site well suited for such activities and complementary to the Sisters interests and missions. RECOMMENDATIONS A. Adopt the resolution approving a conditional use permit for a planned unit development for the Sisters of SI. Benedict of SI. Paul's Monastery. This PUD is for the Sisters to expand the use of their property located at 2675 Larpenteur Avenue with a 50-unit town house development; a 40- unit seniors housing apartment building; the conversion of the existing monastery building as a multi-use family-violence shelter with 37 housing units, offices and support facilities and a future monastery building. Approval is based on the findings required by ordinance and subject to the following conditions 1. This planned unit development shall follow the concept plans date-stamped January 11, 2007. These plans are considered concept plans because the applicant must submit design plans to the city for approval for the proposed apartments. town houses, future monastery, shelter and any other future use. Staff may approve minor changes. 6 2. This planned unit development does not give any approvals for Lot 1. Block 1 since this site has not been proposed for any future development and its future use is unknown. The development of this site would require a revision of this planned unit development and must comply with all city development requirements. 3. The proposed construction must be substantially started within one year of council approval or the permit shall become null and void. 4. The city council shall review this permit in one year. 5. The applicant shall agree in writing to dedicate the additional right-of-way for an expanded roadway system to serve their developing property to lessen the impacts on Larpenteur and Century Avenues. The required roadway-system concept shall be like that included in the staff report titled "ISD 622 Bus Facility Site Plan Option 2-6.4 Acre Site." The planning and approval for this roadway extension should occur before the new monastery building is constructed. This would be a city street-construction project. 6. The applicant must obtain all necessary and required permits from the Minnesota Department of Transportation, Ramsey County and the Ramsey-Washington Metro Watershed District 7. The applicant must provide a right-turn lane on Century Avenue into the site. subject to MnDOTs approval. 8. The applicant shall comply with all requirements of the engineering reports by Michael Thompson dated February 22. 2007 and by R. Charles Ahl dated March 8, 2007. B. Approval of a preliminary plat for Century Trails Commons located at 2675 Larpenteur Avenue. Approval is subject to: 1. Redesigning the public street right-of-way within the site to be 60 feet wide 2. Complying with the applicable requirements of the engineering reports by Michael Thompson dated February 22. 2007 and by R. Charles Ahl dated March 8, 2007. 3. Street lights shall be installed if required by the city engineer, subject to his approval. 4. The applicant shall dedicate any additional right-of-way if required by Ramsey County and the Minnesota Department of Transportation. 7 CITIZENS' COMMENTS I surveyed the owners of the 46 properties within 500 feet of the site. Of the eight replies, one was in favor. seven were opposed and one offered a comment about the overall design of the development. One additional letter is included. This is a letter of support from Gene Winstead, Mayor of the City of Bloomington. In Favor 1. Refer to the attached letter from Bob Bruton in support of this proposal. 2. Refer to the letter of support from Gene Winstead, Mayor, City of Bloomington. Opposed 1. We do not want these located there. We already have Emma's Place and the place behind the Ramsey County Home in this area. Please choose another area. (Selg, 1650 Sterling Street) 2 I approve the family shelter in the existing building. I do not approve of the density of the 50- unit town home and 40-unit apartment. Eliminate one or the other. If approved. please keep the height restricted to two levels at least! (Peterson, 2526 Idaho Avenue) 3. I am disappointed with the way the City of Maplewood continues to make decisions that degrade our community. This is another example of that. I am strongly against this proposal and will consider moving if this is accepted. (Gorke, 2554 Idaho Avenue) 4. Refer to the attached letter from Kris O'Kane. 5. Refer to the attached letter from Kevin and Katherine Green. 6. Refer to the attached letter from Ann Fosburgh. 7. Refer to the letter from Joseph Peschges, President of Hill-Murray High School. Other Comment The visual appearance from TH120 is important and should be given a high priority in the design review process, specifically, building elevations and landscaping need to be of a high quality given visibility from the roadway. Thanks! (Brent Brommer, City of Oakdale Director of Community Development) 8 REFERENCE INFORMATION SITE DESCRIPTION Site size: 31 acres Existing land use: SI. Paul's Monastery SURROUNDING LAND USES North: Undeveloped property formerly planned for the Highway 5 extension South: Larpenteur Avenue and City of Maplewood open space land East: Century Avenue and undeveloped property in the City of Oakdale West: Hill-Murray High School and athletic fields PLANNING Land Use Plan designation: R3H (high-density Zoning: R3 (multiple-dwelling residential) CODE REQUIREMENTS Section 44-1092(3) of the city ordinances requires a CUP for institutions of any educational. philanthropic and charitable nature. Findings for CUP Approval Section 44-1 097(a) requires that the city council base approval of a CUP on nine findings. Refer to the findings for approval in the resolution. APPLICATION DATE The application for this request was considered complete on January 11, 2007. State law requires that the city decide on these applications within 60 days. Due to the need for extra time needed to conduct the city's review of these requests. staff extended the review period an additional 60 days according to the provisions allowed by state statute. As such, the city council must act on this proposal by May 11, 2007. 9 p:sec13-29\priory pud and plat 3 07 Attachments: 1. Location Map 2. Site Plan 3. Applicant's PUO Application Narrative 4. Engineering Report by Michael Thompson dated February 14. 2007 5 Review of Traffic Study by Chuck Ahl dated March 8, 2007 6. Roadway Extension Concept-ISO 622 Bus Facility Site Plan Option 2-6.4 Acre Site 7. Letter from MnOOT 8. Letter from Gene Winstead, Mayor. City of Bloomington 9. Letter from Bob Bruton 10. Letter from Kris O'Kane 11. Letter from Kevin and Katherine Green 12. Letter from Ann Fosburgh 13. Letter from Joseph Peschges 14. Letter from Sl. Paul's Monastery 15 CUP Resolution 16. Plans date-stamped January 11, 2007 (separate attachments) 10 --~\ \ \ \ \ ') LOCATION MAP I"'l ::' '::> .., '" '1 '.il .? .. r2 ,; c;p GJ " ~j [JO 0:::) \ il c;:J 'C::J .,1\] QO cD - [J:I, .,. . '. c:::::::J .~ ~~ o ~d,",' Attachment 1 o .. ....... :., !IMllb II ~~II !i~I~ ~~ l ~::; wI: rl' 0: .' " J I Attachment 2 ~ :], I!J! : l!~. ~ ,'-' < .., :Iii. iili . J I I .., W !:::z CJ?~ >0. D::: 01- -z o:::w 0..:E Co. WO tn..J OW a.> OW o:::C a. . ! Cl ~ 5~m~~ . . .~-, W C :::E>< W 0 l/)...::I:w 2z~~ ~I o=? :::E g: ~ ~ 8... -/ z ~ ~ '" ~ i\'; g :r u 0: " 1;: .~ ;; W 0: .. -, -g s'" L ...J Attachment 3 St. Paul's Monastery PUD Application Narrative Over 50 years ago, the Sisters of 51. Benedict of 51. Paul's Monastery purchased land at Larpenteur and Century Avenues in Maplewood. They first built Archbishop Murray Memorial School. After the high school was completed they built St. Paul's Monastery, a 100,000 sq. ft.. six-story structure designed by noted St. Paul architect Val Michelson. A key mission of the Sisters has been and continues to be service to women, children and the elderly. The Sisters have worked diligently through the years to preserve the beauty, original appearance, and condition of both the building and grounds. Two other structures occupy the site: a 5,000 square foot one-story garage, and a 12,600 . square foot two-story service building which houses the Maple Tree Childcare Center, operated by the Monastery. The Monastery's cemetery is located near the northern boundary of the property. The monastery building was designed for a community of 278 Sisters. Today, the community consists of 58 Sisters, 35 of whom reside on site. Clearly, they no longer require a facility of this size and desire to reduce the expense associated with operating and maintaining it. For several years, the Sisters have considered alternative uses for the monastery and the land. In that process they considered and rejected selling the land to for-profit, high-density housing developers. who would likely have razed the existing building, considered by many to be a Minnesota architectural landmark. Instead, they sought to partner with organizations that would support and augment the ongoing ministries of the Sisters, using the monastery building and developing only a small portion of the site. After 13 years of consultation and strategic planning, the Sisters of SI. Paul's Monastery invited Tubman Family Alliance and CommonBond Communities to join them on the site. Tubman Familv Alliance is a pioneer in family violence prevention recognized nationwide. With a budget of $7.1 million, services include legal advocacy, school-based prevention education, counseling and supportive services, temporary housing for women and children, community education for churches, businesses and civic organizations, a learning site for college and high school interns, and a 24 hour help line for residents. Tubman is committed to providing a range of quality services to communities. To achieve that, they work in partnership with other experts and specialty service providers. Family Violence Network( now part of Tubman Family Alliance), has served the Maplewood- Oakdale-North St. Paul area for over 26 years, providing excellent services not only to Maplewood residents, but also supporting the Maplewood Police Department, prosecutors, health care providers, and schools. This long history of servi.ce and cooperation has resulted in and provided immediate, effective support for victims and public safety professionals. Tubman has had a full-time advocate assigned to Maplewood to support and aid law enforcement and prosecutors. Tubman remains committed to these partnerships that have enhanced law enforcement's capacity to manage domestic violence cases. Together we are preventing abusers from re-offending. For over 20 years, a high quality integrated system has grown among Maplewood's police, courts and Tubman, which ensures some of the best quality service to any community in the state. St. Paul's Monastery PUD Application Narrative Page 2 When Family Violence Network consolidated with Harriet Tubman Center, one of the goals was to provide the kind of education, childcare, and housing services to our suburban communities as those available at Tubman Center in Minneapolis. A secondary goal was to reduce facility operating costs currently experienced managing Tubman's multiple East Suburban sites. Tubman plans to use the current monastery to achieve those goals. The monastery would provide space to continue all of the work in Maplewood and surrounding suburban communities, to improve access to citizens needing safety and care, as well as maintain access to the monastery for the public - - just as it is today. In consolidating its Suburban Ramsey and Washington county operations, Tubman will use the facility for offices, housing, community support, information and training, child-care and K- through-college education. Specific programs include: . Jobs, Education and Training offers employment education, resources, and referrals to help people find jobs. . Information Technology Education helps ensure comfort and expertise in technology, and for some, a new career. . Children and Youth Services support children who witness violence and counsel and educate parents. . Transitional Services provide longer-term involvement and follow-up support to sustain family success in establishing a peaceful, safe productive home. . Violence Prevention Prograrns teach prevention education in local schools including North Sl. Paul and Tartan High Schools and provide service learning for area schools including Hill-Murray. . Safe Housing provides protection for domestic violence victims and their children on a short-term basis. . Legal Services described above range from intervention (filing Orders of Protection) to full legal representation for victims. . Safety Services include the 24-hour helpline, individual safety planning, information and referrals, and support groups for women and children. Finally, Tubman has a commitment to broad-based education, both locally and nationally. In conjunction with numerous university researchers and professors, the agency will publish information gained in the service of children and families, and recommend best practices in violence prevention. The current monastery as it exists is extremely well adapted to all of Tubman's anticipated services and goals. Given that the building has been cited by preservationists as one of two premiere examples of mid_20th century architecture in Minnesota, the Sisters consider it nothing short of miraculous that Tubman's needs are so perfectly met within the original design of their monastery. The original architecture will remain intact with only the addition of a secondary entry at the north side of the facility. The majority of the interior will be used by Tubman as it was originally buill. Minimal interior remodeling will adapt some existing dormitory-style rooms for women and children, partner programs, and office space. SI. Paul's Monastery PUD Application Narrative Page 3 Common Bond Communities is Minnesota's largest non-profit provider of affordable housing. They have developed 67 communities including 4,000 family, senior and special-needs housing units. Their projects are located In 35 municipalities in the Upper Midwest. Common Bond has earned a national reputation for excellence in developing and managing quality affordable housing while providing customized resident services administered through Advantage Centers that promote resident success. Common Bond plans to develop 40 affordable senior apartments, and 50 affordable family townhomes on land it will purchase from SI. Paul's Monastery on the eastern portion of the site. WHAT IS THE MONASTERY REQUESTING? SI. Paul's Monastery seeks approval for a Planned Unit Development (which is a Conditional Use Permit per Sec.44-1092.6). They seek approval for use of the present monastery by Tubman Family Alliance, an "...institution of educational, philanthropic, or charitable nature..." (Sec. 44-1092.3), of the division of the property into six parcels, of the proposed development densities for those parcels, and a variance from parking standards for Common Bond's senior apartments. Individual site plan applications for each project will follow. Two new (public) roadways, Monastery Way and Benet Road, will provide access to all six parcels. It is intended that these roadways be constructed to City standards and dedicated back to the City following their completion. The Sisters have reached consensus on the proposed roadway names and request that, if possible, the City approve the names chosen. EXISTING PROPERTY INFORMATION Land Area: 31.04 acres (1,352,248 s.f.) Land Use Map: Residential Classification, High Density Multiple Dwelling (R-3H) Cemetery portion - Commercial Classification, Cemetery (Cem) Maplewood Zoning Map: Residential Classification, Multiple Dwelling (R3) PROPOSED SUBDIVISION The following information describes in detail each portion of the property along with proposed uses and densities. Please refer to the submitted drawings for a graphic description. BLOCK 1 LOT 1 - No Chanae in use This lot is located at the southwest corner of the property. It is 1.92 acres in size, which is approximately 6% of the total property. This lot currently has a residential classification Multiple Dwelling (R-3B) zoning. Land use is listed as High Density Multiple Dwelling (R-3H). The Monastery will retain ownership of this parcel. Existing zoning and land use remain unchanged. BLOCK 1 LOT 2 - Chanae in Use for Tubman Familv Alliance This lot contains the existing monastery building. It is 6.63 acres in size, which is approximately 21% of the total site. This lot currently is zoned Multiple Dwelling (R-3B). Land use is listed as High Density Multiple Dwelling (R-3H). The Sisters plan to sell this parcel and the monastery building to Tubman Family Alliance. Tubman's status as a non-profit organization of "philanthropic and charitable nature" requires a Conditional Use Permit per Section 44-1092.3. We note that a PUD is a CUP in the City of Maplewood. St. Paul's Monastery PUD Application Narrative Page 4 Tubman will use the facility with little or no change from the current uses by the Sisters, including current office space, dormitory-style housing, food service, public meeting space and child-care. Programming is complete and design is underway for remodeling of the monastery to accommodate Tubman's uses which include: Office (Incl. admin., legal assist, program support, & partners) Meeting, Training and Reflective Spaces Licensed Childcare Dormitory-style Housing Food Service (Preparation and Dining) Total Programmed Area Mechanical/Electrical, Storage and Circulation Total Area 10, 129 s.f. (Programmed) 20,013 s.f. (Programmed) 4,635 s.f. (Programmed) 30,506 s.f. (Programmed) 7.554 s.f. (Programmed) 72,S37 s.f. 29,963 s.f. 102,800 s.f. The existing 1 OS-car monastery parking lot will be replaced with a 11 O-car parking lot proposed at the south end of Lot 2. A small 33-car parking lot will be added to the northeast. Additional proof-of-parking may be indicated on the site plan. The ratio of uses and the profile of the users will change, but the use and mission are consistent and compatible with current use of the property. BLOCK 1 LOT 3 - New Monasterv This lot is located on the north end of the property. It is 11.67 acres in size, making up 3S% of the total property. This lot includes the Monastery Cemetery, the two-story service/childcare building, and the class 4 wetland on the northeast corner of the property. The lot currently has a residential classification Multiple Dwelling (R-3B) zoning. Land use is shown as High Density Multiple Dwelling (R-3H). The Sisters plan to construct their new monastery on this site. The programming process is just beginning and much about the project is still unknown. A 20,000 sq. ft. footprint is indicated on the accompanying plans, and a 30,000 s.f. overall building size is believed probable. The building will house 30 to 40 Sisters and may also include a chapel, meeting rooms, dining area, healthcare center, and administrative office functions. The Benedictine Center, an outreach ministry of the Monastery, may be co-located in the current and new monastery, making use of meeting and dining spaces for intermittent weekend retreats and events. Guest rooms for retreat participants are being discussed, and if included, would house up to 15 participants on weekends. BLOCK 1 LOT 4 - CommonBond Communities Senior Apartments This lot is located on the northeast section of the property, at the corner of Benet Road and Century Avenue. It is .9 acres in size and makes up approximately 3% of the total property. This lot is to be sold together with Block 2 Lot 1 to Common Bond Communities in order to meet the City density requirements for 40 senior dwelling units. This lot currently is zoned Multiple Dwelling (R-3B). Land use is shown as High Density Multiple Dwelling (R-3H). This lot will not be developed and its classification will not change. The PUD application anticipates that the City will issue one tax ID number for this parcel and Block 2 Lot 1. St. Paul's Monastery PUD Application Narrative Page 5 BLOCK 2 LOT 1 - Common Bond Communities Senior Apartments This lot is located on the east side of the property, at the corner of Benet Road and Century Avenue. It is 1.94 acres in size and makes up approximately 6% of the total property. It is to be sold together with Block 1 Lot 4 in order to meet the City density requirements as required by the land use classification in the comprehensive plan. Combined, these 2 lots are 2.84 acres in size. The lots should be issued one tax ID number so they cannot be sold as separate lots in the future. This lot currently has a residential classification Multiple Dwelling (R-3B) zoning. Land use is listed as High Density Multiple Dwelling (R-3H). Common Bond Communities proposes to construct a 40 unit, 3 story, senior housing facility on the site. The building footprint as shown is 11,430 sq. ft., with a total building square footage of 32,700 sq.ft. Zoning and land use will not change since the intended use would be the same (R-3B) zoning with High Density Multiple Dwelling land use (R-3H). It is worth noting that the properties developed by Common Bond would change classification for tax purposes, providing new tax revenue to the City of Maplewood. The proposed layout meets the R-3B Multiple Dwelling requirements for density per the comprehensive plan, minimum habitable floor area, minimum land area, minimum percentage of green area, building area, height regulations, and yard setbacks. It does not meet the standard for off-street parking. Maplewood zoning requires two parking spaces per dwelling unit, with one space per unit being enclosed. The proposed layout however indicates 41 surface parking spaces to serve the 40 unit development. Please refer to Written Justification for PUD Deviations below. BLOCK 2 LOT 2 - Common Bond Familv Townhomes This lot is located in the southeast corner of the property, at the corner of Larpenteur and Century Avenues. It is 4.85 acres in size and makes up approximately 15.5% of the total property. This lot currently has a residential classification Multiple Dwelling (R-3B) zoning. Land use is listed as High Density Multiple Dwelling (R-3H). The proposed future owner is Common Bond Communities. The proposed layout shows a townhome development of 50 units with attached single car garages for each unit. Driveways in front of each garage also provide off-street parking for 1 car per unit. An additional 23 off- street parking stalls are provided throughout the development. The proposed layout meets the R-3C requirements for height regulations, maximum density per the comprehensive plan, minimum habitable floor area, yard requirements, and minimum building separations. WRITTEN JUSTIFICATION FOR PUD DEVIATIONS The Maplewood Zoning Ordinance, Section 44-1093, describes Planned Unit Developments as a means to "allow flexibility by substantial deviations...including uses, setbacks, height and other regulations." It then sets forth five conditions which must be satisfied for approval. This PUD submission requests flexibility related to the following issues: 1. Section 44-1092(3) defines Tubman Family Alliance's use of the existing monastery as a Conditional Use since it is an organization of "philanthropic or charitable nature." The St. Paul's Monastery PUD Application Narrative Page 6 PUD application, as a type of Conditional Use Permit, seeks approval for this use, including those functions identified in Block 1 Lot 2 description above. 2. The R-;3B Multiple Dwellings regulation requires two parking spaces be provided per dwelling unit, with one of those spaces being enclosed. CommonBond's plan for Affordable Senior Apartments includes one surface parking space per dwelling unit. The five conditions for approval, and justifications for PUD Deviations are as follows: 1. Certain regulations (contained in this chapter) should not apply to the proposed development because of its unique nature. Tubman's planned use of the existing monastery is indeed unique in nature. It will provide temporary housing and supportive services vital to those Tubman serves, as well as a broad array of training and transitional support that will benefit both Tubman families and others in the community. Four levels of the existing Mary Hall, originally designed as housing for the Sisters, will be adapted to use as temporary housing. Individual bedrooms will be linked in flexible configurations to provide rooms for victims of abuse and their children. The remaining floor of Mary Hall will house a Welcome Center and facilities for partnering service providers and agencies. The Safe Housing program is staffed 24 hours a day, seven days a week by on-site professionals specifically trained to ensure a safe and secure environment. The parking required for the senior affordable apartments is unique to the housing type and not analogous to the parking needs of other multi-family projects. The Maplewood zoning code does not distinguish between Senior Housing developments and other types of multiple dwellings.. It is Common Bond's experience that their senior developments do NOT require two spaces per unit since the majority of seniors living in these dwellings have one or no vehicle. Most no longer drive relying instead on public transportation. The existing bus stop is immediately adjacent to the planned senior development. Thus, the plan indicates fewer spaces than required by the Code, but more than Common Bond believes the project will actually require. 2. The PUD would be consistent with the purposes of this chapter. The purposes of the chapter listed in Sec. 44-2. include, among others "Lessening congestion in the streets; Securing safety from fire, panic and other dangers; Preventing the overcrowding of land; Avoiding undue concentration of population: and Encouraging the most appropriate use of land." This PUD Application is consistent with each of those purposes. Conqestion in the streets: Though the land is zoned for high-density, multi-family development, the Sisters have chosen not to use the land in that manner. Instead, they seek to preserve the land as much as possible with open space and minimum impact on the current site. Traffic projected to be generated by the development has been carefully quantified with a traffic study looking forward to 2026 by Wenck Associates, Inc. The analysis determines that this project will not contribute in an excessive manner to present or future congestion on these streets. St. Paul's Monastery PUD Application Narrative Page 7 Securino safetv: The work of Tubman Family Alliance is about "securing safety" for families and communities. It is hard to imagine a use more in keeping with this particular section of Chapter 44 than an agency dedicated to the reduction of violence. The site is buffered and physically well suited to provide a safe and secure environment for those that Tubman serves as well as the surrounding community. And, the site is significantly removed from other structures and residential housing. Preventino overcrowdino and avoidino undue concentration of population: As noted above, the development density proposed for this site is substantially below that allowed by the existing zoning and land use plans. Large areas of open space, trees, and wetlands will remain post- development. Encouraoino the most appropriate use of land: It is highly unusual to find a reuse more in keeping with this specific purpose from Chapter 44. From the day of its purchase by the Benedictine Sisters, this land, the school and the monastery they built on it as well as the remaining hills and wetlands, have stood as a beautiful amenity to the Maplewood community. It is extraordinary that the initial use and this proposed use are nearly identical. Since 1965 the Monastery and the community it sheltered have stood as an icon of faith and peace. The architectural design is recognized as an important work both locally and nationally. While some buildings are designed for a 20 to 50 year lifespan, the original monastery was designed and constructed with a 200-plus year projected use. Tubman's purchase not only preserves the building, but also a significant portion of the site, and opens another chapter in the life of the Monastic Community in its legacy of service and life transformation. Common Bond's development of affordable senior apartments and affordable family townhomes on the monastery site also is a clear continuation of the same ministry and support. The apartments become an important and vital community resource. Proximity to the Tubman facility provides unique access to programs and resources by town home and senior residents. Advantage Center space that would otherwise have to be built on Common Bond's site will be located within the current monastery. 3. The Planned Unit Development would produce a development of equal or superior quality to that which would result from strict adherence to this chapter. The Sisters of SI. Benedict of St. Paul's Monastery have worked for several years to find a suitable user for the existing monastery building and to formulate a development plan that retains sufficient open space to support their monastic lifestyle. The result today is a 31 acre development with significantly less density than permitted by strict adherence to code, and whose quality is significantly greater. The development is superior for several reasons: . It retains the existino monasterv. The ioss of this significant architectural work would be tragic, and its continued use with nearly no exterior remodeling preserves the design for the future. . It retains open spaces. The density of development is quite low. Congestion is reduced, storm water runoff is slowed, and dependence on municipal utility infrastructure is lessened. . It supports Maplewood's Comprehensive Plan. The affordable housing that will be developed provides a needed and valuable community resource. The design of the apartments and townhomes will compliment the architectural design and integrity of the SI. Paul's Monastery PUD Application Narrative Page 8 monastery, and will meet or exceed the aesthetics associated with market-rate housing projects in the area. 4. The deviations would not constitute a significant threat to the property values, safety, health or general welfare of the owners or occupants of nearby land. The presence of Tubman Family Alliance will not adversely affect property values or impact the safety, health or general welfare of neighboring property owners. The facility's nearest neighbor is Hill-Murray School over 1000 feet away, and there is only one other building within 3000 feet. These vast unusual open spaces are natural barriers to any concerns about dropping property values. Most important is the fact that the Sisters themselves have chosen to construct their new monastery on the adjacent site immediately to the north. They will be Tubman's closest neighbor. The parking deviation would have no impact on adjacent properties. 5. The deviations are required for reasonable and practicable physical development and are not required solely for financial reasons. Without the PUD/CUP being approved for Tubman Family Alliance, another user for the current monastery building must be found, or the current building razed. The Sisters' purpose initially and today is to create spaces for hospitality, peace and reflection, and community service. In not selling the property to a developer, the Sisters are preserving the monastery building and land and not realizing the potential for significant financial gain. As with the sale of land to The Trust for Public Land (The Priory Preserve), the City of Oakdale and Hill-Murray Schooi, the sale of these properties to Tubman and CommonSond demonstrates the Sisters' commitment again to their legacy of ministry. The change in use is requested for reasonable and practical physical development. Provision by CommonSond of one parking space per senior apartment meets the needs of the tenants, and reduces the amount of impervious surface associated with the development. It leaves open more land area and may promote the use of public transportation. We request approval of the PUD with that parking ratio, accordingly. CONDITIONAL USE STANDARDS The Code further describes nine standards for approval of Conditional Use Permits. The standards and our responses are as follows: 1. The use would be located, designed, maintained, constructed and operated to be in conformity with the city's comprehensive plan and this code. Tubman's use of the existing monastery building is consistent with the City's Comprehensive Plan. The Comprehensive Plan goals emphasize that the city minimize conflicts between land uses, prevent overcrowding or overuse of land (especially when supportive services and facilities are not available), provide a wide variety of housing types, and integrate developments with open space and significant natural features. The building and site are already developed and the project will not disrupt or alter the significant, open space and natural features of the general area. SI. Paul's Monastery PUD Application Narrative Page 9 The project is consistent with the Residential Development Policy which protects neighborhoods from encroachment or intrusion of incompatible land uses by adequate buffering and separation (Comprehensive Plan, pages 20- 21). The project itself is buffered from incompatible uses by the significant open space and the adjacent high school, which is an institution of educational, philanthropic or charitable nature. Conversely, the project will not intrude upon, or bother already established uses because it is so well buffered. Tubman also is an institution of a philanthropic and charitable nature. It is licensed to provide beds for temporary housing together with supportive and transitional services, space for partnered service centers, and administrative office space. Tubman will provide a critical type of facility for victims and their children when they need temporary housing. This use is consistent with the already established use of the site as a monastery with a variety of related activities and a licensed childcare center. Tubman will continue those general types of activities. The use of the building for temporary housing, supportive services, offices and other public uses is consistent with the current use. The lack of a change of use will help assure that the Tubman project will not have an adverse effect on the community. Within the project, the mix of uses will support and enhance the temporary housing by providing convenient access to services critical for the residents. The buffered site itself enhances the ability of the agency to assure safe and secure environments for those who need the temporary housing and support. The administrative offices support the range of Tubman services. To the extent the Tubman site will have a mix of use, those uses are functionally integrated with each other, and planned and designed to be compatible with, and supportive of, each of the other uses. The Land Use Plan provides for High Density Multiple Dwelling development of the area. The proposed PUD/CUP fits well with that use as it reuses the existing facility consistent with what has taken place on the site for many years. It also fits well with the high density residential development contemplated by the Comprehensive Plan. There will not be negative economic, social or physical impacts on adjoining developments. Rather, there will be safe and adequate access. The site has adequate facilities and services, such as streets, utilities, drainage and open space (Comprehensive Plan, page 19). In summary, the use of a PUD to adaptively reuse the monastery building and the site, while also protecting the community's neighborhoods for encroachment or intrusion of incompatible land uses by having adequate buffering and separation, furthers the Comprehensive Plan Policies for residential development. (Comprehensive Plan, pages 20-21). 2. The use would not change the existing or planned character of the surrounding . area. Tubman's use of the existing monastery preserves the existing character of the area which might otherwise be greatly transformed. 3. The use would not depreciate property values. The use of the monastery building by Tubman will have no impact on property values. The nearest neighboring residence is more than 4000 feet from the facility and adjacent property to the south is a preserve, previously sold by the Sisters to the Trust for Public Land. Tubman's use will be well buffered and confined to the monastery building and grounds. St. Paul's Monastery PUD Application Narrative Page 10 4. The use would not involve any activity, process, materials, equipment or methods of operation that would be dangerous, hazardous, detrimental, disturbing or cause a nuisance to any person or property, because of excessive noise, glare, smoke, dust, odor, fumes, water or air pollution, drainage water runoff, vibration, general unsightliness, electrical interference or other nuisances. Tubman's use will not generate excessive noise or any of the other conditions described above. On the contrary, continued use of the monastery building much as it is now and the preservation of the adjacent open space will reduce potential noise, glare, and increased drainage water runoff. 5. The use would generate only minimal vehicular traffic on local streets and would not create traffic congestion or unsafe access on existing or proposed streets. A traffic study was commissioned by the Monastery and is attached. The study was completed on September 27, 2006, and sUbsequently revised on November 30, 2007, to include a 20 year forecast as requested by City Staff. Data was collected from St. Paul's Monastery, Common Bond Communities, Tubman Family Alliance and Maple Tree Childcare to inform the study. Observations were made during peak morning and afternoon traffic periods on three separate occasions. The study concludes that all movements at the intersection of Larpenteur and Century Avenues operate at acceptable levels through 2026. Based on the results of this study, the Sisters of St. Paul's Monastery believe no new roadway is required to connect Larpenteur Avenue directly with the intersection of Century Avenue and Highway 5 to the north. Such a roadway would take valuable land from both the Monastery and Hill-Murray School and would significantly impact the Sisters' ability to maintain their monastic lifestyle in a new facility near their cemetery. 6. The use would be served by adequate public facilities and services, including streets, police and fire protection, drainage structures, water and sewer systems, schools and parks. Municipal utilities are available and adequately sized to support the proposed development. Traffic impact has been analyzed thoroughly. Storm water treatment systems are being developed which will treat storm water prior to discharge and maintain a pre-development discharge rate. Hill-Murray School is immediately adjacent, and the development will occur within District 922 where enrollments are currently in decline. The preserve, previously sold by the Sisters to the Trust for Public Land, is directly across Larpenteur Avenue from the proposed development. 7. The use would not create excessive additional costs for public facilities or services. The development as a whole, and Tubman's use of the monastery in particular, will not create excessive additional costs. Public facility infrastructure would be much more severely impacted by redevelopment of the entire site at permitted densities. City services are likewise less impacted by the continued low-density usage of the property. St. Paul's Monastery PUD Application Narrative Page 11 8. The use would maximize the preservation of and incorporate the site's natural and scenic features in the development design. The site's natural features are substantially preserved within this development plan. The reuse of the existing monastery, development of the new monastery on a large parcel to the north, and modest development of affordable housing over a relatively small land area all allow the site's natural and scenic features to remain in large part intact. 9. The use would cause minimal adverse environmental effects. The PUD design preserves the key attributes that currently exist. The development's density preserves open space, its residents will make use of public transportation, an existing building of notable architecture and its materials are preserved, and storm water quality is improved. The Sisters are evaluating the possibility of registering their new monastery with the US Green Building Council for LEED certification. There are certainly minimal adverse environmental effects. CONCLUSION The Sisters of SI. Benedict of SI. Paul's Monastery request approval of this PUD application including Tubman Family Alliance's use of the existing monastery, a parking variance for Common Bond senior apartments, and the lot divisions and uses indicated in the application. The resulting redevelopment will provide for expanded ministry and continued service. This will be a significant resource to Maplewood, and an asset to the larger community. It is a development that respects Maplewood's history, natural environment, and commitment to its residents now and into the future. Attachment 4 Page 1 of6 Em!ineerin!! Plan Review PROJECT: Priory Redevelopment PROJECT NO: 07-02 REVIEWED BY: Erin Laberee (Maplewood Engineering Dept, Assistant City Engineer) Michael Thompson (Maplewood Engineering Dept, Civil Engineer I) SUBMITTAL NO: 1 REVIEW DATE: February 22, 2007 The applicant, Jean Hartman, of St. Paul's Monastery has submitted project plans and application for the redevelopment of the 31.04 acre Priory site located at the northwest comer of the Larpenteur Avenue and Century Avenue intersection (2675 Larpenteur Avenue). The project description consists of a planned unit development consisting of a 40-unit senior housing apartment building, SO-unit town house development, a change in use of the existing monastery building, and proposed future monastery. The applicant included a wetland delineation report, traffic report, and storm water modeling report for the site. The architect and civil engineering firms for the site redevelopment are Pope Associates, Inc. and Sunde Engineering, Inc., respectively. Jacobson Environmental prepared the delineation report and Wench Associates, Inc. prepared the traffic impact study. Drainage Calculations 1. The storm water conditions show the existing impervious project site area as 4.52 acres and the proposed impervious project site area as 12.09 acres. The required I" infiltration calculations only provides for 11.41 impervious acres instead of the full 12.09 acres. The difference must be accounted for and revised calculations submitted. Also the submitted infiltration calculations assume an infiltration rate of 0.30 inches per hour. The city will require the developer to perform soil borings at all infiltration basin locations to verify soil conditions reflect assumed infiltration rate. Ponding & Infiltration I. The normal and high water elevations shall be shown at each pond and infiltration basin on the project plan view, not just in table format. Also, each pond and infiltration basin must be labeled on the project plans for identification purposes. 2. Overflow swales shall be shown with overflow elevation and swale lined with permanent enkamat. 3. There must be 2-feet of freeboard from the high water level to building pad elevations. 4. Soil borings shall be provided throughout the site (IS-foot depth minimum). Soil borings shall be specifically provided at all proposed rainwater garden and infiltration basin locations as stated above. Also, borings along the proposed road shall be performed to understand the type of soils and if road base corrections are needed. Page 2 of6 5. Maintenance access must be shown to each pond, infiltration basin, and sump structure. 6. The city will require 3-foot sumps at all drainage structure just upstream of pondlbasin (must be accessible by ajet vacuum truck). 7. The city rainwater garden detail will be required to be placed on the project plans. The contractor shall work with the city naturalist, Ginny Gaynor, regarding phasing, construction, and plantings of gardens/infiltration basins. All must be shown on the plans. Wetlands I. On sheet C2 of the project plans, the wetland delineator call of Jacobson Environmental must also have the date of delineation. The buffer must also be shown around the wetland and shall include silt fencing and wood chips/ bio-Iogs; placed just upstream of the silt fencing. Grading 1. Site grading shall not have grading steeper than 3: 1. Erosion stabilization blanket placed immediately after disturbance is required for 3: 1 slopes. 2. Retaining walls on plans must shown top and bottom elevations. Also, retaining walls over 4-feet require an engineered submittal to the City of Maple wood Building Department to secure the required building permit. Show a typical detail of the retaining wall on the details sheet of the project plans. 3. Specity building pad elevations. The emergency overland release path for stormwater overflow shall clearly be shown on the grading plan and elevation shall clearly be called out. Once provided, the city will evaluate pad elevation to see if they are adequate. 4. All rainwater gardens and infiltration basin shall be excavated to final bottom elevation after major grading is complete. Care must be taken to avoid compaction of bottom area in order to avoid losing the infiltration characteristics of the soil. If the rainwater garden or infiltration basin does not perform as designed, it is the responsibility of the developer's engineer and/or contractor to correct the problem. The city will withhold all escrow monies, and may coordinate with the city building department to withhold certificate of occupancies for buildings on the development site, until the proper functioning of the rainwater garden and/or infiltration basin is restored. Erosion & Sediment Control Plan I. Clearly identity disturbed area by delineation on the plans and provide a numerical value of disturbed acreage for the project site. Any disturbance of one acre or more necessitates a National Pollutant Discharge Elimination System permit from the Page 3 of6 Minnesota Pollution Control Agency (MPCA). The approved grading and erosion & sediment control plans shall be incorporated into the SWPPP. The current SWPPP plan on sheet C4 of the project plans does not meet the city requirements. See the remaining comments under this section for what is needed. 2. Include a maintenance schedule of all erosion and sediment control devices used throughout the phases of construction (including building construction). 3. IdentifY (in project plan view) the erosion and sediment control measures at project boundary limits of disturbed areas (i.e.... silt fence, straw wattle, etc). 4. IdentifY erosion and sediment protection on slopes and sediment controls at top and toes of slopes and base of stockpiles. 5. Post construction requires stabilization ofall disturbed soils. Please specifY method. 6. IdentifY locations for equipment/material storage, debris stockpiles, vehicle/equipment maintenance, fueling, and washing areas. Address measure to contain area and specify that all materials stored on site shall have proper enclosures and/or coverings. 7. IdentifY locations and provide details for concrete washouts. 8. IdentifY locations and provide details for stabilized construction accesses (rock entrance pads). 9. IdentifY the quantity of materials to be imported or exported from the site (cu-yd). 10. A phased grading plan shall be required for the site and stockpile locations identified. Stockpiles shall be encircled by silt fence and covered as needed. 11. Describe measures (e.g...sediment basin, sediment trap, etc) taken during the rough grading process to intercept and detain sediment laden run-off to allow the sediment to settle and how the settled stormwater will be de-watered and introduced to the public drainage system. Show the location of sediment trap or basin on the project plans. 12. Describe measures of onsite dust control (i.e.... water as needed) and also provide a sweeping plan for adjacent streets. 13. The following verbiage shall be added to the plan: "Effective erosion and sediment controls shall be in place prior to any storm events. " Failure do such shall result in the deduction of escrow funds (the city requires the developer or contractor to post escrow prior to issuance of the grading permit). The funds will be deducted at the discretion of the city inspector upon notice to the developer or contractor. Page 4 of6 Landscaping! City Naturalist Comments I. A landscaping plan shall be included in the project plans to include native grass mixtures and planting plugs in ponding!infiltration areas. Tree plantings shall also be included and must meet the city's tree replacement requirement. A schedule of existing trees to be removed including type and diameter shall be shown in a table. Also a proposed tree schedule and planting locations shall be shown on the landscape plan within the project plans. 2. This project site is surrounded by natural preserves. This site's characteristics should attempt to match the surrounding areas. For example; the frontage landscape at the corner ofLarpenteur and Century should be wooded and natural instead of a storm water pond. The aesthetics of this site should be carefully considered. 3. It should be attempted to design the proposed ponds and infiltration basins with contour irregularities in order to give a more natural look. Smaller rainwater gardens should be considered throughout the site for pre-treatment purposes prior to flowing into the ponds then infiltration basins. Storm Sewer I. Currently, both a 24-inch and 8-inch storm sewer drainage pipes run underneath the existing monastery building. The drainage pipes and patterns shall be reconfigured to rectifY this unacceptable situation. 2. Storm manhole 33 shall be moved to the parking lot area and centered so the storm line sets equidistance from the proposed town home buildings. Sanitary Sewer I. There is no sanitary sewer shown going to the existing monastery building. Project engineer shall show existing sanitary sewer servicing this building and the routing to the public main. Agency Submittals 1. Submit project plans to Ramsey-Washington Metro Watershed District (Tina Carstens). 2. Submit plans for approval to Mike Anderson at Saint Paul Regional Water Services (SPRWS). All water utilities shall have a minimum of 8-feet of cover. The notes within the project plans on sheet C3 incorrectly state 7.S-feet. Again, all water related design and notes shall be reviewed and approved by SPRWS. 3. Coordination with Ramsey County's traffic engineer (Dan Soler) will be required because Larpenteur Avenue is within County jurisdiction. Page 5 of6 4. Mn/DOT coordination will also be required since site access will be available from Century Avenue. 5. Plans shall be submitted to Minnesota Department of Health Services for the water extension through the project site. Note: If the watermain extension is part of the public improvement process then the city will coordinate with the Department of Health Services. 6. Plans shall also be submitted to Minnesota Pollution Control Agency (MPCA) for the sewer extension and for coverage under the general stormwater permit. Note: If the sewer extension is part of the public improvement process then the city will coordinate with the Department of Health Services. Traffic/ Streets 1. The site design shall reflect one of the four alternative future public roads layouts within the project site. Effective transportation planning for this site is required to relieve future congestion at the Century Ave! Larpenteur intersection. More discussion with city staff concerning traffic and future roads will be required prior to project plan approval. Please see next two comments. 2. This site has been part of a regional planning effort in relationship to the vacant property owned by MnDOT to the immediate north ofthis site. The MnDOT property is available for redevelopment into a wetland / parks facility (it was considered for the ISD #622 Bus Garage Facility). The Priory site should be considered as part of this regional planning event. The applicant has attempted to review traffic impacts based upon this site. The focus of the traffic analysis is not relative to the regional transportation planning necessary for good planning by the City. The Larpenteur - Century intersection is a known congestion point in this area. Both Century, a MnDOT jurisdictional roadway, and Larpenteur, a Ramsey County jurisdictional roadway, do not have plans for improvements or expansion within the next 25 - 30 years. All development within this area rely exclusively for access to and from their facilities on these two regional roadways. The regional transportation effort that was part of the Bus Garage Facility Task Force Group investigated four options to help provide a local roadway connection system that would help alleviate some of the continued and future congestion problems that are experienced and are projected to continue to worsen at the Larpenteur - Century and Century - TH 5 intersections. Each of the four alternatives has the possibility of impact on the various property owners (the Priory and Hill- Murray Schools). A proper plan would be to provide an internal connection system from this Priory development to a future local roadway system that provides an alternative access to the intersection at Century - TH 5 through the MnDOT property. How that connection would be made is not necessarily important on the details as to where the connection is best made, but a decision should be made requiring that connection in the future. It is difficult to predict when that connection would be made; however, it is most likely a 5-10 year period before the final connection is made. Considering that traffic volumes on these regional roadways are growing approximately 3% per year in background growth; without Page 60f6 considering new developments like this proposal; we can expect an increase in traffic at the intersections of25-30% in the next ten years. These intersections cannot handle these volumes without an increase in delay and safety concerns. We recommend a condition that this site plan be required to connect to a future local roadway system that connects to vacant MnDOT property to the north. 3. The local roadways are proposed as public streets and are shown as Benet Road and Monastery Way. We support this designation as public streets. As such, we recommend that these streets (utilities included) be built as public improvements and that the site owners be required to petition the city to construct the streets to City specifications. Miscellaneous I. A demolition plan needs to be incorporated into the project plans because existing roads and structures appear to be set for removal. 2. The developer or project engineer shall submit a copy of the MPCA's construction stormwater permit (SWPPP) to the city before the city will issue a grading permit for this project. 3. The owner and project engineer shall satisfy the requirements of all permitting agencies. 4. The developer shall provide a lighting plan. 5. The owner shall sign a maintenance agreement, prepared by the city, for all stormwater treatment devices (list devices i.e....sumps, basins, ponds, etc). The city shall prepare this agreement. 6. The developer shall enter into a development agreement with the city. The city will prepare this agreement. Attachment 5 Department of Public Works City of Maplewood MEMORANDUM TO: Tom Ekstrand, Senior Planner FROM: R. Charles Ahl, Director of Public Works/City Engineer DATE: March 8, 2007 SUBJECT: Monastery Development Proposal, File No. 07-02 Review of Traffic Study Please add this information to the comments that the Engineering staff have already provided on the proposed Monastery development. I have reviewed the Wenck Traffic Study prepared for the proposed development and have concerns with the information within that study. The background assumptions and conclusions need further explanation as to the basis within the study: . On Page 4-2, Table 1, the assumption is made that during the morning peak, that only 18 vehicle trips will be generated by the 50 Townhouse- type housing units leaving the site. Similarly, only 17 trips return to these units in the evening. This seems an unrealistically low assumption. Where and when do the remaining 32 units have vehicles leaving their units and what about other services, such as buses and deliveries? . On Page 4-2, Table 1, the assumption is made that during the morning peak, that only 2 vehicle trips will be generated by the 40 Senior- apartment type housing units leaving the site. Similarly, only 2 trips return to these units in the evening. This seems an unrealistically low assumption. Where and when do the remaining 38 units have vehicles leaving their units and what about other services. such as buses and deliveries? . On Page 4-2, Table 1, the assumption is made that during the morning peak, that only 3 vehicle trips will be generated by the 30-40 residents associated with the New Monastery residents leaving the site. Similarly. only 3 trips return to these units in the evening. This seems an unrealistically low assumption. Where and when do the remaining residents have vehicles leaving their units and what about other services. such as buses and deliveries. . On Page 4-2, Table 1, the Tubman Headquarters and Temporary Housing assumes that 115 trips will arrive in the AM Peak Hour and a similar number will leave at midday. This is contrary to normal business operations. with no explanation of the basis It seems an unrealistically low estimate. . On Page 6-1. the first conclusion summarizes the trips to be generated by the proposed redevelopment. There is no summary of the existing trips versus future total trips. The total trips to be generated by the redevelopment proposal is summarized as 171 at AM Peak Hour; 66 at midday peak hour; and 176 at PM Peak Hour for a total of 413 trips at these peak times. Discussion The redevelopment will add 50 town homes, 40 senior apartments, 30-40 additional residents at the Monastery and the Tubman Headquarters and Temporary Housing. Normal estimate rates for housing assume 7-11 trips per unit. There is no basis provided for any of the assumptions within this report. Using normal estimates, the range of new trips could be estimated as high as: 50 townhomes at 9 trips per unit = 40 apartments at 7 trips per unit = 30-40 Monastery Residents at 4 trips per unit = Tubman Headquarters and Temporary Housing = 450 trips 280 trips 80 trips 2.000 trios Total Maximum Daily Trips = 2.810 trips It is understood that this proposal includes specialty housing needs for low-income and senior housing that will significantly reduce this total amount. However, the traffic study does not supply any justification for the significant reductions in traffic. To accept that only 413 trips out of the possible 2,810 daily trips occur during the peak three hours of the day is not believable and additional information and assumptions is necessary. It is normal traffic engineering to assume that the peak hour traffic is generally 10-12% of the total traffic. In this case, an adjustment factor of 25-3.0 appears to have been applied without the supporting justification. The adjustment factor is applied by the Traffic Engineer based upon input from the site designer to reduce the normal traffic factors. Thus, the total daily traffic is likely estimated in the 935 - 1.125 daily trips although this information also is not presented within the traffic study. Conclusion This traffic study does not provide a reasonable basis to make a decision on the local impacts. It fails to address access points on Larpenteur and Century for the newly- generated trips and appears to under estimate the peak trips. With these drawbacks, I cannot support the conclusions of the study on the impacts and would suggest that a alternative analysis be conducted by the City's consultant traffic engineer to update the information from this study and to draw new conclusions on the area traffic impacts and needs. If you have any questions or concerns with information within this memorandum. please contact me. RCA Attachment 6 ~ ~"'" . "" ~ ,-' ,-" .';:';<; '0-=:: ~ ~. Ul !: [JJ Ul '" U <( ~ '" , '" Z 0 ..., ~ p., 0 ;z: ~ ...J p., ~ ~ ..., rf) >- ~ .... ...J .... (J , ~ '0 . . , rf) , :J ~ ~ >0 ..," '" ~ ('01 '0 ;;; 0 '" t rf) ~ .... Attachment 7 ~~ Minnesota Department of Transportation fO\ Metropolitan District ~ V Waters Edge "'''''' 1500 West County Road B-2 Roseville, MN 55113-3174 RECEIVED FEB 1 6 2007 February 15,2007 .................. Tom Ekstrand Maplewood Community Development 1830 County Road BEast Maptewood, MN 55109 SUBJECT: St. Paul's Monastery, MnlDOT Review #P07-003 NW Quad ofTH 120 and Larpenteur Ave. E. Maplewood, Washington County Control Section 6227 Dear Mr. Roberts: Thank you for the opportunity to review the above referenced plat. Mn/DOT staff has reviewed the plans in accordance with Minnesota Statute 505.03, subdivision 2, Ptats. Before any further development, please address the following issues: Design: Thank you for realigning Benet Road to match the opposite access. A right turn lane on southbound TH 120 will be required for Benet Road due to the high volume of traffic on TH 120. ptease direct questions concerning this issue to Ken Ljung (634-2113) ofMn/DOT Metro's Design Section. Water Resources: A drainage permit is required. The proposed devetopment will need to maintain existing drainage rates (i.e., the rate at which storm water is discharged from the site must not increase). The City or project developer will need to submit hydraulic computations for 10, 50, and 100 year rainfall events for both existing and proposed conditions. The modeling muSt include the effects on the downstream drainage systems including the Mn/DOT storm sewer and the wetland/pond to the north. Mn/DOT does not have reliable data on inverts of storm sewer, etc. The consultant must not make assumptions, and is responsible for obtaining this data. Please direct questions concerning these issues to Don Berre (651-634-2362) of Mn/DOT's Water Resources section. Surveys: The TH 5 and TH 120 existing right-of-way is shown correctly on the plat. The in place monumentation should also be shown on the plat. For questions concerning this issue, please contact Matt Wernet (65 t -779-5482) in Mn/DOT's survey's section. Permits: The city will need to appty for an access permit for the realignment ofBenet Road. As stated above, a drainage permit is required. Any other use of or work within or affecting Mn/DOT right of way requires a permit. Permit forms are available from MnDOT's utility website at www.dot.state.mn.us/tecsup/utilitv . ptease include one II x 17 ptan set and one full size plan set An equal opportunity employer with each permit application. Please direct any questions regarding permit requirements to Buck Craig (651-582-1447) ofMn/DOT Metro's Permits Section. Thank you again for this opportunity to review these development plans. Please address all initial future correspondence for devetopment activity such as plats and site plans to: Development Review Coordinator Mn/DOT - Metro Division Waters Edge 1500 West County Road B-2 Roseville, Minnesota 55113 Mn/DOT document submittal guidelines require three (3) complete copies of plats and two (2) copies of other review documents including site plans. Failure to provide three (3) copies of a plat and/or two (2) copies of other review documents will make a submittal incomplete and delay Mn/DOT's 30-day review and response process to development proposats. If you have the Property Id # availabte, please include that with the submitted materials. We appreciate your anticipated cooperation in providing the necessary number of copies, as this will prevent us from having to delay and/or return incomplete submittals. y questions regarding this review please feel free to contact me at (651) 582-1548. Tod Sherman Planning Supervisor Copy: David Claypoot / Ramsey County Surveyor Brian Mundstock / Sunde Engineering, Inc. Jean Hartman / Saint Paul's Monastery Copy to Mn/DOT files: Mn/DOT Division File CS 6227 Mn/DOT LGL File - Maplewood Electronic Copy: Buck Craig / Permits Don Berre / WRE Cindy Carlsson / OIM Matt Wernet / Surveys Ken Ljung / Design Wayne Lemaniak / Traffic Ann Braden / Metropolitan Council Attachment 8 MAR 1 2 2007 BLOOMINGTON MINNESOTA March 8, 2007 Honorable Mayor Diana Longrie, City Councii & Planning Commission Members City of Maple wood 1830 County Road BEast Maplewood, MN 55109-2702 Municipal Government Colleagues, I have been asked by Bob Erickson, a longtime member of Bloomington's Port Authority, to provide information on Bloomington's experience with Cornerstone, a domestic violence support agency, located in Bloomington. Bob has also been a longtime board member of Tubman Family Alliance which is seeking to convert the 81. Paul Monastery located in your city to a domestic violence shelter and support center. I understand from Bob that some concerns have been raised within Maplewood regarding the impact on public safety from having a domestic violence shelter and support center located in the community. I am happy to share some details of Bloomington's experience with Cornerstone to address these concerns. Cornerstone has long provided shelter services for women and children in Bloomington, and from its Bloomington base, has served residents of other south metro communities. In 2004, Cornerstone opened a new residential/office/community center facility in a mixed residential-office neighborhood. With this facility, they have been able to expand and improve the breadth and quality of the services they offer and are virtually unnoticed in the neighborhood. In preparation of this letter, we reviewed the police reports to the facility and concluded that police calls are extremely low and of a typical nature for residential buildings. A review of our records shows no nuisance complaints for their property. The services provided by Cornerstone and the Tubman Family Alliance cannot be adequately addressed by government. In Bloomington, we view our role as allowing a safe haven and opportunity for families in desperate times to rebalance and move on to happy and productive lives. Bloomington is fortunate to have Cornerstone here to provide the hands-on services and support necessary to families in need. MAYOR AND CITY COUNCil 1800 W. OLD SHAKOPEE ROAD, BLOOMINGTON MN 55431-3027 PH 952-563-8782 FAX 952-563-8754 TTY 952-563-8740 AN AFFIRMATIVE ACTION/EQUAL OPPORTUNITIES EMPLOYER Mayor Longrie, City Council & Planning Commission Members March 8, 2007 Page 2 In general, Bloomington strongly supported Cornerstone's efforts to create a state-of-the-art service shelter facility. Concerns that it would "bring violence into the neighborhood" have proven false. The fact is, domestic violence does exist in our neighborhoods, and our task is to deal with it in a way that neutralizes violent situations and establishes a stable environment for its victims. The Cornerstone model does this in a way that demonstrably protects residents of our city and does not disrupt its neighborhood. I hope you will come to the right decision to support this approach in dealing with this important family issue. Please feel free to contact me (952-563-8782), Police Chief John Laux and Cornerstone Board Member (952-563-8701), or Planning Manager Bob Hawbaker (952-563- 8922) if we can provide any additioIial information. Sincerely, Gene Winstead, Mayor City of Bloomington cc: Robert O. Erickson, Port Authority President Bloomington City Council Mark Bemhardson, City Manager John Laux, Police Chief Larry Lee, Community Development Director Bob Hawbaker, Planning Manager I ~-- Attachment 9 2856 Lake Blvd. North St. Paul, MN 55109 February 9, 2007 Planning Commission Chair Lorraine B. Fischer 1830 County Road BEast Maplewood, MN 55109 Dear Ms. Fischer: You have known me for a long time so it should not surprise you to hear from me in support " of the Tubman Family Alliance and CommonBond Communities proposals for use of the Saint Paul Monastery site. You have long been an advocate of housing needs for the poor and oppressed. I remember your interest and involvement in the Maplewood HRA long, long ago. Please give these proposals the consideration that they deserve for the following reasons: I. The sisters have been looking for a good use for this property for 13 years. They are in agreement to do so. Thus, one way or the other, the site will not remain as it is. 2. Hill Murray High School has long had the opportunity to buy the sisters out, but has declined to do so. Now, it is giving its benefactors a hard time. 3. Tubman Family Alliance has an excellent reputation for providing and maintaining good sites. It is seeking here to consolidate. its sites in one location. 4. The Alliance's proposal will not only keep the current award winning building in use, but also put it to excellent us. It is a perfect fit to their needs. 5. CommonBond Communities has a long history of working with communities and building quality, affordable housing. Take a look at some of their locations. 6. The site is buffered by an Oakdale park to the east, open space to the south, Hill Murray to the west and Highway Department land to the north. It is a logical place for development. As a PUD, the city retains much control over the specific development. Thank you in advance for your consideration. /~~..'.' /, ('-"" Bob Bruton (777-2224) '.. .. ~ 01/31/2007 13:24 FAX 6512656109 H1WAY FED CREDIT UNION Attachment 10 141002 January 31,2007 Re: Monastery Property rezoning Tom, I am not in favor of a Town Home development at this time. I feel there is more need for our "Seniors" and assisting them now and certainly in the future. There is some confusion also as to the future use of the monastery bldg. Am I understanding correctly that: 1) A shelter/residence (we already have Emma's Place) 2) Offices 3) Housing 4) Community support, information and training 5) A child care facility 6) K- College learning (?) will all be taking place at this facility??? Do we have any numbers as to the enrollment of such a program? Traffic is a major concern. Hill Murray congestion is horrible. We already have Emma's Place. Would filling in any of the wetland area be needed? If so, I am not in favor of that either. I would love to see this used and developed more with our aging population in mind. Thank you for your time and thoughtful consideration, ~~ Attachment 11 Kevin R and Katherine A. Green 2507 Knoll Circle Maplewood, MN 55109 January 27, 2007 Tom Ekstrand - Senior Planner City of Maple wood, MN Comments regarding developmental proposal at St. Paul's Monastery at Larpentuer and Hwy120. We believe the proposed townhomes and senior housing units will have too great an impact on the proposed area. We are very concerned that there are too many housing units planned and that there will be a detrimental impact to the adjacent wetlands and traffic in that area This proposal will dramatically change the look and use of the land, with more people, more traffic and large buildings. We are very concerned about the increase in people at this site. The adjacent wetland and open spaces and the potential affects of this development should require a more critical look at the proposed buildings. We feel that a proposal with fewer housing units and more open space would be more acceptable. Hill Murray is also looking for an entrance from Highway 120. We would suggest that access and parking for Hill Murray be cousidered within the boundaries of this development, so Hill Murray ceases to pursue an entrance from the adjacent MNDOT property/wetland. Kevin and Katherine Green REt.:c.llttlJ Attachment 12 JAN 2 4 2007 COMMENTS This is way too much density for this area. Right now with Hill Murray traffic and also traffic from Mounds Park Academy who also use Larpenteur Ave. before school and after school pick up, traffic is so bad that we cannot get out of the side streets to enter onto Larpenteur during those two times of the day. Traffic on Larpenteur is getting more and more cars every day, all day long. I do not want to see a zone change to R3H I don't mind the Monastery being used by Tubman, but how safe is that for Hill-Murray School to have that kind of facility that close to the students. ??? The Proposed 40 unit senior-housing apartment building might be okay, but the Proposed 50 unit town home complex is out of the question. This area cannot take all the added traffic and this is too dense for the R-3 zoning and I do not think that the zoning should be changed. All you have to do is sit on Larpenteur and Century in the a.m. and again when school lets out and you will see that this is not acceptable. With 3M traffic, school buses, and parents dropping off kids, this is a nightmare. The best use of some of the Monastery property would be to donate or sell some to Hill-Murray High School so they can have more off street parking. During school hours there are anywhere from 40 to 60 cars parked on both sides of Larpenteur Ave. The school needs more PARKING. WE DO NOT NEED TO ADD TO THE TRAFFIC CONGESTION IN THIS AREA AND A ZONE CHANGE TO R-3H IS UNACCEPTABLE. Anne Fosburgh - 2516 E. Idaho Ave. - Maplewood, MN 55119 - 651-777-=6339 - Attachment 13 I~ ~ HILL-MURRAY A CATHOLIC MIDDLE AND HIGH SCHOOL February 16,2007 'fD)!H~ ~ D ill ~ ~ l1ll FFR 1 6 Z007 ! Mr. Tom Ekstrand, Senior Planner City of Maplewood 1830 County Road BEast Maplewood, MN 55109 By Dear Tom, On behalf of Hill-Murray School, thank you for permitting us this opportunity to comment on the application of St. Paul's Monastery to redevelop land abutting Hill-Murray School with a Planned Unit Development (PUD). Hill-Murray is more than a school building adjacent to the site ofthe proposed PUD. Hill-Murray is a neighbor. It is a neighbor comprising more than one thousand middle and high school students, their parents, teachers and staff. As a neighbor, Hill-Murray would like to feel that it has a voice in how the neighborhood develops. The Monastery's PUD involves a significant expansion of the use of the property next door to Hill- Murray School. Hill-Murray School has long supported the missions of Common Bond and the Tubman Family Alliance, as well as St. Paul's Monastery. Our students have been involved in the numerous service opportunities afforded by these organizations for many years. Because Hill- Murray shares a common lineage with St. Paul's Monastery, Hill-Murray would like to support the Monastery in any way it can. As a neighbor, we feel that it is in the best interests of each of us to share and understand the vision of the other. The concerns we raise with regard to the PUD as discussed below have nothing to do with the missions of these wonderful organizations. Rather, our concerns are related to the PUD itself, the impact this plan would have on this geographic area of Maplewood, and ultimately to the safety and well being of the students and the entire Hill-Murray School community. Hill-Murray first received the formal PUD on January 21, 2007. This was the first time that Hill- Murray was able to review the completed PUD as submitted by the Monastery. As noted in my letter of January 23,2007, our governance process does not provide for formal action on the proposal until the H-M School Board of Trustees' March 12,2007 meeting. In the meantime, I would submit for your consideration these initial comments to the City of Maplewood on the St. Paul's Monastery PUD proposal. Additionally, we would appreciate the opportunity to receive the City of Maplewood's staff report regarding this PUD; with the understanding that the comments contained in this response might be further adjusted based on the outcome of that staff report. ' These initial comments are the result ofa special joint meeting of the H-M School Board of Trustees and the H-M Foundation Board of Trustees that met on February 12,2007. Hill-Murray views the present plan for redevetoping the Monastery grounds as having a substantial impact on Hill-Murray and the character of the surrounding neighborhood. The proposed development plan map attached to the PUD application highlights two facets of the development that will impact Hill-Murray: traffic and density. 2625 Larpenteur Avenue East. Maplewood, MN 55109-5098. (651) 777-1376 . FAX (651) 748-2444 . www.hill-murray.org The development plan map reveals that the Monastery grounds will be occupied by four different uses: I) the proposed family shelter, 2) a future monastery, 3) a 40-unit apartment building, and 4) a 50-unit town home complex. The development plan map also depicts new roads and parking lots necessary to serve these uses. The development plan map fails to depict roadway access or parking for the future monastery. The development plan calls for subdividing the Monastery grounds into separate parcels to be held under separate ownership. This subdivision plan appears to be based upon use. Thus, subdividing the Monastery grounds will create one parcel for the family shelter, a second parcel consisting of two separate lots retained for the proposed monastery (the family shelter parcel noted above completely splits the monastery's retained lots from each other), a third parcel consisting of two separate lots for the apartment building (a street completely splits one of the lots needed for the apartment building from the other), and a fourth parcel for the town house complex. The development plan further indicates that the family shelter parcel will also be used for any number of different uses including job and education training, information and technology education, children and youth services, transitional services, violence prevention programs, safe housing, legal services and safety services. The PUD states that "this project will not contribute in an excessive manner to present or future congestion on these streets." There can be no doubt that these new uses outlined above or even anv one of them alone will !!enerate sifmificantlv [!reater numbers of vehicular and pedestrian traffic than that !!enerated bv the present monasterv use. It appears to Hill-Murray that the traffic study on which this statement is based is not reliable. Hill-Murray was not asked for enrollment projections or other data related to our potential future traffic growth. The application states that the school enrollment in ISD 622 is in decline. While that may be true for IDS 622, enrollment at Hill-Murray School has been increasing. Moreover, demographic studies conducted in recent years for purposes of projecting Hill-Murray enrollment patterns indicate that the geographic areas from which a growing number of students are drawn, will experience increased residential growth. These same studies indicate that the vast majority of these new families and students drive and carpool rather than take buses. The intensity and density of the proposed new PUD developments will only add to the safety concerns posed by traffic conditions already experienced in the neighborhood. Congestion and traffic concerns are serious safety issues for Hill-Murray students, staff, and visitors. In response to those concerns by both Hill-Murray and the City of Maplewood, in September 2006 Hill-Murray constructed a new access road to the campus from Larpenteur A venue to try to alleviate traffic congestion and accidents. While we have no long-term hard data, the school believes that we have made a significant impact on safety and traffic conditions during this period, especially during peak times of the day. Hill-Murray is concerned that the PUD will recreate the previous congested condition, jeopardizing the school's efforts to create a safer neighborhood environment, and posing safety concerns for students, staff, and visitors that the school has tried to address. Moreover, it is impossible to assess the full traffic impact of the proposed developments because it is not clear at this 2 point what the complete impact the myriad uses proposed for the monastery building will have on traffic and congestion in the area. The inadequacy of the pun application's treatment of traffic congestion is underscored by glaring omissions in the development plan map. The plan fails to show or account for the new Larpenteur Avenue entry to Hill-Murray and the development plan map also fails to show a street connection to and parking for the proposed monastery. Hill-Murray is also unable to determine from the current PUD application what impact the density of the several different uses proposed for the Monastery grounds will have on Hill-Murray as well as on any plans Maplewood might have for the property bordering the north side of the proposed PUD. In recent months, the City of Maple wood approved and provided $30,000 to fund exploratory studies related to the Marshland Proposal addressing the land directly to the north of the Monastery and Hill- Murray property. The question arises as to whether or not the development of an environmental education park with possible athletic fields would also be impacted by this PUD as it is being presented. Hill-Murray is concerned that the PUD does not address the possibility of adverse environmental impacts on the unique wetlands immediately adjacent to the property described in the plan. The school has been working with a broad coalition of constituents to ensure that the use of this property will not only minimize any impact on wetlands, but serve as an educational tool for the surrounding community. The PUD does not account for any issues related to these concerns. Clearly, the nature and location of the several different types of development proposed for the Monastery grounds will profoundly impact the physical and natural appearances of this "gateway" intersection into the Hillside neighborhood, as well as any future use ofthe land to the north. Hill- Murray believes that the present Monastery operates with minimal impact. The monastery building is significantly set back from its property lines. The impeccably maintained monastery grounds provide a visual setting that minimizes and buffers the overall scale and height of the monastery building. The scale and density of a three-story, forty-unit apartment building and fifty-unit town house development constructed directly in front of the monastery building at the intersection of Larpenteur A venue and Minnesota 120 will profoundly alter the existing natural and scenic appearance of this gateway intersection. Instead of being greeted by the stately Monastery grounds, visitors will be greeted by a solid mass that is the backside of a four and six unit townhouse development and a storm water basin. The application does little to explain how the density and intensity of the various uses in this proposed development will not be detrimental to existing character of development in the neighborhood. Hill-Murray also believes that the PUD application does little more than offer conclusionary reasons to approve the PUD without fully addressing the density of the PUD development on the neighborhood generally and Hill-Murray in particular. Statements along the line that the proposed PUD uses are "buffered" by Hill-Murray are meaningless without further explanation. As underscored above, Hill-Murray is not a buffer, it is a neighbor. Hill-Murray is also a community of more than one thousand individuals who are directly impacted by this PUD development. 3 There are many instances where the reasons given in support of the PUD are mere conclusions with no substance. Only a few need be noted to demonstrate the inadequacy of this PUD proposal. A recurring theme throughout the PUD application, fostered by several statements, is that the monastery use and the proposed PUD uses are "nearly identical" or are "consistent." With all due respect, the present monastery use and the proposed new uses are vastly different. Their missions may be similar, but the intensity, density and nature of the uses proposed in the PUD are vastly different. A perfect example of this is the proposed town home development and apartment house. If the town home development was an independent proposal, the monastery land would first have to be rezoned from R-3B to R-3C. Would an individual developer working on this particular parcel be permitted to subdivide and rezone the town home parcel and then move development forward based upon the minimal explanation provided in the PUD application? In the case of the apartment building, in order to meet minimum land area requirements to permit a forty-unit apartment building, Block I Lot 4 must be combined with Block 2 Lot 1 - even though the two parcels will be separated from one another by a public street that will serve all the uses proposed for the Monastery grounds. Are such combinations of land permitted for this purpose? Finally, the proposed new monastery site has no designated road access or parking. Yet, with no additional explanation, the PUD application specifically states that if a new access road were needed, HiIl- Murray would have to provide land to facilitate road access in the PUD. Hill-Murray has not been approached to provide land for this purpose. And, the reality is that Hill-Murray does not currently have excess land for this development. ill conclusion, Hill-Murray believes that the present PUD application fails to meet the standards required by Maplewood to grant a conditional use permit for a PUD and fails to provide a basis on which Maplewood can deviate from its zoning ordinance as is required to consider the proposed development as a PUD. Hill-Murray respectfully asks that Maplewood deny the PUD application due to the traffic, density, and other concerns noted in this response. Sincerely, ~ ~ Peschges President CC: H-M Foundation Board of Trustees H-M School Board of Trustees Mayor, City of Maplewood Maplewood City Council Members Maplewood Planning Commission Members Maplewood City Manager 4 ," ~'-"JED "" .~.. '-- . Attachment 14 II ST. PAUL'S MONASTERY D Sisters of S1. Benedict 2675 Larpenteur Avenue East St. Paul, MN 55109-5097 ~ Phone, 651077708181 Fax, 651077704442 March 5, 2007 [~fl.R 0 Ii 2007 www.stpaulsmonastery.org Mr. Tom Ekstrand, Senior Planner City of Maplewood 1830 County Road BEast Maplewood, MN 55109 Re: St. Paul's Monastery PUD Application Hill-Murray Letter of February 16, 2007 Dear Tom, We have received a copy of Hill Murray's correspondence to the City of Maplewood dated February 16, 2007, and are writing to respond to the concerns raised. Hill-Murray is vitally important to Maplewood, to the students and families it serves, and to the Sisters of St. Paul's Monastery who founded the school, constructed its first facilities, were members of its faculty, and have until very recently owned a significant portion of its land and buildings. We continue to support the mission of the school as it functions independently, and look forward to developing new means of connecting with and supporting the Hill-Murray Community. The sale of our Hill-Murray holdings was part of a plan to provide adequate financial resources to support an aging community of 58 sisters. The sale of our beloved Monastery building and a portion of the grounds is also part of that plan, and will result in our being able to fund the construction of a smaller monastery which we can maintain and operate more economically. The present situation cannot be sustained, and must change. The days of our monastery sitting alone in the center of a 31 acre parcel are over. The character of the land will change; the question is how. Deliberations regarding our future began 13 years ago, with active planning in concert with CommonBond and Tubman Family Alliance occurring over the past four years. Our desire has always been to keep Hill-Murray informed about our plans and to have their input. To that end, several meetings were held that included Hill-Murray's President and other staff members, where the evolving development plans were presented and discussed. Hill-Murray was invited to participate in our regular Coordinating Committee meetings, and accepted that invitation. A senior staff member from Hill-Murray attended monthly meetings along with Tubman and Common Bond for nearly all of 2006. While it is accurate to say that Hill-Murray first saw the PUD application on January 21, it is inaccurate to imply that the Hill-Murray community has been excluded from the planning process and is surprised by the nature or extent of the development proposed. Our decision to sell land and buildings to Tubman Family Alliance and Common Bond Communities was not made lightly, but took many months of prayerful consideration and discussion. We wish to use our resources to support the Benedictine core values on which our community was founded. Further, we wish our primary ministries to continue and to grow. These include care of children and the elderly, ministry to young mothers, health care, renewal for profeSSional ministers, Mr. Tom Ekstrand 3/5/2007 Page 2 providing resources for those desiring to grow spiritualiy, liturgy, and our primary vocation, prayer. It is in partnership and community with Tubman Family Ailiance and CommonSond that we believe we can have maximum impact on the needs of the Maplewood community and also support our continued Monastic life. It is absolutely true that the redevelopment will have an impact on the neighborhood and the community - a very positive impact. Hill-Murray objects to the proposed development on two principal grounds; traffic and density. We wish to address their concerns related to both. The traffic generated by this development is greater than that generated by the monastery today. Consequently, Wenck Associates, a highly respected firm, was commissioned to produce a traffic study, evaluating the impact of our development on the Century and Larpenteur intersection over the next 20 years. Wenck's work was based on data they coliected from Tubman, CommonSond, Maple Tree Child Care and the Monastery. No decrease in Hili-Murray's current enroliment of 985 (per their web site) was assumed. Some increased enrollment for Hili-Murray is within the "background growth" of 2% per year for the study area. Wenck also contacted city staff to gather information on any pending developments in the surrounding area that might impact results. The study is quite specific about trip generation, queuing lengths, wait times, etc. and was included in the PUD application materials. The study concludes that ALL movements at the intersection wili be Level of Service C or better through 2011, and that only one movement (eastbound left turn during the mid-day peak) will fall to LOS D (an acceptable level) through 2026. Morning Peak and Afternoon Peak, which most affect Hill-Murray, remain at LOS C or better through 2026. The intersection functions acceptably 20 years following completion of the proposed development. The wetlands and open space to the north will be more protected after development than at present due to the addition of storm water treatment and retention ponds which treat run-off from roadways and parking areas prior to discharge from the site. Currently run-off occurs without retention or treatment in accordance with past development standards. Design of our new monastery has just begun (during February) and so little information could be included about it in the PUD application. Individual site plan applications will foliow for each parcel, as noted in our narrative. At this point we know the monastery to be in the range of 35,000 square feet, to contain a chapel, meeting space, residences for up to 30 sisters and a health center accommodating 10 to 12 sisters. While not yet confirmed by the community, its site is likely to be immediately east of the present cemetery. Surface parking wili be provided for 15 to 20 cars, and a parking garage wili be constructed to hold 10 to 15 vehicies. Access will be from the intersection of Senet Road and Monastery Way within the 11 acre northernmost parcel (Lot 3 Slock1). No contribution to internal roadway construction cost has ever been expected or requested from Hili- Murray. Our architect confirms that the density of the planned unit development is in accordance with the requirements for the R3-H land use and R3 zoning district. Of the total 31 acres, the proposed Senior Apartment and Family Town Home developments use just 7.69 acres or 22.5% of the land area available. Mr. Tom Ekstrand 3/5/2007 Page 3 The proposed Common Bond development is significantly lower in density and generates less traffic than zoning and land use classification allows. If we had chosen to sell all our land for development in accordance with current zoning, which allows up to 14.3 units per acre, the result might have been over 400 housing units. Instead there are just 90 apartments and town homes. A high-density housing development over the entire site might have had a significant impact on the neighborhood and on the Hill-Murray community. For that reason (and others), we briefly considered, and set aside that alternative. Tubman's plan for the existing monastery does include a number of elements, all of which work to support families in crisis and transition. Planned uses include licensed child care, education and training, legal and health resources, group meeting spaces, short term housing and Tubman's corporate offices. A space within the building will be dedicated to the history of all organizations sharing the site. Office space for the Sisters and public meeting space will be provided. The proposed development plan respects the Hill-Murray boundary and operations, clustering new development on the eastern portion of the site instead, and opens the possibility for future sharing or sale of the land adjacent to the school. Hill-Murray has approached our community about such a sale and we have responded that until the new monastery design is complete, we cannot determine whether we will have land to sell. Once the monastery design is complete, we will be able to make that decision, and will do so as a community. We want to reiterate our support for Hill-Murray, its students and families, and our desire to see the school thrive. We strongly believe that the development we propose is a much needed asset for the City of Maplewood and an asset for Hill-Murray, providing many opportunities for collaboration and community service. We respectfully ask that Hill-Murray support our proposal and with us welcome all guests as Christ. Sincerely, St. Paul's Monastery of Dir rs , Implementation Committee 2 / ea-n d2 tJ aiXm 0-1V, Os.E, ~ S. Eleanor Wartman, aSB Chair Cc: Mayor, City of Maplewood Maplewood City Council Members Maplewood Planning Commission Members Maplewood City Manager Hill-Murray President H-M Foundation Board Chair H-M School Board Chair Tubman Family Alliance Board Chair CommonBond Board Chair Attachment 15 CONDITIONAL USE PERMIT RESOLUTION WHEREAS, the Sisters of SI. Benedict of SI. Paul's Monastery applied for a conditional use permit for a planned unit development to develop their 31.04-acre site with a 50-unit town house development; a 40-unit seniors housing apartment building; to convert the existing monastery building as a multi-use family-violence shelter with 37 housing units, offices and support facilities and to build a future monastery building on the north end of their property. WHEREAS, Section 44-1092(3) of the city ordinances requires a conditional use permit for institutions of any educational, philanthropic and charitable nature. WHEREAS, this permit applies to the property located at 2675 Larpenteur Avenue. The legal description is: That part of the South 'I:z of the Southeast Quarter of Section 13, Township 29, Range 22, Ramsey County, Minnesota lying east and north of a line described as beginning at a point on the south line of said Southeast Quarter of Section 13 985 feet west of the southeast corner of said Southeast Quarter of Section 13; thence 78 degrees 40 minutes to the right proceeding in a north- northwesterly direction for 620 feet to a point of curve; thence to the left on a curve having a radius of 100 feet a distance of 157.08 feet to a point of tangent; thence 90 degrees to the right, at right angles to the tangent to said curve at said point of tangent, a distance of 450 feet; thence 90 degrees to the left a distance of 200 feet; thence 90 degrees to the right a distance of 225 feet, more or less, to the north line of said South 'I:z of the Southeast Quarter of Section 13. Except that part of the Southeast Quarter of said Southeast Quarter of Section 13 which lies northeasterly of a line parallel with and distant 100 feet southwesterly of a line described as beginning at a point on the east line of said Section 13, distant 1324.13 feet north of the southeast corner thereof; thence run westerly at an angle of 90 degrees with said east section line for 186.63 feet; thence deflect to the right on a 10 degree curve, delta angle 29 degrees 20 minutes, for 293.33 feet; thence on tangent to said curve for 100 feet and there terminating; together with all that part of the above described tract, adjoining and southerly of the above described strip, which lies easterly of a line run parallel with and distant 60 feet westerly of the following described line: Beginning at the point of intersection of the above described line with the east line of said Section 13; thence run southerly along the east line of said Section 13 for 540 feet and there terminating; also together with a triangular piece adjoining and southerly of the first above described strip and westerly of the last described strip, which lies northeasterly of the following described line: From a point on the last described line, distant 150 feet southerly of its point of beginning, run westerly at right angles to said line for 60 feet to the point of beginning of the line to be described; thence run northwesterly to a point on the southerly boundary of the first above described strip. distant 100 feet westerly of its intersection with a line run parallel with and distant 33 westerly of the east line of said Section 13. 30 Which lies easterly, northerly and easterly of a line described as commencing at said southeast corner of the Southeast Quarter of Section 13; thence westerly. along said south line of the Southeast Quarter of Section 13, a distance of 832.02 feet to the point of beginning of the line to be described; thence deflecting to the right 78 degrees 40 minutes 00 seconds a distance of 750.06 feet; thence deflecting to the left 90 degrees 00 minutes 00 seconds a distance of 204.00 feet; thence deflecting to the right 90 degrees 00 minutes 00 seconds a distance of 638.98 feet to said north line of the south half of the Southeast Quarter of Section 13 and said line there terminating. WHEREAS, the history of this conditional use permit is as follows: 1. On March 20, 2007, the planning commission held a public hearing. The city staff published a notice in the paper and sent notices to the surrounding property owners. The planning commission gave everyone at the hearing a chance to speak and present written statements. The planning commission also considered the reports and recommendation of city staff. The planning commission recommended that the city council approve this permit. 2. On , 2007, the city council considered reports and recommendations of the city staff and planning commission. NOW, THEREFORE, BE IT RESOLVED that the city council approve the above-described conditional use permit, because: 1. The use would be located, designed, maintained, constructed and operated to be in conformity with the City's Comprehensive Plan and Code of Ordinances. 2. The use would not change the existing or planned character of the surrounding area. 3. The use would not depreciate property values. 4. The use would not involve any activity, process, materials, equipment or methods of operation that would be dangerous, hazardous, detrimental, disturbing or cause a nuisance to any person or property, because of excessive noise, glare, smoke, dust, odor, fumes, water or air pollution. drainage, water run-off, vibration, general unsightliness, electrical interference or other nuisances. 5. The use would generate only minimal vehicular traffic on local streets and would not create traffic congestion or unsafe access on existing or proposed streets. 6. The use would be served by adequate public facilities and services, including streets, police and fire protection, drainage structures, water and sewer systems, schools and parks. 7. The use would not create excessive additional costs for public facilities or services. 8. The use would maximize the preservation of and incorporate the site's natural and scenic features into the development design. 9. The use would cause minimal adverse environmental effects. 31 Approval is subject to the following conditions: 1. This planned unit development shall follow the concept plans date-stamped January 11, 2007. These plans are considered concept plans because the applicant must submit design plans to the city for approval for the proposed apartments, town houses, future monastery; shelter and any other future use. Staff may approve minor changes. 2. This planned unit development does not give any approvals for Lot 1, Block 1 since this site has not been proposed for any future development and its future use is unknown. The development of this site would require a revision of this planned unit development and must comply with all city development requirements. 3. The proposed construction must be substantially started within one year of council approval or the permit shall become null and void. 4. The city council shall review this permit in one year. 5. The applicant shall agree in writing to dedicate the additional right-of-way for an expanded roadway system to serve their developing property to lessen the impacts on Larpenteur and Century Avenues. The required roadway-system concept shall be like that included in the staff report titled "ISD 622 Bus Facility Site Plan Option 2-6.4 Acre Site." The planning and approval for this roadway extension should occur before the new monastery building is constructed. This would be a city street-construction project. 6. The applicant must obtain all necessary and required permits from the Minnesota Department of Transportation, Ramsey County and the Ramsey-Washington Metro Watershed District. 7. The applicant must provide a right-turn lane on Century Avenue into the site, subject to MnDOTs approval. 8. The applicant shall comply with all requirements of the engineering reports by Michael Thompson dated February 22, 2007 and by R. Charles Ahl dated March 8, 2007. The Maplewood City Council approved this resolution on .2007. 32 MEMORANDUM TO: FROM: SUBJECT: DATE: City Manager Ken Roberts, Planner 2007-2008 Comprehensive Plan Update March 8, 2007 INTRODUCTION The Metropolitan Council is requiring all municipalities in the metro area to update their comprehensive plans by December 2008. To meet this schedule, the city will need to submit a complete plan update to the neighboring cities, the watershed district, affected school districts and to the Met Council by June 2008. This timeline will allow for each of these agencies to review and comment on the proposed plan by December 2008. I expect that it will take city staff, the consultants, the planning commission and the city council up to a year to complete the revisions and to review and adopt the new plan. As such, city staff should start work on the plan update by June 2007 and have significant parts of the plan updated and ready for review by the boards and commissions by January 2008. BACKGROUND On March 6,2007, the planning commission discussed the comprehensive plan update process. The commission, after much discussion, asked staff for background infonnation and data about the planning process, the Metropolitan Council requirements and the system statement for Maplewood. The commission wanted to review and better understand this infonnation before starting their work on the comprehensive plan update. DISCUSSION In response to the commission's requests, city staff found the following documents and infonnation: 1. The 2030 Regional Framework as adopted by the Met Council. 2. Chapter 1, Accommodating Regional Growth from the Regional Framework. 3. Summary Report on Affordable Housing Needs dated January 2006. 4. System Statement for the City of Maplewood from the Met Council. These documents provide the city with excellent background infonnation and the comprehensive planning requirements of the Metropolitan Council. RECOMMENDATION Review the attached documents from the Metropolitan Council and be prepared to discuss the material at the next planning commission meeting. P:Plan update memo 3 Attachments: 1. 2030 Regional Framework 2. Chapter 1 - Accommodating Regional Growth 3. Summary Report on Affordable Housing 4. System Statement for Maplewood Attachment 1 ~2030~ Regional Development FRAMEWORK - Adopted January 14, 2004- ~ MetropoUtaD Council ~ Metropolitan Council ....... Mears Park Cenlre. 230 Easl Fifth Slreel. SI. Paul. Minnesola 55101 Metropolitan Council Members Peter Bell Chair Roger Scherer District 1 Tony Pistilli District 2 Mary Hill Smith District 3 Julius C. Smith District 4 Russ Susag District 5 Peggy Leppik District 6 Annette Meeks District 7 Lynette Wittsack District 8 Natalie Haas Steffen District 9 Marcel Eibensteiner District 10 Georgeanne Hilker District 11 Chris Georgacas District 12 Rick Aguilar District 13 Song Lo Fawcett District 14 Tom Egan District 15 Brian McDaniel District 16 (During their service on the Council in 2003. Glen Skovholt and Duane Arens contributed to the development of this Framework.) General phone Data Center TTY Metro Info Line E-mail Web site 651 602-1000 651-602-1140 651 291-0904 651 602-1888 data. center@metc.state.mn.us 11'11'11'. metrocouncil. org Publication no. 78-03-048 Printed on recycled paper with at least 20% post-consumer waste. On request, this publication will be made available in alternative formats to people with disabilities. Call the Metropolitan Council Data Center at 651 602-1140 or TTY 65] 291-0904. Foreword In the mid-I 960s, the Twin Cities metropolitan area faced a host of serious urban challenges. Inadequately treated sewage was being released into public waters and contaminating groundwater supplies. The region's privately owned bus system was rapidly deteriorating - a victim of rising fares, declining ridership and an aging fleet. Development was threatening vital open spaces, a central feature of this region's prized quality of life. And growing fiscal disparities among communities were making it difficult for some cities to provide essential public services. With some 272 separate local units of government - including seven counties and 188 cities and townships - the region was ill equipped to deal with problems that transcended local boundaries. The Minnesota Legislature responded in 1967 by creating the Metropolitan Council to plan and coordinate the orderly development of the seven-county area. In quick order. the Legislature also created regional wastewater and transit systems, strengthened the region's land-use planning process and enacted a unique tax-base sharing law to reduce fiscal disparities among communities. More than three decades later, this region is confronted with a new set of challenges revolving around growth, transportation, housing and resource protection. While the Legislature has provided important tools and resources to meet these challenges. the Twin Cities metropolitan area will need the same kind of unity, commitment and spirit of innovation that led to the creation of the Council and our regional systems. T able of Contents Chapter 1/0pportunities and Challenges. mnnnnnmnnn .nn..........1 Our Forecast .n...n.nn.nn n'n..n..n.n.nnn .nnnnn..... ........... .......... .......2 Our Goals....... .................... ..................... .........n........ .................... ......................... .............2 New Directions... ................. ....................... ................... .................... n.................. . ..n.....n..3 Learning from our partners.... ....................... ................... .......................... ..........4 Working with our neighbors......... ................. ................... ..................... ....................... .......5 Chapter 2/Policy Directions and Strategiesmnnn.mnnnn...m.......n............n....6 Policy 1/Growth and land use .......... ................. .................. ...................... ................ .......6 Policy 2/Transportation ................. .................... .................. ...................... .............10 Policy 3/Housing ...... ....................... n................ ................... .................. .................. ..12 Policy 4/Natural Resources....... ....n................. ................... ..................... ..................... .n...14 Chapter 3/Strategies for Geographic Planning Areasnnnn.nnnn.. nn..........16 All communities .......... ....................... ....................... .................. ................. ...................17 Developed communities..... ........................ .................. ...................... .................... .............19 Developing communities ..... ...................... .................... ................... .................... ...............21 Rural centers........... .............. ...................... .................. .................... ...................... .....24 Rural residential areas.... .................. ...................... ................25 Diversified rural communities. ........................ ................... ........................ ..................... .....27 Agricultural areas.. .................... .....n.............. ................ ....................... ..................... .....28 Chapter 4/1 mp lementatio n ..... n.n........ n n.. ... nn....m.......n.....m........... nn.... n.n...... m....... n........ nmm. .30 Local planning process ....................... ...................... .................. ...................... ................. .31 Regional investments.... ..................... ...................... .................. ......................... ................33 Regional grants.......... ........................ ...................... .................. ......................... ................36 Measuring our progress ................ ....................... ................... ........................ ............38 Next steps ................ .................... ..................... ................... ............... .......................42 Glossary..... .................... ................. .................... ...................... ................... ...............43 Appendices A. Population, household and employment forecasts ..................... ........................... ...... A-1 B. Land supply.... ................ ....................... ................. .................... ....................... .. B-1 C. Supplementary maps..... ....................... ................... ..................... .......................... ...... C-1 2030 Framework strategy map Comprehensive plan composite map Chapter 1/0pportunities and Challenges Our Region During the 19905. the Twin Cities metropolitan area gained more population - 353,000 people - than in any previous decade in its history. With this growth has come increased prosperity - new jobs. rising incomes, added tax revenue, higher property values and the highest rate of home ownership in the nation. But, as many Twin Citians have already discovered, accommodating growth is not always easy. Traffic congestion and commuting times have increased. Prices for new and existing housing have risen faster than incomes. And new development has meant increased demand for costly urban services and increased pressure on vital natural reSourCeS. And the Twin Cities will keep growing. By the year 2030, we expect the region to add nearly I million people - the equivalent of two Denvers plunked down within the boundaries of the seven-county metro area. From Woodbury to Waconia and Lino Lakes to Lakeville. this growth will bring opportunities and challenges. How do we accommodate growth while maintaining the quality of life for the 2.6 million people who already live and work here? How do we preserve and revitalize the communities and neighborhoods we prize - the buildings, parks, shared spaces and streets that tell us we're "home" - while building new communities with their own character and sense of place? How do we capitalize on our opportunities for economic development while preserving our vital natural assets and abundant opportunities for outdoor recreation? The purpose of this 2030 Regional Development Framework is to provide a plan for how the Metropolitan Council and its regional partners can address these challenges. The Framework is prepared under the authority of state statutes, which direct the Council to: ...prepare and adopt... a comprehensive development guide for the metropolitan area. It shall consist of a compilation of policy statements, goals, standards, programs, and maps prescribing guides for the orderly and economical development, public and private, of the metropolitan area. The comprehensive development guide shall recognize and encompass physical, social, or economic needs of the metropolitan area and those future developments which will have an impact on the entire area including but not limited to such matters as land use, parks and open space land needs, the necessity for and location of airports, highways, transit facilities, public hospitals. libraries, schools, and other public buildings.... (Minnesota Statutes. section 473.145) The Development Framework is the initial "chapter" and the unifying theme of the Council's Metropolitan Development Guide. It is the umbrella statement of regional policies. goals and strategies that will inform the Council's metropolitan system plans for airports, transportation. regional parks and wastewater service, as well as other policy plans adopted by the Council. Under state law, each city and township in the seven-country metropolitan area is required at least every 10 years to prepare and submit to the Metropolitan Council a local comprehensive plan that is consistent with the Council's metropolitan system plans (Minn. Stat. 473.864). The next round of updated plans will be due in 2008. Our Forecast During the last three decades, the Twin Cities metropolitan area grew by nearly 800,000 people. By the year 2030, we forecast that the region will add another 966,000 people and 471,000 households. However, we expect to see a slower rate of job growth as large numbers of Baby Boomers retire. MetroDolitan Area Growth, 1970-2030 1970--2000 2000--2030 1970 2000 2030 Increase Projected J ncrease Households 573.634 1.021.454 1.492.000 448.000 471.000 Population 1.874.612 2.642,056 3.608.000 767.000 966.000 Jobs 779.000 1.563.245 2.126.000 784.000 563.000 This growth will mean further changes in the demographic makeup of the metropolitan area. The number of people per household, which has been shrinking since 1950. will continue to drop. The average, which was 2.75 in ] 980 and 2.59 in 2000, is expected to dip to 2.41 by 2030. The region's population also will continue to age. Between 2000 and 2030, the population under age 55 is expected to increase by 19 percent while the number ages 55 and over is expected to grow by 1 I 1 percent. Finally, the population is likely to grow more diverse. In the I 990s, the minority population in the region grew from 9.2 percent to about 16 percent and accounted for about 60 percent of the region's total population growth. While such growth and demographic changes will bring challenges. this metropolitan area - with its well-established system of regional and local planning - is better prepared than many regions to meet these challenges. Our Goals The Metropolitan Council was created in 1967 to help ensure the "coordinated, orderly and economical development" of the seven-county Twin Cities metropolitan area - consisting of Anoka, Carver, Dakota, Hennepin, Ramsey, Scott and Washington Counties (1967 Minnesota Laws, chapter 896). Our goals are very much in keeping with that legislative directive: · Working collaboratively with regional partners to accommodate growth within the metropolitan area. This Framework recognizes that "one size does not fit all" - 2 that different communities have different opportunities, needs and aspirations. But it also is grounded in the belief that all communities have a shared responsibility to help accommodate the region's growth, use market forces to help expand housing choices and ensure connected, efficient land-use patterns. . Maximizing the effectiveness and value of regional services, infrastructure investments and incentives. We must take full advantage of the enormous investment we have made in regional systems - transportation. airports, wastewater treatment and regional parks - as well as ensure that future resources are used in a cost-effective manner. · Enhancing transportation choices and improving the ability of Minnesotans to travel safely and efficiently throughout the region. Traffic congestion is worsening at a disturbing rate. affecting all modes of travel, making it more difficult for workers to get to their jobs and more costly to get goods to market. Meanwhile, highway and transit funding are falling far short of the needs. We need to make the most of available resources to improve mobility and avoid gridlock. . Preserving vital natural areas and resources for future generations. This metropolitan area boasts a unique combination of assets: three majestic rivers. 950 lakes. rolling hills. extensive wetlands, native prairies and woodlands. aggregate and a multi-layered aquifer system - assets that are essential to our region's quality of life and continued economic well-being. Maintaining compliance with federal air quality standards will ensure that citizens will benefit from cleaner air and avoid costly federal pollution control requirements. New Directions Our region cannot rely solely on what has made it a success in the past. We need new approaches that are shaped by emerging trends, market forces. community values and current, accurate regional data - all integrated into an overall, comprehensive strategy. This effort means: . Focusing attention on the pattern of land uses. Previously. the regional growth strategy focused on how much development occurred in growing communities at the region's developing edge. This Development Framework pays more attention to how development occurs - such as the mix of land uses, the number of housing units per acre, the integration of transit and the connection of local streets. . Recognizing that transportation and land use influence each other. The Framework emphasizes the need for intensified development in centers with convenient access to transportation corridors and in rural centers that want to grow and that lie along major highways. Regional investments can create a transportation system that includes transit solutions that support attractive, walkable neighborhoods with homes. green space. public places and other amenities. 3 . Offering greater flexibility in the location of new development in growing communities. This Framework will provide growing cities the flexibility to decide where development occurs within broader areas that are planned and staged for development, consistent with regional perspectives. It is vital that these cities will make efficient use of infrastructure and develop in a manner that conserves natural features and provides transportation options. This is intended to help local officials build communities in a more strategic and holistic way. . Emphasizing reinvestment in older areas throughout the region. By reinvesting in underused land and maintaining existing infrastructure, the region can accommodate growth on a smaller urban "footprint." slow the rate of increase in traffic congestion. ease development pressures on rural land, save billions of dollars in local sewer, water and road construction costs, maintain the housing stock and strengthen the vitality of older areas. · Encouraging increased market-based housing production that reflects shifting demographics, employment locations and a diversity of incomes. New home construction has been skewed in favor of single-family housing over such alternatives as townhomes and condominiums. But the oldest baby-boomers are now in their 50s, and newcomers to the metropolitan area are likely to expect a variety of housing types and prices. The market demand for single-family detached housing is expected to decline in the next 30 years. even as the overall demand for housing remains strong. A mix of housing types and prices enables more people to work. raise a family and retire in the same community. attracts jobs and improves local economic competitiveness. Affordable units, incorporated into attractive market-rate developments. can expand housing opportunities for lower-income families and households. . Encouraging the use of the metro-wide natural resources iuventory and assessment to foster development that is more sensitive to the environment. An inventory and assessment ofthe region's natural resources, now documented in overlays of computerized maps, can help local governments plan development that respects the integrity of natural areas and incorporates environmental features into development projects. Conserving and restoring natural resources of regional or local importance contributes to a healthy natural environment and enhances our quality of life. Connecting regional and local features by natural-resource corridors helps sustain wildlife and plant habitat and shapes how development looks on the ground. Learning from Our Partners The Metropolitan Council doesn't have a monopoly on new ideas for guiding growth and development. Many of the policies and strategies contained in this Framework grew out of efforts already underway in communities throughout the region - many of which the Council has participated in through the Livable Communities grants program. Cities such as Brooklyn Park, Burnsville, Maple Grove, Plymouth, Ramsey and St. Louis Park are working to create town centers with a mix of housing. commercial and civic uses to provide a gathering place and focal point for their community. Meanwhile, 4 older suburbs such as Chaska, Hopkins, New Brighton, Robbinsdale and White Bear Lake have brought new life to their more traditional downtowns through similar development efforts. St. Paul and Minneapolis both have been working aggressively to reclaim their riverfronts, protect a prized natural asset and respond to market demands for a range of housing types located near job, entertainment and recreational opportunities. Similarly. both the Phalen corridor project in St. Paul and the Heritage Park project in Minneapolis are restoring natural features - a wetlands area and a creek ~ as essential components of redevelopment projects that also include housing, infrastructure improvements and other revitalization efforts. And coalitions of communities along the Interstate 494 and 35W corridors have been actively exploring the connections between transportation and land use as part of their efforts to deal with traffic concerns. The Metropolitan Council is learning from such initiatives, and will share that information with other communities in the region and provide technical assistance as local officials respond to the opportunities and challenges posed by the growth that is taking place in our region. Working with Our Neighbors Partnerships with neighboring communities and counties will be crucial to the region's future success. The Twin Cities are part of a larger regional economy. one that extends well beyond the seven-county metropolitan area. While the seven-county share of households within the larger 19-county region has remained around 85 percent since 1970. there have been some notable changes. Much of the growth in the adjacent counties can be attributed to their proximity to the Twin Cities area. For example, 39 percent of respondents to a Council survey of residents in Chisago, Isanti, Sherburne and Wright Counties reported that they worked near or inside of the 1- 494/1-694 beltway. Most of the growth in adjacent counties has occurred in areas just outside the borders of the seven metro counties. For example, Elk River, St. Michael and Hudson are the three fastest growing cities in the adjacent counties. The Metropolitan Council and regional partners must build closer relationships with local governments and their associations in the adjacent counties. We need to be sensitive to mutual impacts of decisions relating to development. transportation, water quality and other natural resources. 5 Chapter 2/Policy Directions and Strategies Decisions relating to transportation, sewers. housing, natural resources and other land uses cannot be made in isolation from one another. Transportation and sewers help shape growth patterns; housing location and types affect mobility options and travel patterns; unplanned growth can put a strain on natural areas, groundwater quality and other resources. This Framework seeks to carefully integrate growth, transportation, housing and natural resource policies - to achieve regional goals in each area and avoid working at cross-purposes. Our policies also acknowledge the partnerships that will be essential to our success and continued economic vitality. Policy 1: Work with local communities to accommodate growth in a flexible, connected and efficient manner. Strategies for all communities · Support land-use patterns that efficiently connect housing, jobs, retail centers and civic uses within and among neighborhoods. · Encourage growth and reinvestment in adequately sewered urban and rural centers with convenient access to transportation corridors. . Promote development strategies that help protect and sustain the regional water supply. Discussion The full potential of investments in transportation, housing, natural resource preservation and other factors is best realized when they are considered together in well- conceived land use patterns. For example, ifmore communities have mixed uses~retail and commercial. as well as residential~more people have the option of working in the same community in which they live. If the land use patterns cluster housing, businesses, retail and services in walkable, transit-oriented centers along transportation corridors, the benefits increase: Improved access to jobs, open space, cultural amenities and other services and opportunities. Fewer~and shorter-auto trips. more housing options and more choices for reaching local and regional destinations. A significant reduction in the number of vehicle trips and vehicle miles traveled, slower growth in traffic congestion. improved air quality and a healthier environment compared with a more spread-out, single-use pattern of development. There are personal benefits as well~shorter daily commutes provide more time for personal or family activities. Transit connections among home, work and other destinations mean cost savings for many households. There is also a hard-edged practical aspect to these land use strategies-they will save public money. For the metropolitan transit and transportation system, putting growth 6 where the infrastructure to support it already exists means roads that don'l have 10 he built. Providing transportation options that include fast, convenient transit services means freeway lanes that don'/ have /0 be added. And, where new infrastructure is necessary. investments in more connected land-use patterns will be the most fiscally responsible use of limited public resources for transportation. Efficient use of capacity in the metropolitan wastewater disposal system, which provides wastewater treatment services to 90% of the region's population and most of its commerce and industry. will ensure the most cost-effective operation of both the current wastewater system and the service provided to future urban areas. The system is an essential ingredient for urban development. An adequate supply of water is another essential ingredient for growth. The region currently uses 400 million gallons of water per day for drinking and other personal uses, irrigation, commercial and industria] needs. as well as other miscellaneous purposes. An additional 774 million gallons per day are used for cooling power plants. (The water used for cooling power plants is considered a non-consumptive use. since most of the water is returned directly to the source at a slightly higher temperature.) The regional groundwater aquifer system and the Mississippi River provide a relatively abundant water supply, but there are questions about the ability of that supply to meet increasing demands. Both the Council and all communities with a municipal water supply system are required to develop plans to address those concerns (Minn. Stat. 473.]56-.]57; 473.859). Cities must consider the implications of their water supply for future growth and indicate how they will protect the current and planned supply source that provides the community with water. Land use patterns affect water supply. For instance, incorporating natural areas in the mix of land uses will help reduce surface water runoff and recharge aquifers for water supply. While the above strategies for accommodating growth apply to all of the region's communities, implementing the Regional Developmenl Framework is not a one-size-fits- all process. The Council has tailored growth strategies for different community types- Developed Communities. Developing Communities and four types of communities within Rural Areas (see further detail in the chapter "Strategies for Geographic Planning Areas," beginning on page] 6). Stralegies for Developed Communities · Work in partnership with developed communities to encourage reinvestment and revitalization. . Provide grants and other incentives to cities and businesses to reclaim. infill and redevelop underutilized lands and structures. Discussion The Developed Communities are the cities where more than 85% of the land is developed. infrastructure is well established and efforts must go toward keeping it in good repair. These communities have the greatest opportunities to adapt or replace 7 obsolete buildings, improve community amenities, and remodel or replace infrastructure to increase their economic competitiveness and enhance their quality of life. Developed Communities are taking advantage of their assets. New households and jobs are being added in Minneapolis, St. Paul and adjacent older suburbs. and these communities are identifying opportunities to attract more such investment. Their plans indicate potential sites. they have proven market interest and they concur with-and, in some instances. have requested increases in----Council forecasts for continued growth. Developed Communities are now the expected locations for approximately 30 percent of new households and about half of new jobs through 2030. It makes economic sense for the Council to make investments in and offer incentives for reinvestment and infill to these communities to assist them with their efforts. Strategies/or Developing Communities · Invest in regional systems (wastewater treatment, transportation, parks and open space, and airports) to help ensure adequate services to communities as they grow. . Implement standards for extending urban services to help local governments plan for and stage development within a rolling 20-year land supply (local plan evaluation to be based on inclusion of measures that address transportation connections, housing production, surface water management and natural resource conservation). . Encourage communities to plan for post-2030 areas for future urban services. . Use natural resource conservation strategies to help protect environmentally sensitive areas and shape development. Discussion Developing Communities are the cities where the most substantial amount of new growth-about 60 percent of new households and 40 percent of new jobs-will occur. The amount of infill and redevelopment and the way in which new areas are developed directly influence when and how much additional land in Developing Communities will need urban services-services that will call for substantial new regional and local investments. Local comprehensive plans for Developing Communities already designate sufficient land to accommodate forecasted growth through 2020. Within the 20-year land supply, the Council will support flexible staging of growth, recognizing that development opportunities do not always occur in a contiguous manner. The community must demonstrate that the development will support a connected land use pattern and can be served in an efficient and economical manner. When a change in urban service area staging is requested, the Council will expedite the review through a comprehensive plan amendment. Standards for changing the staging of urban services will be identified in the Council's Local Planning Handbook. The 2020 metropolitan urban service area was established through the 1998 comprehensive plan review process. During the next comprehensive plan update process, the Council will work with local communities to ensure there is enough land to accommodate forecasted 2030 growth, developing plans that extend staging to continue 8 to maintain a 20-year land supply over time. Developing Communities should consider their entire jurisdiction when proposing long-term staging and development patterns, protecting land for post-2030 urbanization. The Council will determine its ability to provide needed regional services such as interceptor and treatment plant capacity. Each city, in turn, will need to consider how it will locally serve the planned-for growth. The flexibility to stage growth locally also offers Developing Communities the opportunity to incorporate natural resources into their local plans. They can build on the regional Natural Resource Inventory and Assessment by identifying additional locally important resources. Then staging plans can incorporate these regional and local resources, developing local infrastructure (wastewater systems, roads, parks and open space, and airports) in a way that conserves natural resources and avoids or protects sensitive natural areas. Strategiesfor Rural Areas . Support rural growth centers in their efforts to concentrate growth as a way to relieve development pressure in rural parts of the metropolitan area. . Provide technical and/or financial support for wastewater services in rural growth centers where feasible. · Support development in rural areas in clusters or at low densities to preserve these areas for future growth and to protect the natural environment. Discussion Roughly half ofthe 3,000 square miles in the seven-county Twin Cities area are rural. That includes cultivated farmland. nurseries, tree fanns, orchards and vineyards. scattered individual home sites or clusters of houses, hobby fanns, small towns, gravel mines. woodlands, and many of the region's remaining important natural resources. About 5% to 8% of new growth is forecast for the rural area-most of it in Rural Growth Centers. To acknowledge its diversity, the rural area is categorized into four geographic planning areas: . Rural Centers are the small towns, like Belle Plaine and St. Francis, located throughout the rural area. Rural Growth Centers are those Rural Centers both interested in and showing a potential for growth. Growth in Rural Centers offers the opportunity to take advantage of existing infrastructure. provides municipal services as an alternative to individual wells and septic systems whose continued proliferation causes environmental concerns. and provides more households with the opportunity for small-town living. 9 · Rural Residential Areas are those places in Ham Lake, Andover. Inver Grove Heights and Credit River Township that are currently developed at one unit per 2 to 2 \I, acres or less. with no plans to provide urban infrastructure such as centralized wastewater treatment. Additional development of this type will increase the potential for damage to the environment from many individual sewage treatment systems located close together, and will preclude providing urban infrastructure in efficient ways. It should be limited to infill or carefully considered expansion only within the boundaries of communities where it already exists. . Diversified Rural Communities are the sparsely developed parts of the region, such as Burns Township and Stillwater Township, that host the widest variety offarm and non-farm land uses. They include a mix of a limited amount of large-lot residential and clustered housing, agriculture. and facilities and services requiring a rural location. Continuing the diversified rural land use pattern in the region saves the costs of extending infrastructure. protects the natural environment and provides groundwater aquifer recharge areas. Currently. lands in the Diversified Rural Communities are not needed for urban development, but should be preserved for post-2030 development. Therefore. only limited growth is forecast for this planning area. Wastewater services to these areas will be reviewed on a case-by-case basis to determine feasibility. . Agricultural Areas are large contiguous land areas planned and zoned to maintain agriculture as the primary land use. They are found mostly in Dakota, Scott and Carver Counties in communities such as Greenva]e Township and San Francisco Township and total about a ha]f-million acres of the region's best soils. Many of these communities have taken additional steps to preserve agricultural lands. The Council supports local efforts by forecasting only very small amounts of household and employment growth for agricultural areas and by strictly limiting its investments in regional infrastructure in those areas, focusing instead on investing in efficient and fiscally prudent urban growth. Policy 2: Plan and invest in multi-modal transportation choices, based on the full range of costs and benefits, to slow the growth of congestion and serve the region's economic needs. Strategies . Focus highway investments on maintaining and managing the existing system. removing bottlenecks and adding capacity. . Make more efficient use of the regional transportation system by encouraging flexible work hours. telecommuting, ridesharing and other traffic management efforts, and by employing a variety of pricing techniques such as FAST lanes and HOT lanes. . Expand the transit system. add bus-only lanes on highway shoulders. provide more park-and-ride lots and develop a network oftransitways. ]0 . Encourage local governments to implement a system of fully interconnected arterial and local streets, pathways and bikeways. . Promote the development and preservation of various freight modes and modal connections to adequately serve the movement of freight within the region and provide effective linkages that serve statewide, national and international markets. · Support airport facilities investments to keep pace with market needs and maintain the region's economic vitality. Discussion To a growing number of metropolitan area residents. highway congestion ranks as the region's No. I concern. The average daily commute in the I 990s grew from 2 I minutes to 23 minutes, with a 62 percent increase in commutes requiring 40 minutes or longer. The portion of peak-period travel occurring under congested conditions increased more than fivefold between 1982 and 2000 - an increase that tied with Atlanta's for the second fastest rate of congestion growth in the nation. In 2000. traffic tieups cost the average Twin Cities commuter more than $ I .000 a year in wasted fuel and lost time. and cost the business community more than $300 million in comparable penalties for distribution of goods. The region's congestion problems will continue to worsen in the coming decades. The nearly I million new residents projected by 2030 are expected to generate an additional 4 million daily trips, and the number of congested highway miles is expected to double during the same period. The enormous costs associated with building new transportation facilities mean that the region will have to make targeted investments, recognizing that "one size does not fit all" and carefully weighing the options in every corridor. The first priority for highway improvements must be to maintain the existing metro highway and roadway system, reducing the dozens of bottlenecks that impede travel, implementing new strategies to improve the efficiency of the system and adding capacity where possible. But the region also must look for new ways to make more effective use of the existing system. This means stretching out peak-period travel through flexible work hours, exploring pricing strategies that discourage unnecessary freeway travel in peak periods, providing greater incentives for transit use. and reducing travel demand through expanded ridesharing, telecommuting and other measures. Various pricing techniques recently employed around the world have been successful in maximizing the use of the existing highway capacity, adding capacity and raising revenue to pay for implementation and operations. These strategies also can be a new source of revenue for transit. as well as help make transit more cost-competitive and more efficient if operating in mixed traffic conditions. Transit will continue to playa critical role in many individuals' daily lives, and can significantly relieve the need to expand highways and local streets. By investing in improved transit, the region can provide more people with realistic alternatives to traveling by car. This requires expanding the existing system of regular-route and express bus service, adding more bus-only lanes on highway shoulders and park-and-ride lots, supporting more local circulator bus service. and continuing the effort to develop a II network oftransitways in heavily traveled corridors. This network should include a range of possibilities -light rail, commuter rail and exclusive busways - making mode selections based on a thorough cost-benefit analysis. In making transit investment decisions, the Council will evaluate the cost-effectiveness ofLRT, commuter rail and busways, using data from the operation of the Hiawatha LRT line and the cost- effectiveness index developed by the Federal Transit Administration. In the longer term, the region also can slow the growth in congestion by encouraging development and reinvestment in urban and rural centers that combine transit, housing, offices. retail, services, open space and connected streets that support walking and bicycle use. Such development enables those who wish to reduce their automobile use to meet their daily needs and makes it possible for those who are unable to drive to live more independently. We also must pay greater attention to the challenges of moving resources and goods within and through the region to North American and world markets. The importance of a coordinated regional and state system is key for increasing the economic competitiveness of businesses. industries and their customers. Regional transportation investments- coordinated with investments by local governments and the private sector where feasible - must provide sufficient access to freight facilities, business and industrial concentrations, and distribution centers. The aviation industry is suffering from the lingering effects of a poor economy, the 9/1 ] attacks. the SARS scare and structural changes within the industry. To remain economically competitive, our region must continue to implement the MSP 2010 improvement plan to increase runway and terminal capacity at Minneapolis-St. Paul Internationa] Airport, as well as maintain, improve and expand our system ofre]iever airports. At the same time, we must carefully monitor changes within the industry to ensure that adequate airport capacity is availab]e in the years ahead. In addition, we must work with local communities to mitigate the adverse impacts of airports and ensure compatible land uses in adjacent areas. Policy 3: Encourage expanded choices in housing location and types, and improved access to jobs and opportunities. Strategies . Work to ensure an adequate supply of serviced, developable land to meet regional needs and respond to demographic trends. · Work with regional partners to increase housing options that meet changing market preferences. · Support the production and preservation of lifecycle and affordable housing with links to jobs, services and amenities accessible by auto, transit. biking and walking. Discussion The challenge of maintaining a sufficient supply of urban-serviced land is to balance the costs of providing services to new development while not unduly restricting available 12 land supply. Achieving this balance means that the region needs to monitor its land supply, make the best use of existing infrastructure as it develops, and increase the supply to accommodate efficient development. The public and the private sectors are committed to regularly monitoring available land supply and comparing actual land uses with those indicated in regional and local plans-including designation of urban reserve lands for development post-2030-to respond appropriately to changing markets. New housing developments will need transportation, sewers and water supply; and providing these services requires continued coordination of planning and implementation between regional and local governments. The marketplace. supplemented by public-private partnerships. is key to this effort. Since the year 2000, the market has produced both rental and ownership units in response to heavy consumer demand, boosted by changes in state tax policy. At the same time, the expansion of low-income housing tax credits and increased state authority to issue housing revenue bonds has eased the market squeeze on affordable rental units. Somewhat fewer renter households now bear an inordinate housing-cost burden than in 1990, even though the region saw a large increase in total households. But the situation for lower-income households has improved little - eight out of ] 0 continue to pay more than they can afford for housing costs. while the 2003 study The Next Decade of Housing presents data suggesting the affordability problem for many of the region's lower income households may not be resolved during this decade. The region will, of course, need much more housing in the next 30 years, but population changes are shifting consumer preferences for various types of units. During the I 990s, the leading edge of the baby-boom generation moved into the 45-to-54-year- old age group. producing the biggest gain in any age category. The new-housing market. which has historically favored single-family housing, is responding with a shift toward attached homes, such as townhouses and condominiums. The trend will strengthen in future years as baby-boomers grow older. The growing share of attached housing-attractive to singles. young couples without children. "empty nesters" and others-enriches the stock of available housing, makes available single- family homes to first-time and "move-up" buyers, and offers opportunities to improve connections with work places, retail. services and entertainment. A growing number of employers - including Best Buy, Medtronic. Wells Fargo and US Bank - have demonstrated that they recognize the benefits of linking job sites and housing by easily accessible transportation options. Cities are seeing the economic advantages of encouraging a mix of housing that provides choices for a range of ages and incomes. Many cities are planning for mixed-use areas in their comprehensive plans and making changes to local ordinances and official controls to encourage those types of land uses. The result can be shorter daily commutes, reduced business costs related to congestion delays and less strain on the transportation system during peak-travel periods. Coalitions of interested organizations, public agencies, businesses and foundations continue to strive to expand housing choices. Promising approaches include streamlining approval processes for new construction techniques. residential re-use and rehabilitation; providing cities with more information about land trusts and other ways of preserving housing affordability; creating more local options for funding affordable housing; 13 supporting information-sharing among cities; and encouraging them to review land use controls and regulations, zoning policies and practices, and approval processes to foster development, preservation and rehabilitation of more affordable housing. For its part, the Council will use its programs and resources-including negotiated housing goals, planning and technical assistance, regional investments. and incentive programs-to encourage communities to provide for a diversity of housing types and costs. In addition, the Council will give funding priority to communities and community projects that increase the variety of housing types and costs. appropriately mix land uses, increase transportation choices and leverage private investment. Policy 4: Work with local and regional partners to reclaim, conserve, protect and enhance the region's vital natural resources. Strategies · Encourage the integration of natural-resource conservation strategies in regional and local land-use planning decisions. . Work with other regional partners to protect regionally important natural resources identified as unprotected in the Natural Resources Inventory and Assessment. . Work to preserve the quality of the region's water resources. . Work with our regional partners to remain in compliance with federal air quality standards for carbon monoxide, ground level ozone and fine particulate pollution. . Designate additional areas for the regional park system that enhance outdoor recreation opportunities and serve important natural-resource functions. Discussion Our region is endowed with rich natural assets that enhance its quality of life and provide significant economic benefits. Natural areas recharge aquifers for water supply. They clean storm water runoff and slow its flow, reducing flood damage and improving the quality of rivers, lakes and streams. They clean the air by "filtering" it through tree and vegetative cover. Taking advantage of natural air- and water-filtration systems is far less expensive than replacing lost natural functions with costly technology. Natural areas also increase the local tax base by providing amenities that raise the value of nearby properties. and they boost the economic attractiveness of the area. The 2002 Twin Cities Area Survey reported that 92 percent of those polled agreed or strongly agreed with the statement, "As areas develop, governments should do more to protect natural features, such as wetlands. woodlands. lakes and streams." Making natural resources an integral part of the planning and development process will help protect highly prized natural features for current and future generations. The Council and the Minnesota Department of Natural Resources have completed an initial inventory and assessment of regionally important natural resources-the Natural Resources Inventory and Assessment (NRII A). Local governments can use this large database as a starting point to identify locally important resources and then take 14 appropriate conservation measures. New development can be located and designed in a way that preserves and benefits from the natural environment. The regional parks and open space system represents a major. well-established conservation effort for land and water resources. The system includes about 55,000 acres within park boundaries, drawing more than 30 million visits a year (2002). But the area's growing population will need additional large-scale park and open space lands in the future. The region needs to identify natural areas that could be added to the regional park system and plan for their acquisition before the opportunity is lost. Although the region is a water-rich area, the quality of its rivers. lakes and streams is affected by stormwater runoff containing phosphorus, other nutrients, oils, road salt and other pollutants. Loss of natural areas contributes to increased runoff and lowered water quality. Best management practices are needed to keep pollutants out of the region's surface- and groundwater. Proper management of on-site septic systems is needed to minimize impacts on groundwater. Air quality is a key indicator of the quality of life in the region. Maintaining and improving air quality will enhance the region's ability to continue growing economically. Aggregate~sand, gravel and crushed rock-is another resource vital to the area. The regional transportation systems and the building industry need large volumes of aggregate for construction and maintenance. But the metropolitan area is losing access to its aggregate resources and rapidly depleting the supply. Development located on or near aggregate deposits has shut off access to about 45% of the aggregate originally available in the metropolitan area. To deal with this issue, the Minnesota Legislature directed each local unit of government in the metropolitan area to amend its local comprehensive plan to address issues related to aggregate. when such resources are present in the community (Minn. Stat. 473.859). This is a step toward preserving sources of aggregate for the future, but additional protections and incentives are needed to ensure their continued availability. Prime agricultural soils are important not only to farming communities but also to the region as a whole. They have been identified in the Natural Resources Inventory. About a half-million acres in the region are planned and zoned to maintain agriculture as the primary long-term land use. most of it located in a crescent-shaped arc through the region's southern and southwestern counties-Dakota, Scott and Carver. For many rural communities, these soils are an important natural resource. The Council supports local communities in their determination of how best to use this land. (Minn. Stat. 473.859). 15 Chapter 3/Strategies for Geographic Planning Areas Implementing the Regional Development Framework is not a one-size-fits-all process. There are different strategies for communities based on the types of growth that are expected. These variations are reflected in "Geographic Planning Areas" designated by the Council and illustrated on the Regional Growth Strategy Map (attached at the end of this document). This map, which incorporates the current land use plans of the region's communities, also will serve as the foundation for the next round of comprehensive plan updates. It identifies an urban area and a rural area, each of which occupies approximately half of the region. The urban area is divided into two specific geographic planning areas: the Developing Communities and the Deve]oped Communities. The rural area is divided into four specific geographic planning areas: Rural Centers/Rural Growth Centers, the Diversified Rura] Communities, the Rural Residentia] Areas and the Agricultura] Areas. One of the primary differences among these planning areas is the density at which they develop. The Council has established benchmarks indicating the overall densities that planned development patterns in each of the geographic planning areas can be expected to achieve. The Council negotiates a share of the regional forecasts with each community based on its geographic planning area designation(s), development trends, expected densities. available land, local interests and Council policies. The cumulative results of the community-accepted distribution of the forecasts among planning areas becomes the basis for determining the required land supply, and for the Council's plans for and investments in regional systems such as highways and wastewater service. Approximately 9] % to 95% of new growth is forecast to be located in the urban area-in land use patterns that make efficient use of regional infrastructure-with the rest, 5% to 9%, in the rural area, particularly in small towns to be designated as Rura] Growth Centers. The Regiona] Growth Strategy Map - together with the overall strategies in Tab]e ] and the Geographic Planning Area Table specific to each planning area shown on the map ~ outlines the roles of individual communities and strategies for accommodating expected growth. At times, planning area designations may change. The Council will work with communities through the comprehensive planning process and within the parameters of the Framework to implement such changes. Each community will determine how to implement the strategies in the geographic planning area tables. The range of choices provides considerable loca] flexibility. For example. a Deve]oped Community could-as the table for Developed Communities states-accommodate growth forecasts through reinvestment at appropriate densities by adopting innovative zoning techniques for compatible mixed-use development or shaping new projects at an appropriate scale. ]n addition, a community in any part ofthe region may choose to develop and/or expand centers that work for their city. Centers vary in scale - from the downtowns of the region's two central cities to small centers that provide services to neighborhoods or rural areas. Centers integrate land-use patterns, mixing jobs. housing, retail, services and - potentially - open space and connect them ]6 with streets, sidewalks and trails. They can be planned as part of new development or created incrementally by adding the "missing pieces" - be they housing, jobs. services or street connections-to existing places in all parts of the region. The Council will provide technical assistance, such as the Local Planning Handbook, to help local governments implement community-appropriate practices like these to achieve regional objectives rather than using a checklist of expectations every community must meet. Many of the Council's tools for helping communities accommodate growth apply to all communities. For example. the Council works with all communities to plan and stage regional services. The regional infrastructure becomes the framework upon which communities add local services. The Natural Resource Inventory and Assessment provides a valuable database of natural resources ofregional importance across the metro area. Every community can use the infonnation as a starting point from which to build more detailed maps of local resources. The first table in this chapter summarizes the strategies that apply to all the region's communities. Table 2 addresses the Developed Communities. Table 3 the Developing Communities and Tables 4-7 the Rural Areas. Table I: Growth Accommodation in All Communities Policv 1: Work with communities to accommodate !!rowth in a flexible, connected and efficient manner. Council Role . Invest Council resources-infrastructure improvements, grant programs and technical assistance - to accommodate regional growth whi Ie using regional systems and land efficiently. . Conserve natural resources-particularly water resources--and protect vital natural areas when planning and constructing regional infrastructure (wastewater systems, roads, transit, parks and open space, and airports). . Update regional plan for water supply and coordinate with public and private entities on regional water supply issues, source protection and conservation practices. . Pursue environmentally sound and cooperative water use practices, conservation initiatives, and joint planning and implementation efforts to maximize surface water infiltration to recharge groundwater supplies. . Maintain or replace regional wastewater facilities as they age or become obsolete. . Promote the inclusion of best practices for storm water management, habitat restoration, and natural resource conservation in development plans and projects. . Promote proper management of individual sewage treatment systems (consistent with Minnesota Rules Chapter 7080). Community Role . Plan for development that accommodates growth forecasts at appropriate densities. . Adopt and implement a Council.approved comprehensive plan. . Maintain, replace or expand local facilities and infrastructure to meet growth and development needs. . Conserve natural resources-particularly water resources- and protect vital natural areas when designing and constructing local infrastructure and planning land use patterns. . Prepare local water supply and wellhead protection plans as required by the MLP A. . Develop and implement environmentally sound and cooperative water use practices. conservation initiatives, and joint planning and implementation efforts, including wellhead protection plans, designed to protect and ensure an adequate supply of water for the region. . Incorporate innovative stormwater management techniques. natural resources conservation practices, and habitat restoration projects into development plans and projects. . Adopt Individual Sewage Treatment System (ISTS) management ordinances and implement a maintenance program (consistent with Minnesota Rules Chapter 7080). 17 Policy 2: Plan and invest in multi-modal transportation choices based on the full range of costs and benefits, to slow the p"rowth of con2estion and serve the re2ion's economic needs. Council Role . Plan a multi-modal, interconnected transportation system in cooperation with state agencies, counties and local governments. . Expand the capacity of the regional transportation system to slow the growth of congestion. Support improvements to principal arterials and A-minor arterials, including county roads. Expand the regional trails system. . Support implementation of the most appropriate and cost effective techologies to manage and optimize the use of both the highway and transit systems (examples; HOT lanes, ramp metering). . Support a variety of freight transport modes to link the region with state, national and international markets. . Help communities comply with MN/DOT's access management guidelines. . Coordinate with communities, the Metropolitan Airports Commission, and the Federal Aviation Administration to ensure planned land uses in areas surrounding airports are compatible with Land Use Compatibility Guidelines (or Aircraft Noise. Community Role . Plan and develop an interconnected local transportation system that is integrated with the regional system. . Develop local land uses linked to the local and regional transportation systems. . Plan for connections between housing and centers of employment, education, retail and recreation uses. . Coordinate with business and other public agencies congestion-reduction measures such as collaboration with employers, provision of information or incentives to minimize or decrease peak-period impacts. . Adopt improved design principles to support better access and traffic management. . Use MN/DOT's access management guidelines to prepare local plans and ordinances. . Use Land Use Compatibility Guidelinesfor Aircrqft .!lioise to plan appropriate land uses for areas surrounding airports. Policy 3: Encourage expanded choices in housing location and types, and improved access to jobs and opportunities. Council Role . Provide guidance and negotiate lifecycle and affordable housing goals in implementing the Livable Communities Act (LCA) and Metropolitan Land Planning Act (MLPA). . Invest Council resources to assist communities and community projects that increase the variety of housing types and costs, appropriately mix land uses, increase transportation choices, and leverage private investment. Community Role . Develop and implement comprehensive plans that provide land appropriate for a variety of affordable and life-cycle housing options. . Adopt local housing goals and implementation plans. . Use local official controls and resources to facilitate development ofa range of housing densities, types and costs. . Approve and permit proposed housing developments in light of population forecasts, existing housing stock, and current and future communitv and regional needs, as appropriate. 18 Policy 4: Work with local and regional partners to conserve, protect and enhance the region's vital natural resources. Council Role . Partner with state agencies, counties, communities, builders and developers, and non-profits to conserve, maintain and restore natural resources identified in regional and local natural resource inventories. Integrate natural resource conservation strategies into regional system plans for infrastructure improvements and development and to restore degraded natural resources of regional importance to support an interconnected network of natural resources. . Coordinate and provide technical assistance to communities as they develop local stormwater management plans consistent with Minnesota Rules Chapter 8410 and the MLPA. . Expand the regional park system, as appropriate, to conserve, maintain and connect natural resources identified as high quality or of regional importance. Invest in acquisition and development of land for the regional park system. . Develop and promote the use of best management practices for abating, preventing and removing point and nonpoint source pollution; reducing soil erosion; protecting and improving water quality; and maximizing groundwater recharge. . Provide technical assistance to communities regarding the adoption and enforcement of environmental preservation and conservation techniques and ordinances. . Work with public and private entities to maintain the Quality of regional water resources. Community Role . Complete local natural resource inventories as they deem appropriate. Give strong consideration to integrating natural resources, including aggregate, identified in regional and local natural resources inventories into local land use decision-making. . Adopt and enforce erosion contra] ordinances and other environmental preservation and conservation techniques and ordinances. . Prepare and implement local storm water management plans consistent with Minnesota Rules Chapter 84] 0 and the MLP A. . Include as a part of local park systems natural resources that are identified as high quality or of local and regional importance. . Implement surface water management practices geared to protecting and maintaining the quality ofloca] water resources. . Adopt and implement best management practices for abating, preventing and removing point and non point source pollution; reducing soil erosion; protecting and improving water quality: and maximizing groundwater recharoe through surface water infiltration. Developed Communities Council investments in regional systems and incentives for the Deve]oped Communities are to maintain current infrastructure; renew and improve infrastructure, buildings and land to provide for additional growth, particularly at centers along transit corridors; and support developments that integrate land uses. Developed Communities Anoka County: Anoka Circle Pines. Columbia Heights. Coon Rapids. Fridley, Hilltop. Lexington. Spring Lake Park Dakota County: Apple Valley. Bumsville. Lil:ydale, Mendota Mendota Heights. South S1. Paul. West 51. Paul lIennepin County: Bloomington. Brooklyn Center. Champlin. Crystal. Deephaven, Edina Excelsior. Fort Snelling. Golden Valley_ Greenwood. Hopkins. Long Lake, Loretto, Medicine Lake, Minneapolis, Minnetonka Minnetonka Beach, Mound_ Ne\v Hope. Osseo_ Richfield, Robbinsdale, 51. Anthony_ 51. Louis Park. Spring Park_ Tonka Ba,Y. Wayzata Woodland Ramsey County: Arden Hills, Falcon Heights_ Gem Lake. Lauderdale. Little Canada, Maplewood, Mounds Vie\\'_ New Brighton. North 51. Paul, Roseville. Saint Paul. Shoreview. Vadnais Heights_ White Bear Lake. \\'hite Bear Tov..nship \Vashington County: Birchwood_ LandfalL Mahtomedi. Nev.'port. St. Paul Park. Stillwater, Willernie ]9 Table 2: Growth Accommodation in Develo ed Communities Polic 1: Work with communities to accommodate rowth in a flexible, connected and efficient manner. Council Role . Invest Council resources to facilitate reinvestment (infill, adaptive reuse and redevelopment). . Maintain and expand existing regional infrastructure to adequately support reinvestment as identified in local comprehensive plans. . Reduce infiltration and inflow into the re ional wastewater treatment 5 stem. Community Role . Accommodate growth forecasts through reinvestment at appropriate densities (5 units plus in developed areas and target higher density in locations with convenient access to transportation corridors and with adequate sewer capacity). . Approve and permit reinvestment projects that make cost effective use of infrastructure and increase density. . Adopt ordinances to accommodate growth and use land and infrastructure efficiently (examples: innovative zoning techniques for mixed use development, transit oriented development, overlay districts, planned unit development provisions, and traditional neighborhood development overlay zones.) . Support the conversion or reuse of underutilized lands in order to accommodate growth forecasts, ensure efficient utilization of existing inrrastructure investments and meet community needs. . Reduce infiltration and inflow into the local and re ional wastewater treatment s stem. Policy 2: Plan and invest in multi-modal transportation choices based on the full range of costs and benefits, to slow the rowth of con estion and serve the re ion's economic needs. Council Role . Plan regional highway and transit systems, pedestrian and bicycle investments to improve connections between workplaces, residences, retail, services and entertainment activities to accommodate growth and reinvestment. . Plan to complete 6-lane ring route, eliminate bottlenecks, make select capacity improvements and improve system management. . Provide and improve transit connections by coordinating planning for infill and redevelopment projects with state agencies, counties and local communities. . Implement, maintain and operate (along with the opt-outs) transitways, transit stations and transit service; plan a TO riate station-area land uses with local overnments and business. Community Role . Make local transportation, transit, pedestrian and bicycle investments to improve connections between workplaces, residences, retail, services and entertainment activities. . Identify opportunities to improve transportation connections and address transportation issues such as travel demand management, access management, safety and mobility when planning infill and redevelopment projects. . Plan land use patterns that support transit service and development. . Adopt ordinances to support integrated land use (examples: ordinances encouraging or allowing shared parking; centers, transit oriented developments). . Coordinate with business and other public agencies congestion-reduction measures such as collaboration with em 10 ers, rovision of infonnation or incentives to minimize or decrease eak- eriod im acts. 20 Table 2: Growth Accommodation in Develo ed Communities Policy 3: Encourage expanded choices in housing location and types, and improved access to jobs and o ortunities. Council Role . Use regional system investments and incentives to help developed communities maintain and preserve the existing housing stock and to add new higher density housing that responds to changing demographic and market trends. . Maintain and ex and existino reoional infrastructure to ade uatel su ort reinvestment. Community Role . Plan for and guide infill development, redevelopment, and adaptive reuse of structures to diversify housing, connect housing and jobs, and integrate new development into existing neighborhoods. . Adopt and pursue reinvestment strategies to achieve MLPA/LCA housing goals. . Encourage the preservation of existing neighborhoods and expansion of housing choices within the city.. . Adopt ordinances to increase lifecycle and affordable housing (examples: increased multi-family use, reduced front and interior setback re uirements: cluster develo ment ordinances). Policy 4: Work with local and regional partners to conserve, protect and enhance the region's vital natural resources. Council Role . Support the reclamation of contaminated lands for redevelopment and restore natural resources. . Work with communities to implement best management practices to control and treat storm water as redevelo ment 0 ortunities arise. Community Role . Approve and permit projects designed to reclaim contaminated lands and restore natural resources where appropriate. . 1m lement best manaoement ractices to control and treat storm water as redevelo ment 0 ortunities arise. Developing Communities Council investments in regional systems and incentives for the Developing Communities focus on accommodating growth, supporting centers along corridors, encouraging connected land use patterns for new development and encouraging the development of communities where shopping, jobs and a variety of housing choices co- exist by design. Local 2020 comprehensive plans already designate sufficient land to accommodate this growth through 2020. However, to accommodate household growth projected to 2030, assuming 30% of regional residential growth will occur in the Developed Communities. the region will need to add] 5.000 residential acres. Further, the Natural Resource Inventory and Assessment identifies approximately 5,000 acres of unprotected natural resources of regional importance in areas planned for development. Protection of these natural resource lands would require the designation of additional acres for residential development. Finally. the region will also need to provide urban services to an estimated 14,000 acres (about 40% of the total land demand) to accommodate other land uses such as commercia] and industrial development. Based on these numbers. the Council must plan regional infrastructure to provide services to 35,000 acres. in addition to the existing 2020 staged development as shown in local plans. 2] Residential Residential Not Replacement Residential Assumptions Affected by for Natural Natural Resource Areas Commercial, Total Resource Areas Needing Protection Industrial, Other Expected housing mix, land patterns. Upto reinvestment achieved 15.000 acres 5,000 acres 14.000 acres 34.000 acres Additional Land Needed for 2030 Metropolitan Urban Service Area Flexibility will be a hallmark of the Council and Developing Communities' long-term growth planning and staging. Achieving connected land use patterns that can be served efficiently and economically with urban services will be more important than adherence to regulatory requirements such as making new growth contiguous with existing development. Decisions to extend regional infrastructure for Developing Communities will be made based on evidence of efforts to mix and connect land use patterns at appropriate densities. Communities can choose among a variety of actions to do that. For instance, they could adopt innovative zoning techniques (e.g. overlay districts or planned unit development provisions), implement context sensitive designs or adopt conservation subdivision ordinances. Many Developing Communities contain older, developed areas where strategies listed for the Developed Communities are more appropriate to address land use changes. In addition. Developing Communities are encouraged to plan for the entire communities and, as appropriate, use strategies to preserve areas for Diversified Rural or Agricultural to maintain areas for post-2030 urbanization. (Appropriate additional geographic planning areas and strategies are shown in parenthesis after each community name.) Developing Communities Anoka County: Andover (urban reserve, Rural Residential). Blaine. Centerville (urban reserve),Lino Lakes (urban reserve), Ramse.y (urban reserve) Carver County: Chanhassen. Chaska Laketown Township (urban reserve. Diversified Rural). Victoria (urban reserve). Waconia Dakota Count}': Coates (Agricultural Preservation). Eagan. Empire Township .(urban reserve. Agricultural Area). Farmington (urban reserve). Hastings (urban reserve). Inver Grove Heights (Rural Residential). Lakeville (urban reserve), Rosemount (urban reserve, Agricultural Area). Sunfish Lake Hennepin County: Brooklyn Park. Corcoran (urban reserve. Diversified Rural), Dayton (urban reserve), Eden Prairie. Hassan Township (urban reserve, Diversified Rural), Maple Grove. Maple Plain. Medina (urban reserve. Diversified Rural), Minnetrista (urban reserve, Agricultural Area Diversified Rural). Orono (urban reserve. Diversified Rural), Plymouth (urban reserve). Rogers (urban reserve), S1. Boniracius. Shorewood Ramsey County: North Oaks Scott County: Prior Lake (urban reserve). Savage, Shakopee (urban reserve) \\'ashington County: Bayport. Cottage Grove (urban reserve. Agricultural Area). Forest Lake (Diversified Rural), Grey Cloud Township (Diversified Rural), Hugo (urban reserve. Diversified Rural), Lake Elmo (urban reserve, Diversified Rural). Oakdale. Oak Park Heights. Woodbur:y (urban reserve) 22 Table 3: Growth Accommodation in Develooinl! Communities Policy 1: Work with communities to accommodate t!rowth in a flexible, connected and efficient manner. Council Role . Plan, coordinate and invest in regional infrastructure (roads, transit, wastewater treatment, airports, and parks and open space) and resources to support staged development, and centers with convenient access to transportation and transit corridors. . Commit to provide regional system infrastructure to support local development consistent with approved local comprehensive plans. . Reduce infiltration and inflow into the regional wastewater treatment system. . Promote development practices and patterns that protect natural resource areas and the integrity of the region's water supply. . Work with communities to identify and protect an adequate supply ofland within the region to accommodate urban development that will occur after 2030. . Provide technical assistance to developing communities to establish and implement strategies to protect lands for future urban develooment. Community Role . Plan and stage development that accommodates the forecasts for local growth through 2030 at appropriate densities (3-5 units plus per acre overall in developing communities for areas outside the current staged development as shown in local plans and target higher density in locations with convenient access to transportation corridors and with adequate sewer capacity). . Stage local infrastructure and development plans to accommodate 20 years worth of forecasted growth. . Select and implement local controls and tools for timing and staging of development throughout the community. . Reduce infiltration and inflow into the local and regional wastewater treatment system. . Adopt ordinances to accommodate growth and use land and infrastructure efficiently (examples: innovative zoning techniques for mixed use development, transit oriented development. overlay districts, planned unit development provisions, adequate public facilities ordinances, community impact statements and traditional neighborhood development overlay zones.) . Plan for the conversion or reuse of declining or underutilized lands in order to accommodate growth forecasts, ensure efficient utilization of infrastructure investments and meet community needs. . Plan for the entire community and consider the need for additional serviceable land for growth beyond 2030. . Identify areas reserved for future urban development and develop strategies to minimize development in those areas that could preclude future urban development. . Plan land use patterns that will facilitate groundwater recharge to protect the region's water supply. . Plan for necessary infrastructure improvements including. as appropriate, executing orderly annexation a(Jreements. Policy 2: Plan and invest in multi-modal transportation choices based on the full range of costs and benefits, to slow the urowth of conuestion and serve the rel!ion's economic needs. Council Role . Plan for regional highway and transit systems, pedestrian and bicycle investments to improve connections between workplaces, residences, retail, services and entertainment activities and to accommodate growth. . Work with the Transportation Advisory Board to ensure the efforts of cities and counties that coordinate their develooment and transoortation olannim! are recognized in the comnetition for federal transnortation funds. 23 Table 3: Growth Accommodation in Develonin.. Communities Community Role . Make local transportation, transit, pedestrian and bicycle investments to build connections between workplaces. residences, retail. services and entertainment activities and to support the transportation needs of the planned build out of the community. . Identify opportunities to improve transportation connections and address transportation issues such as commuting (park and rides, express bus service). access management, safety and mobility when planning new development. . Coordinate development planning with the county to ensure highway capacity is available when and where needed. . Plan land use patterns to support transit development and service expansion. . Adopt ordinances to support integrated land use (examples: ordinances encouraging or allowing shared parking; centers; transit oriented developments). Policy 3: Encourage expanded choices in housing location and types, and improved access to jobs and oDDortunities. Council Role . Provide technical assistance to assist developing communities to devise ordinances and projects for lifecycle and affordable housing that respond to chan~in~ market and demo~raphic trends. Community Role . Evaluate proposed housing developments in light of population forecasts, existing housing stock, and cutTent and future community and regional needs; approve and permit developments as appropriate. . Adopt ordinances designed to encourage Iifecycle and affordable housing (examples: increased multi-family zoning, reduced front and interior setback requirements; cluster develonment ordinances). Policy 4: Work with local and regional partners to conserve, protect and enhance the region's vital natural resources. See Table 1. Rural Area: Rural Centers and Rural Growth Centers Rural Centers are the small towns located throughout the Rural Area. The 16 Rural Centers include residential neighborhoods surrounding a center that provides basic consumer services and community activities. These are older communities, many ofthem established more than a century ago to serve surrounding farms. Rural Centers that are interested in growing are identified as Rural Growth Centers. Council will use regional investments and incentives to help Rural Growth Centers accommodate growth as an alternative to scattered development in the rural area. (Appropriate additional geographic planning areas are shown in parenthesis after each community name.) Rural Centers Anoka County: Bethel (Diversified Rural), St. Francis (Diversified Rural) Carver County: Carver (Agricultural Area), Cologne. Hamburg, Mayer (Agricultural Area), Nev.,. Germany. Norwood Young America, Watertown Dakota Count).: Hampton (Agricultural Area). Vermillion (Agricultural Area) Scott Count)': Belle Plaine. Elko. Jordan, Nevv Market Washington County: Marine on St. Croix (Diversified Rural) 24 Table 4: Growth Accommodation in Rural Centers and Rural Growth Centers Policv 1: \"ork with communities to accommodate orowth in a flexible, connected and efficient manner. Council Role Rural Growth Centers . Work with Rural Growth Centers, surrounding townships and counties to provide for the orderly expansion of these cities and to preserve low densities in the surrounding rural areas (e.g.. not to exceed 1 unit per 40 acres in agricultural areas and I unit per 10 acres in diversified rural areas. . Plan for improvements to regional infrastructure to support expected growth at residential densities of 3-5 plus units per acre; for wastewater services consider acquiring and operating the plant if doing so would be more efficient and cost effective, and provide other regional benefits. Rural Centers . Provide technical assistance to Rural Centers to nreserve and maintain existim! develonment. Community Role Rural Growth Centers . Request the Council to consider acquiring and operating its wastewater treatment plant if doing so would be more efficient and cost effective, and provide other regional benefits. . Execute orderly annexation agreements. . Identify areas that will accommodate post-2030 growth forecasts and implement strategies to preserve these areas for future gro\\1h (e.g. clustered development not to exceed 1 unit per 10 acres in Diversified Rural Areas and clustered development not to exceed] unit per 40 acres in agricultural preservation areas). Plan for necessary infrastructure improvements. . Adopt ordinances that time development with infrastructure availability. Rural Centers . Plan for the nreservation and maintenance of the community. Policy 2: Plan and invest in multi-modal transportation choices based on the full range of costs and benefits, to slow the p"rowth of conp-estion and serve the rep"ion's economic needs. Council Role Rural Growth Centers . Provide park-and-pool or park-and-ride and express-bus links to urban areas based on demand and the availability of resources. Community Role . Plan for an interconnected svstem oflocal streets, nedestrian and bicvcle facilities. Policy 3: Encourage expanded choices in housing location and types, and improved access to jobs and onnortunities. See Table 1. Polky 4: Work with local and regional partners to conserve, protect and enhance the region's vital natural resources. See Table 1. Rural Area: Rural Residential Areas Rural Residential Areas are immediately adjacent to Developing Areas and have large numbers of individual sewage treatment systems at densities of 2.5 acres or less. Rural Residential Areas face challenges in making the transition from rural unsewered development to sewered development. As the Council updates its system plans, the feasibility of providing regional wastewater services. in conjunction with local water supply and transportation system improvements. will be examined. The Council will partner with each community to explore strategies that would allow some or all existing Rural Residential Areas to make the transition to densities that can be served efficiently with public services. 25 Four communities have areas designated as the Rural Residential Area. As the four communities consider providing for current and future residents. they should focus on protecting the environment and natural resources, ensuring sufficient public infrastructure, and discouraging this type of land use pattern. lnfill development should be carefully considered. Rural Residential AreasAnoka Count)': Ham Lake Scott Count)': Credit River Township Portions of Andover and lover Grove Heights are designated Rural Residential. Table 5: Growth Accommodation in Rural Residential Areas Policv I: Work with communities to accommodate l!rowth in a flexible, connected and efficient manner. Council Role . Within available resources, provide technical assistance to communities to plan for adequate infrastructure to address current needs and to accommodate forecast growth using development practices that protect the integrity of the region's water supply and natural resources identified in regional or local inventories. . Discourage rural residential patterns (unsewered areas of 2 ~ acre lots) elsewhere in the region. . Within available resources, provide technical assistance about alternative wastewater treatment systems and share specific information, as it becomes available, about the performance of such systems in the region. . Support the MPCA's regulatory approach to community treatment systems, which requires permits for systems that generate at least 10,000 gallons per day of wastewater (about 35 homes) on a case-by-case basis. . Advocate that the local government should be the permit holder for alternative wastewater treatment systems to ensure accountability for the orooer functioninO' and maintenance of the systems. Community Role . Plan and develop interconnected local streets, adequate water supply, and properly managed individual sewage treatment systems to accommodate local growth forecasts. . Plan land use patterns that will facilitate groundwater recharge to protect the region's water supply. . Protect the rural environment. Locally oversee the management and maintenance of alternative wastewater treatment systems such as community drainfields to avoid the environmental and economic costs from failed systems. . Ensure financial and environmental accountability for installation, maintenance, remediation and management of anv oermitted orivate wastewater treatment svstems. Policy 2: Plan and invest in multi-modal transportation choices based on the full range of costs and benefits, to slow the e:rowth of cone:estion. Council Role . Plan for regional transportation infrastructure consistent with a rural level of service. . Support the limiting of access points to state and county roads systems (consistent with state and county access management oolicies) and emohasize construction of an interconnected local public street system. Community Role . Plan for and construct local transportation infrastructure sufficient to serve local needs. . Construct an interconnected local public street system. . Adoot improved design techniaues for access management. Policy 3: Encourage expanded choices in housing location and types, and improved access to jobs and onnortunities. See Table 1. Policy 4: Work with local and regional partners to conserve, protect and enhance the region's vital natural resources. Council Role See Table 1. Community Role . Adopt conservation subdivision ordinances, cluster development ordinances, or environmental protection nrovisions in land use ordinances. 26 Rural Area: Diversified Rural Communities The Diversified Rural Communities host the widest variety of farm and non-farm land uses in patterns that include a mix of a limited amount of large-lot residential and clustered housing with agriculture and other uses. including facilities and services requiring a rural location. Regional infrastructure investments in the Diversified Rural Communities will consist of expenditures for parks, open spaces and green corridor connections-including acquisition and development of regional parkland to serve the residents of the region. Investments in wastewater treatment and transportation infrastructure will be consistent with the Council's intent to limit the amount of development occurring in the Diversified Rural Communities and serve broader regional needs. Growth in Diversified Rural Communities should be consistent with regional forecasts. Dinrsified Rural Communities Anoka County: Bums Township. Columbus TovliTIship (Developing Community). East Bethel. Linwood Township. Oak Grove Dakota County: Miesville (Agricultural Area). New Trier (Agricultural Area). Randolph (Agricultural Area). Ravcnna Township (Agricultural Area) Hennepin County: Greenfield. Independence (Agricultural Area), Scott Coon!)': Cedar Lake Township. Helena Township (urban reserve. Agricultural Area). Jackson Tovvnship (urban reserve). Louisville Tovmship (urban reserve). Nc\'i Market Township. (urban reserve). St. Lawrence To\vl1ship (urban reserve. Agricultural Area), Sand Creek Township (urban reserve. Agricultural Area). Spring Lake TO\vnship (urban reserve) Washington Coont,y: Afton (Agricultural Area). BaytO\\ill Tovmship. Dellwood. Denmark Township (Agricultural Area). Grant (Agricultural Area). Lakeland. Lakeland Shores. Lake St. Croix Bcach. May Tovmship (Agricultural Area). Nev.' Scandia Township. Pinc Springs. S1. Mary's Point Stillwater Tov..nship. West Lakeland Township Table 6: Com rehensive Plannin Strate ies for Diversified Rural Areas Polic 1: Work with communities to accommodate rowth in a flexible, connected and efficient manner. Council Role . Work with communities to plan development patterns that will: protect natural resources; preserve areas where post-2030 growth can be provided with cost-effective and efficient urban infrastructure; and accommodate forecasted groV\1h through 2030 without requiring the provision of regional urban services. . Within available resources, provide technical assistance about alternative wastewater treatment systems and share specific information, as it becomes available, about the performance of such systems in the region. . Support the MPCA's regulatory approach to community treatment systems. which requires permits for systems that generate at least 10,000 gallons per day of wastewater (about 35 homes) on a case-by-case basis. . Advocate that the local government should be the permit holder for alternative wastewater treatment systems to ensure accountability for the proper functioning and maintenance of the systems. . Promote develo ment ractices and atterns that ratect the inte rit of the re ion's water su 27 Table 6: Comorehensive Plannin!! Strategies for Diversified Rural Areas Policv 1: Work with communities to accommodate !!rowth in a flexible, connected and efficient manner. Community Role . Accommodate growth not to exceed forecasts at clustered development not to exceed 1 unit per 10 acres. . Plan development patterns that will protect natural resources. Preserve areas where post-2030 growth can be provided with cost-effective and efficient urban infrastructure and accommodate growth without requiring the provision of regional urban services. . Protect the rural environment. Locally oversee the management and maintenance of alternative wastewater treatment systems such as community drainfields to avoid the environmental and economic costs from failed systems. . Ensure financial and environmental accountability for installation, maintenance, remediation and management of any permitted private wastewater treatment systems. . Adopt conservation subdivision ordinances, cluster development ordinances, or environmental protection provisions in land use ordinances Policy 2: Plan and invest in multi-modal transportation choices based on the full range of costs and benefits, to slow the ~rowth of con!!e,tion. Council Role . Plan reoional transoortation infrastructure consistent with a rural level of service. Community Role . Plan for and construct local transDortation infrastructure including trails sufficient to serve local needs. Policy 3: Encourage expanded choices in housing location and types, and improved access to jobs and oDDortunities. See Table I. Policy 4: Work with local and regional partners to conserve, protect and enhance the region's vital natural resou rces. Council Role . Partner with state agencies, counties and communities to conserve, maintain and restore natural resources identified in regional and local natural resource inventories. Integrate natural resource conservation strategies into plans for infrastructure improvements and development . Develoo additional tools for resource orotection including model conservation easements. Community Role . Conserve, maintain and restore natural resources identified in regional and local natural resource inventories. Inteorate natural resource conservation strategies into development olans. Rural Area: Agricultural Areas The Agricultural Areas-found mostly in Dakota. Scott and Carver Counties- contains about half a million acres planned and zoned by local communities to maintain agriculture as the primary long-tenn land use. In the Agricultural Areas. the Council will focus existing regional incentives and assist with local initiatives to preserve high-quality soils for existing or future agricultural use. Investments in regional infrastructure such as roads, wastewater treatment, and parks and open space will be for rural levels of service consistent with the intent to maintain agriculture. Growth in the Agricultural Areas should be consistent with regional forecasts. As the Council updates its system plans. the feasibility of providing regional services in response to potential development of agricultural areas post-2030 will be examined. The Council will partner with these communities to ensure that the feasibility analysis meets community and regional needs. 28 .Agricultural Arcas Can'cr County: Benton Township. Camden Township. Chaska To\\'nship. Dahlgren TO\\llship (urban reserve). Hancock To\.vnship. Hollywood Tovmship. San Francisco TO\vnship. Waconia Township. Watertown TOV.11Ship (urban reserve). Young America TO\vnship (urban reserve) Dakota County: Ca..<;lle Rock Township. Douglas Tov.'nship. Eureka Township. Grccnvale Tov.nship. Hampton Township. Marshan Township. Nininger Township. Randolph Township (Diversified Rural). Sciota Township. Vermillion Township. Waterford To\vnship Scott County: Belle Plaine Township (urban reserve. Diversified Rural), Blakeley TO\\11ship (urban reserve. Diversified Rural) Table 7: Comnrebensive Plannin" Strate"ies for the Agricultural Areas Policv 1: Work with communities to accommodate l!rowth in a flexible, connected and efficient manner. Council Role . Support local efforts to preserve prime agricultural soils and land uses by supporting township and county activities that maintain agricultural land uses through at least 2030. Should post-2030 growth forecasts indicate a need to develop some agricultural lands at urban densities, agricultural land uses will enable the efficient expansion of regional urban infrastructure. Wastewater services to these areas will be reviewed on a case-by- case basis to determine feasibility. . Promote agricultural practices that protect the integrity of the region's water supply. Community Role . Maintain agricultural land uses through at least 2030 to preserve prime agricultural lands and to preserve land for efficient expansion ofpost-2030 regional urban infrastructure, limit residential development. . Promote best management practices for agricultural activities in order to protect the integrity of the region's water supply. . Adopt zoning ordinances and/or other official controls to maintain densities of no more than I housing unit per 40 acres in areas designated for agricultural use. . Develop and implement strategies for protecting farmlands, such as exclusive agricultural zoning, agricultural security districts, and lower densities such as I housing unit per 80 acres. . Minimize conflicts between agricultural and non-farm land uses throue:h local ordinances and official controls. Policy 2: Plan and invest in multi-modal transportation choices based on the full range of costs and benefits, to slow the urowth of conuestion and serve the reuion's economic needs. Council Role . Plan rep-ional transnortation infrastructure consistent with market access and the ae:ribusiness needs of the area. Community Role . Plan for and construct local transDortation infrastructure sufficient to serve local and agricultural needs. Policy 3: Encourage expanded choices in housing location and types, and improved access to jobs and onnortunities. See Table 1. Policy 4: Work with local and regional partners to conserve, protect and enhance the region's vital natural resources. Council Role . Promote agricultural practices that protect the quality of the region's water resources. . Partner with state agencies, counties and communities to conserve, maintain and restore natural resources identified in regional and local natural resource inventories. Integrate natural resource conservation strategies into plans for infrastructure improvements and development. . Provide information to communities about how to incorporate environmentally sensitive development techninues into farm-related construction. Community Role . Promote best management practices for agricultural activities in order to protect the quality of the local and regional water resources. . Conserve, maintain and restore natural resources identified in regional and local natural resource inventories. Integrate natural resource conservation strategies into development plans. . Encourage the use of environmentally sensitive development techniques in farm-related construction, such as surface water management that includes usinv natural svstems to drain, filter and retain storm water. 29 Chapter 4/1mplementation The Metropolitan Council has a number of important tools to help shape the future growth of the seven-county metropolitan area and pursue the goals established in this Regional Development Framework. These tools include: . The comprehensive planning process. Under the Metropolitan Land Planning Act, ]ocal communities are required to adopt comprehensive plans that are consistent with the Council's Development Framework and its four metropolitan system plans - for transportation, aviation. wastewater treatment and regional parks (Minn. Stat. 473.858-.859; 473.864). · The technical assistance the Council offers to local communities through our forecasts, local planning handbook, comprehensive plan reviews, sector representatives and various targeted programs (Minn. Stat. 473.] 75; 473.854; 473.867). · The Council's responsibilities for guiding capital investments in the four regional systems (Minn. Stat. 473. ]46). which are supplemented by federally mandated integrated planning for wastewater and stormwater (33 U.S.c. ]288) and transportation and air quality (42 U.S.C 7408). . The Council's incentive programs that provide grants to communities seeking to expand housing choices, promote connected development and clean up contaminated land for redevelopment (Minn. Stat. 473.25-.255). But the success of these efforts hinges on the Council's partnerships - with local communities, the Metropolitan Airports Commission, the Minnesota Department of Transportation, other state and federal agencies, and stakeholder groups such as builders, environmentalists. housing advocates and philanthropic organizations. Insofar as state law permits. the Council also will strive to build closer working relationships with local officials in the counties immediately surrounding the metropolitan area, working with them on a voluntary basis to share information about plans and projects of mutual concern. The Council will invite the participation of policy and technical representatives from the adjacent counties in advisory committees, and seek other opportunities to work in partnership with representatives of the adjacent counties and the region. The Council can play a key role as a convenor on regional issues in support of Deve]opment Framework policies. But local governments hold the key to land use decisions that make the difference "on the ground," And state and federal resources and participation are essential in a wide range of areas - from highways and transit to park land acquisition and groundwater protection. 30 Local Planning Process Metropolitan Land Planning Act As communities in the Twin Cities area plan for their future, they are guided by the Development Framework and related plans and policies for regional systems. In this process, the Council and communities share responsibilities under the Metropolitan Land Planning Act. The Council prepares forecasts of regional growth based on such infonnation as U.S. Census data. regional growth trends and demographics (Minn. Stat. 473.146). With each community, the Council negotiates the share of growth for which that community will plan, taking into account Council policies, local land-use patterns, developable land supply and the community's current comprehensive plan. The Council then revises its Development Framework to include regional policies and plans to accommodate the forecasted growth, with the participation of local governments, area organizations and citizens. The Framework sets the parameters for plans that guide the future development of the metropolitan systems-transportation, wastewater, airports and parks. Each local government is provided with a summary of how those regional plans will affect that individual community. The local government, in turn. takes responsibility for meeting local needs within the regional framework. If changes to the local plan are needed, the community undertakes a process to make those changes (Minn. Stat. 473.856-.857; 473.864-.865). Once it revises its local plan. the community sends its plan to adjacent municipalities for them to consider the plan's impact and to the Council for its review based on requirements of the Land Planning Act and other state and federal guidelines. such as those dealing with transportation and the environment (Minn. Stat. 473.858). The Land Planning Act requires the Council to consider a plan's compatibility with the plans of other communities and its consistency with adopted Council policy plans. as well as its conformity with metropolitan system plans (Minn. Stat. 473.175). If the Council finds that a community's plan is more likely than not to have a substantial impact on or contain a substantial departure from metropolitan system plans, the Council can require the community to modify its local plan to assure conformance with the metropolitan system plans (Minn. Stat. 473.175). Once a community adopts its comprehensive plan, state law does not allow it to adopt any zoning ordinance. fiscal device or other official control that conflicts with its comprehensive plan or which permits activity in conflict with metropolitan system plans (Minn. Stat. 473.858; 473.865). Any local zoning ordinance or other local control that conflicts with the community's local comprehensive plan or metropolitan system plans must be brought into confonnance with the plan within nine months (Minn. Stat. 473.865). 31 Metropolitan Significance Sometimes a single development proposal might be large enough to cause a substantial impact on one or more regional systems or on an existing or planned land use of another local government. In such cases, the Metropolitan Significance Review process, established by state statute, can be initiated to review issues and consider possible solutions. A local unit of government, a state agency, a regional commission or a citizen petition can request the Council to undertake a review of the project. The Council itself may also initiate a review (Minn. Stat. 473.173). If the process detennines that the proposed project is of metropolitan significance, the Council is authorized to suspend the proposed project for up to one year. But the Council may also consider whether an amendment to a regional policy or a modification of proposed project will eliminate the determination of metropolitan significance (Minn. Rules part 5800.0130). Technical Assistance The Council offers assistance to communities as they update, amend and implement their local comprehensive plans: Sector Representative Program. This program is staffed by experienced and knowledgeable planners familiar with the Council and its various programs. They provide communities with planning and technical assistance as communities update, amend and implement their ]ocal comprehensive plans. These Council planners also help foster cooperative relationships with governmental units and other organizations in the metropolitan area (Minn. Stat. 473.]91; 473.867). Watershed Coordinator Program. This program is staffed by experienced and knowledgeable environmental planners. They provide communities, watershed organizations, and state agencies with planning and technical assistance related to watershed issues such as stormwater management. They work with ]ocal governments and watershed organizations during the development phase of their local surface water management plans and watershed plans (Minn. Stat. 473.] 9]). Handbooks and Information Materials. The Council's Local Planning Handbook guides communities through the Council's comprehensive plan review process. The Council's Urban Small Sites Best Management Practices Manual offers specific examples of how to develop and maintain various land uses to limit adverse effects such as soil erosion on the natural environment. Planning More Livable Communities with Transit-Oriented Development is a guidebook that shows how development can be organized around transit hubs (Minn. Stat. 473.854; 473.867). Model Ordinances. Local ordinances are a primary means by which local governments implement their plans. Council staff can share information with communities about successful ordinances used elsewhere and provide copies of model ordinances prepared by the Council (Minn. Stat. 473.867). 32 Workshops and Practicums. The Council cosponsors workshops based on the theme of "learning by experience" that bring together local government representatives and others to discuss success stories around the region. The sessions have highlighted successful mixed-use developments, models of redeveloped retail strips, projects using innovative stormwater management and design of "livable streets." The Council also holds workshops providing information to local officials on how to apply for grants under the Livable Communities program (Minn. Stat. 473.191; 473.867). Data from the Natural Resources Inventory and Assessment. The Council and the Minnesota Department of Natural Resources gathered and assessed data about land and water resources of regional importance in the seven-county area. The infonnation is compiled into maps that are available to assist local governments with their plans to preserve natural resources while accommodating growth (Minn. Stat. 473.] 9]). Geographic Information System Data. The Geographic Infonnation System (G]S) department ofthe Council facilitates the sharing of GIS data among government agencies in the region. GIS is a computerized system for creating and analyzing maps using digital data. The GIS department produces web-based maps, graphs, and tables to assist local communities with land use planning and implementation. ]t also provides staff support for the MetroG]S initiative, created to promote data-sharing among government organizations in the region (Minn. Stat. 473.] 91). Regional Investments The Council's responsibilities vary for the four regional systems~wastewater, transportation, regional parks and open space, and airports. The Council has the most direct control over the wastewater treatment and transit systems. Through the Transportation Advisory Board process, the Council works closely with MnDOT and local communities in planning the regional highway system. The Council plans the regional recreation open space system, approves park master plans by the 10 regional park implementing agencies, seeks funds from the Legislature to support capital and operating needs for the parks, and awards Council bond funds for regional park capital needs. The Council provides long-term planning for the regional airports system and approves major capita] projects proposed by the Metropolitan Airports Commission, which owns and operates most of the system. 33 The following table indicates the funding currently anticipated for the next] 0 years for each of these systems: Regional Svstem Canital Investments: 10-Year Plan Current Planned Regional Systems Development Programs IO-Year Funding Regional wastewater system $1,150M Transit $1,400 M Regional highways $4,210 M Parks and open space $135 M Airports $1,076 M Table .Noles: Regional wastewater s)'stem - Most recent Council Capital Improvement Program Transit - Most recent Council Capital Improvement Program. extrapolated to 10 years. Highways - 2003-2006 Transportation Improvement Program. extrapolated to 10 years (includes prinicipal and A minor roads). Parks - Most recent Council Capital Improvement Program. extrapolated to 10 years. Airports - Estimates based on Metropolitan Airports Commission (preliminary) 2004- 2010 Capital Improvement Program. extrapolated to 10 years. Wastewater. The region is in a strong position to keep pace with its needs in the areas of wastewater collection and treatment. The Metropolitan Council owns and maintains 600 miles of regional sewers and eight regional plants that collect and treat up to 300 million gallons of wastewater per day from 103 communities. The system is funded entirely through user fees, with 78% of the revenues coming from municipal treatment charges (passed on by communities to homeowners and businesses), 16% from sewer availab]ity charges paid by all new connections or businesses requiring increased capacity, and the remainder from other sources. At present, our sewer rates are lower than 83 percent of other U.S. cities with similar- sized treatment systems, according to industry figures published in 2002. For the decade 2004-20] 3, the Council plans a capital improvement program totaling s]ightly more than $1.1 billion to accommodate the region's projected growth, meet more stringent wastewater treatment requirements, and rehabilitate and repair facilities as they age. In addition, the Council is working with ]ocal communities to reduce the amount of infiltration and inflow of stonnwater and ground water into the sanitary sewer system. Removal of excessive infiltration and inflow is necessary to avoid capacity problems in the regional waterwater system. Highways. Over the next decade, the region is expected to receive about $4.2 billion to preserve the existing metro highway system, improve the lTIanagement of the system with the goal of moving more people on it, reduce the number of bottlenecks and fund modest expansions. Of the total highway revenues, about 60% comes from the federal government and 40% from the state, most of it from taxes dedicated to highway purposes. 34 private and other public investment. The source of funds is a state-authorized levy on the region's tax base (Minn. Stat. 473.252-.254). Communities that apply for funding through the program must first agree to participate in the Livable Communities housing incentives program and must work toward housing goals negotiated with the Council (Minn. Stat. 473.252-.255). As of 2003. ] 06 metropolitan area communities are participating in the loca] housing incentives program. The programs and their annual funding levels are listed in the following table: Livable Communities Annual Funding Pro"rams Levels Tax-Base Revitalization Account $5,000,000' Livable Communities Demonstration Account $8,200,000+ Local Housing Incentive Account $1.500,000' * Does not include dollars carried over year to year. +Tota! for 2003. Amount varies annually. Tax-Base Revitalization Account. This program helps cities clean up contaminated urban land and buildings for subsequent redevelopment. Since 1996, the Council has awarded ]27 grants from this fund that total $44.5 million to help clean up and redevelop 996 acres of contaminated land. These projects, in 26 communities, are expected to leverage an additional $1.5 billion in private investment, potentially include more than ] 2,000 new and retained jobs. and increase net tax capacity in the region by an estimated $29 million. Requests for well-qualified projects total roughly twice the avai]able amount, and have been growing about nine percent each year. Livable Communities Demonstration Account. This account funds grants for development and redevelopment projects that link housing, jobs and services. The Council has awarded 92 grants totaling $42 million to projects in 36 cities and three multi-city coalitions since 1996. The grants are expected to leverage more than $994 million in private investment and $396 million in other public investment. It's anticipated that the projects will include 6,860 new and 400 rehabilitated housing units. Under the Demonstration Account, the Council awards Development Grants, which account for most of the funds in this account, and Opportunity Grants, which make up a fraction of the total. Development Grants are awarded to cities to support construction of projects that cities have planned. Opportunity Grants help cities prepare projects in the predevelopment phase that could evolve into development projects. The number of well- qualified applications, which is growing at 20 percent per year, far exceeds the available funds. Local Housing Incentives Account. This account provides grants that help expand lifecycle rental and ownership housing development and preservation. The Council has awarded 70 grants totaling $11 million to help 45 communities foster the construction or rehabilitation of affordable housing. The grants are expected to leverage $284 million in total investments, with an estimated 1,4] 4 new rental units, including 995 affordable to households with low incomes and 195 public housing units for people with very low 37 These projected revenues fall far short of the region's highway needs. .lust to keep pace with these needs would add $4.7 billion to current plans for the next decade. Looking out 25 years, the region lacks funding for improvements that will be needed to alleviate anticipated congestion on such principal arterial highways as 1-94 both east and west of the beltway, ]-35W south of 1-494, 1-35E north of 1-694, Highway] 3 in Dakota and Scott Counties, and Highways] 0,65 and 242 in Anoka County. In addition, the region will need about approximately $50 million annually, or $500 million over 10 years, for improvements to the "'A" minor arterial system. Transit. In previous transportation plans, the Council set a goal of doubling the bus system by 2020, expanding its capacity by 3.5% a year. Since then, the base ridership has declined due to service cuts and a weak economy. As a result, the goal of doubling the bus system must be pushed back to 2030. Previous plans also envisioned developing a network of transitways ~ busways, LR T lines and commuter rail lines. Corridors identified as possible candidates for busways included Riverview, Minneapolis Northwest, St. Paul Northeast and Minneapo]is East, and Cedar Avenue. Potential corridors for LRT included Centra] or any transitway with enough ridership to justify LR T. Potentia] corridors for commuter rail included Northstar and Red Rock. The Minneapolis Southwest/Midtown Greenway corridor also is identified as a potential transitway with vehicle technology unspecified. (These goals and objectives are subject to review and change when the Transportation System Plan is revised following the adoption of this Framework.) Over the next decade, the Council anticipates having $1.4 billion available for transit capita] investments. This would be sufficient to maintain the existing bus system, begin to purchase the vehicles needed expand the bus system and complete the construction of the LRT line in the Hiawatha corridor. Additional federal. state and local resources would be needed to undertake the construction of any new transitways. However, the operating funds currently provided for transit would not be adequate to expand the system. Currently, state resources fund about 62% of all regional transit operating costs, with 26 percent coming from fare box revenues, 9% from the federal government and 3% from other sources. Both the transit and highway systems suffer from the lack of an adequate, consistent source of funding to meet the needs of a growing region. The Council will work with the Governor, Legislature, business groups and other stakeholders in an effort to define adequate funding ]evels and develop funding solutions to help keep pace with these needs and achieve the benchmarks contained in the Framework. Regional Parks. Over the next decade, the regional park system is expected to receive $]35 million in funding for its Capita] Improvements Program (CIP). Of that amount, 40% ($54 million) would be funded through Council bonds, and the remaining 60% ($8] million) would be funded through a combination of state and federal funds. The CIP funds land acquisition of in-holdings and planned park lands, new development and rehabilitation of existing facilities and natural resources. 35 The Council distributes funds to the] 0 implementing agencies based on park visitation and other factors to help rank the funding priorities. While the Council and the state will provide significant support for the regional park system, the] 0 implementing agencies have indicated that their actual capital improvement funding need is about $400 million over the next decade. Their need estimate includes $44 million for acquisition, $] 64 million for development, and $] 92 million for rehabilitation. Some of the additional projects will be funded through the implementing agencies themselves, and/or through public/private partnerships. Other projects will be delayed beyond the 1 O-year time frame until funding is available. Looking to the future, the Natural Resources Inventory and Assessment has identified resources of regional importance. As funding and opportunities become available, the Council and the implementing agencies will seek to incorporate some of these lands in the regional parks and trails. Airports. The Metropolitan Airports Commission is in the process of implementing its $3.] billion MSP 20] 0 plan, which includes major improvements to terminal, runway and other facilities at Minneapolis-St. Paul International Airport. Projects now underway include the addition of a new north/south runway, cargo facilities, a fire station, tunnels and a new tower. The timing of additional improvements could change depending upon developments in the airline industry, which is struggling to recover from a poor economy, 9/11, the SARS scare and other factors. Funding for airport operations and improvements comes entirely from user fees and federal grants. ]n 2003, about 42 percent of revenues came from airline rates and charges, 40 percent from parking and concessions, and 18 percent from other sources, such as building and ground rents and utilities. These revenue sources may not be adequate to help the MAC keep pace with its capita] investment program, estimated at $] .076 billion for the next] 0 years. Some projects have been delayed at MSP while others have benefited from current low interest rates for bonding. Substantial changes in the airline industry and poor economy, however, have resulted in the need for cost reduction and reallocation of resources. Funding for reliever airport development needs is being questioned; funding philosophy and rates-and-charges at MAC airports are being re- examined, and potential system effects will be reviewed further as part of the update in the Council's transportation policy plan. Regional Grants The programs authorized under the state Livable Communities Act are the Council's primary tool to support local communities in their efforts to grow efficiently and to reinvest to keep themselves vital. Working in partnership with cities, counties and municipal development authorities, the Council awards grants to projects that (l) clean up contaminated land for redevelopment; (2) promote efficient, connected development; and (3) support the development and preservation of affordable and lifecyle housing (Minn. Stat. 473.25- .255). It's estimated that, since the launch of the program in ] 996, Council grants totaling about $] 00 million (as of July 2003) have resulted in commitments of $3 billion in 36 incomes. Other expected accomplishments include rehabilitation of 539 affordable rental units, development of up to 434 new affordable ownership units, rehabilitation of between 2] 9 and 237 affordable ownership units, and home improvement loans to ],] 00- plus homeowners. Annual funds in the Local Housing Incentive Account are the Council's contribution to the larger overall funding pool made available by the Metropo]itan Housing Implementation Group. There are always more qualified projects than avai]able funds to support them. Measuring Our Progress Many of the goals and objectives established in the Regional Development Framework are ambitious. Our success will hinge on the efforts not only of the Metropolitan Council, but also those oflocal communities and our other regional partners. They also will require the commitment of additional resources - particu]arly in the areas of highways and transit - in the coming years. Nonetheless, the Council is committed to tracking and measuring our progress toward the achievement of our goals relating to shaping development patterns, improving transportation and slowing the growth of congestion, expanding the housing supply and choices, and preserving vital natural resources. The Council intends to refine the benchmarks and issue annual updates on our progress. Regional Benchmarks Accommodating Growth . Housing Unit Production 2000 Base]ine: 2030 Target: Annual Indicator: 1,047,240 housing units ] ,537,000 housing units 16,000-] 8,000 units per year . Housing Unit Location - 2030 Growth Targets Developed Area: ] 33,000 units Annual Indicator: 4,400 per year Developing Area: 285.000 units Annual Indicator: 9,500 per year Rural Growth Centers: 27,000 units Annual Indicator: 900 per year Remaining Rural Area: 40,000 units Annual Indicator: ] ,300 per year . Land Planned for Urban Services 2000 Base]ine: 668,000 acres in 2020 urban service area 2030 Target: No more than 702,000 acres in 2030 urban service area Annual Indicator: Acres added to MUSA (updated comprehensive plans) 38 Transportation . Highway Capacity 2000 Baseline: 2030 Trend Line: 2030 Target: Annual Indicator: . Roadway Usage 2000 Baseline: 2030 Trend Line: 2030 Target: Annual Indicator: . Highway Congestion 200] Baseline: 2030 Trend Line: 2030 Target: Annua] Indicator: . Transit Service 2002 Baseline: 2030 Trend Line: 2030 Target: Annua] Indicator: 1.485 lane-miles of freeway 300 additional lane-miles of freeway ] ,786 lane miles offreeway 10 lane-miles constructed per year. 23.] vehicle miles per capita per day 25.15 vehicle miles 24.55 vehicle miles Less than .02% growth per year 28 hours spent in congestion per year 40 hours 37 hours I % growth per year 42.4 million vehicle revenue miles per year 42 million miles (assuming no growth) 89 million miles 3% growth per year (starting in 2006) . Peak Hour Transit Capacity 2002 Baseline: 2.34 million peak-hour seat miles 2030 Trend Line: 2.34 million peak-hour seat miles (assuming no growth) 2030 Target: 4.68 million peak-hour seat miles Annual Indicator: 3% growth per year (starting in 2006) . Transit Ridership 2002 Baseline: 2030 Trend Line: 2030 Target: Annual Indicator: 74.9 million riders per year 75 million riders (assuming no growth) ] 50 million riders 3% annual ridership growth (starting in 2006) . MSP Airport Runway Congestion 2002 Baseline: 7 minutes average annual aircraft delay 2030 Trend Line: 3.2% average annual increase 2030 Target: 2 minutes average annual aircraft delay Annual Jndicator: 39 Housing Choices . Housing Units by Type - 2030 Growth Target Single Family: 242.500 units Annual Indicator: 8,000 to 9,000 per year Townhouse/Multi-family: 242,500 units Annua] Indicator: 8,000 to 9,000 per year · Affordable Housing - 20]0 Goals (negotiated with local communties) Affordable Owner: 60,000 units added Annua] Indicator: 4,000 per year Affordable Renter: ] 2,000 units added Annual Indicator: 800 per year Environment Water Quality: The water quality leaving the metro area is as good as the water quality entering the metro area, and in compliance with federal and state regulations. . Our benchmark indicators are detennined by taking the sum of the loads from the Minnesota River at Jordan, the Rum River in Anoka, the Mississippi River in Anoka, and the St. Croix River in Stillwater and comparing them to the load at the Mississippi River at Red Wing. The indicators are based on a rolling] O-year median annual load and acknowledge sampling variability and the effects of natura] processes, such as solids settling upstream of dams. . T ota] Phosphorus 2000 Baseline Input: 4,380 tons per year 2000 Baseline Output: 3,840 tons per year 2000 Base]ine Difference: -540 tons (-]2%) 2030 Target: Output relative to inputs consistent with 2000 Baseline. Annual Indicator: Council will measure the rolling 10-year median annual load for total phosphorus to determine where we are at in relation to our target. . Total Nitrogen 2000 Base]ine Input: 80,800 tons per year 2000 Baseline Output: 80,900 tons per year 2000 Baseline Difference:] 00 tons per year (0%) 2030 Target: Output relative to inputs consistent with 2000 Base]ine. Annual Indicator: Council will measure the rolling] O-year median annual load for total nitrogen to determine where we are at in relation to our target. 40 . Total Suspended Solids 2000 Baseline Input: 1,320,000 tons per year 2000 Baseline Output: 956,000 tons per year 2000 Baseline Difference:-364,000 tons per year (-28%) 2030 Target: Output relative to inputs consistent with 2000 Baseline. Annual Indicator: Council will measure the rolling 1 O-year median annual load for total suspended solids to determine where we are at in relation to our target. . Water Supply: Baseline Input: The metropolitan area's water resources are adequate to supply future water demands without adverse impacts. Past water use information will be used to project future demand and assess the ability of the resource to supply that demand. Assessment of water supplies available to each community has been initiated for parts of the region and needs to be completed for the entire region. Assessment of the volume of water available to meet the long-term demands without adverse impacts to the aquifer system, surface water bodies or other users of the supply. Assessment of alternatives for meeting water demands in areas where there is a potentia] for adverse impact from future withdrawals. Assessment of long-term impact of increasing impervious surface on reducing recharge to the ground water system. Development of an institutional framework for coordinated regional and subregional water supply planning and management. Continuation of regional planning for drought and emergency conditions. The Council will assess water usage annually to measure progress on achieving the benchmark. In addition. the Council will assess progress on the work efforts identified above and detennine additional work needed to address the adequacy of the region's water supply to meet future water use demands. Water Needs: Annual Indicator: . Air Qua]ity: 2002 Baseline: 2030 Target: Maintain federal ambient air quality standards for carbon monoxide, ground-level ozone and fine particulates. Zero violations Zero violations 41 Next Steps Adoption of the Regional Development Framework concludes a significant regional policy development effort. However, because regional and local land use planning is cyclical, completion of the Framework is just one milestone in a process repeated at least once every 10 years. Following the adoption of the Framework in January 2004, the Council will revise systems plans for the transportation and aviation, wastewater, and parks and open space systems. These plans will be adopted in the late 2004 to mid 2005 timeframe. Systems statements, based upon the revised systems plans, will be issued to local communities in mid 2005 to assist them in preparing their 2008 comprehensive plans. Comprehensive plans and amendments are reviewed by the Council for consistency with the Framework's policies, as well as the systems plans. Since the development of new systems plans follows adoption of the Framework, there will be a "transition period" during which the new 2030 Framework will apply, but the previous systems plans will still be in place. During the transition, the Council will review comprehensive plans and plan amendments for conformity with the existing system plans and their consistency with the adopted 2030 Framework, as provided for under Minn. Stat. 473.175. Any inconsistencies between the existing systems plans and the 2030 Framework can be resolved by amending the systems plans to conform with the policies of the Framework. The Council will narrowly focus any system plan amendments to deal with the needs of specific communities and avoid triggering another round of comprehensive plan updates before 2008. Other steps in the process will include: · Revising the Local Planning Handbook to assist communities with the preparation of local comprehensive plan amendments and the updates due in 2008. . Providing each community in the region with specific information about how the new Development Framework and revised metropolitan system plans will affect that community. . Offering technical assistance to communities as they review, revise and implement their local comprehensive plans and their plan updates. . Continuing Council incentives, such as Livab]e Communities Act funding, to support local projects to expand affordable and lifecycle housing choices, clean up contaminated land for redevelopment, and implement projects that efficiently connect housing, jobs, services and amenities. 42 Glossary adaptive reuse - rehabilitation or renovation of existing buildings or structures for uses other than the current ones. adjacent counties - counties bordering or lying near the seven-county metropolitan area: Chisago, Isanti, Sherburne, Wright, McLeod, Sibley, Le Sueur, Rice, Goodhue, Polk, St. Croix and Pierce. affordable housing - housing that a low- or moderate-income household can occupy without spending more than 30% of household income. Also incorporates the idea of quality (safe and decent dwelling), choice of location, and an adequate supply. aggregate - hard inert materials (such as sand, gravel, or crushed rock) used for mixing with cement to fonn concrete. aquifer - a water-bearing underground fonnation that yields a sufficient quantity of water to serve as a private or public water supply. benchmark - an indicator that shows progress toward meeting Framework goals. best management practices - recommendations pertaining to the development and maintenance of varied land uses aimed at limiting the effects of development, such as soil erosion and stormwater runoff. on the natural environment. See the Council's Urban Small Sites Best Management Practices Manual for specific examples of best management practices. brownfield - a piece of industrial or commercial property that is abandoned or underused and environmentally contaminated, especially one considered as a potential site for redevelopment. center - a place of sufficient scale, density and mix of uses, where there is convenient access to housing, jobs, daily services, shopping and recreation. (See transit-oriented development.) clustering - a technique to allow a reasonable amount ofland for development while conserving rural character. such as farmland, natura] areas, and open views. commuter rail- a mode of public transportation that uses passenger-type trains operating on railroad right-of-way. Generally, commuter rail systems are integrated with other regional transit providers to pennit transfers throughout the metropolitan region. context sensitive design - roadway standards and development practices that are flexible and sensitiveto community values, balancing economic, socia], aesthetic and environmental objectives. density - the number of dwelling units per net residential acre of land. FAST (Freeing Alternatives for Speedy Transportation) lanes - New, publicly owned highway lanes built by private entities, which are repaid by motorists who opt to drive on them. 43 groundwater - the supply of freshwater in an aquifer. HOT (High Occupancy Toll) lanes - Underutilized bus and carpool lanes that single- occupant vehicles can use by paying a fee. household - the group that consists of all the people who occupy a housing unit. individual sewage treatment system (ISTS), on-site septic treatment system - a system for disposing and treating human and domestic waste, such as a septic tank and soil absorption system or other system allowed by the state and city. This includes community drainfields, where a common on-site system serves several properties. in fill - development or redevelopment of land that has been bypassed, remained vacant, and/or is underused. infiltration - the seepage of groundwater and into sewers pipes through cracks or joints. inflow - typically flow from a single point into sewer pipes, such as discharges from sump pumps and foundation drains, or storm water that enters openings in sewer access covers. infrastructure - fixed facilities such as sewer lines and roadways that serve existing and new development and redevelopment. Land Planning Act, Metropolitan Land Planning Act - the sections of Minnesota Statutes directing the Council to adopt long-range, comprehensive policy plans for transportation, airports, wastewater services, and parks and open space. It authorizes the Council to review the comprehensive plans of local governments. Iifecycle housing - varied housing options that meet people's preferences and circumstances at all oflife's stages, providing a balance ofsingle-fami]y homes, apartments, condominiums, townhomes, and senior housing for independent living or with a range of assisted-living services. local comprehensive plan - plans prepared by cities, townships and, in some cases, counties, for local land use and infrastructure. low income - household income that is 50% or less ($38,350 for 2003, adjusted for family size) of the area median income, as defined by the U.S. Dept. of Housing and Urban Development. median income, area median income - an income measure used by the U.S. Dept. of Housing and Urban Deve]opment to define income categories. The 2003 area median income for the Twin Cities metropolitan area is $75,300. Metropolitan Development Guide - the collection of regional plans that includes the Regional Development Framework and the plans for the four regional systems: transportation, wastewater service, airports, and parks and open space. 44 . . Metropolitan Urban Service Area, MUSA - the area, in which the Metropolitan Council ensures that regional services and facilities under its jurisdiction are provided. "A" minor arterials - roadways within the metropolitan area that supplement the major highways in the region. mixed use - a single building containing more than one type of land use or a single development of more than one building and use, where the different land uses are in close proximity, planned as a unified, complementary whole, and functionally integrated with transit, pedestrian access and parking areas. moderate income - household income that is 80% ($61,360 for 2003, adjusted for family size) of the area median income, as defined by the U.S. Dept. of Housing and Urban Development. Natural Resources Inventory and Assessment, NRI/A - a database that catalogs natural resources of regional importance, such as major water bodies, habitat areas, regional parks and aquifers. natural resources of regional importance - resources identified by the NRII A that are particular]y important in sustaining the region's ecology, providing area residents with nature-based experiences, or supplying essential materials such as aggregate and water. park and ride - an arrangement whereby people can drive an automobile to a transit hub, transfer station or terminal, park in the designated lot, and use a transit vehicle for their ultimate destinations. principal arterial - the high-capacity highways, including freeways and expressways, that make up the metropolitan highway system. (See the appendix of the Council's Transportation Policy Plan for functional classification criteria and characteristics.) redevelopment - the process by which an existing building, structure or developed area is adaptively reused, rehabilitated, restored, renovated and/or expanded. regional systems - systems for which the Metropolitan Council is the responsible planning and/or operating authority. Consist of wastewater services, transportation, parks and open space, and airports. reinvestment - an investment in redevelopment, in fill or adaptive reuse. residential acre - an acre of residential land that includes local streets, alleys. parks and ]ocallY protected natura] resources. Does not major transportation rights-of-way, major parks and open space, wetlands identified in the National Wetlands Inventory, and steep slopes steeper than an 18% grade. stormwater - surplus surface water generated by rainfall and snow melt that does not seep into the earth but flows overland to rivers. lakes or streams. system plans - long-range comprehensive plans for the regional systems~transporta- tion, airports. wastewater services. and parks and open space. 45 transit-oriented development - the concentration of jobs and housing around transit hubs and daily conveniences. (Additional information about transit-oriented development can be found in the handbook published by the Council, Planning More Livable Communities with Transit-Oriented Development.) transitway - corridors or lanes dedicated exclusively for transit use, such as bus-only shoulders on highways, high-occupancy vehicle lanes, exclusive busways, light rail transit, or commuter rail. Urban Area - the area consisting of two Framework-defined planning areas~ Developed Communities and Developing Communities--occupying about 50% of the region's land area. urban reserve - a transition area beyond the current MUSA line identified in a local comprehensive plan that is being held in a rural condition until it is included in the urban area. very low income - household income that is 30% or less ($23,0] 0 for 2003, adjusted for family size) of the area median income, as defined by the U.S. Dept. of Housing and Urban Deve]opment. wastewater - water carrying waste from homes and commercial and industrial facilities. 46 Attachment 2 Chapter 1/Accommodating Regional Growth During the 1990s, the Twin Cities metropolitan area gained more population -353,000- than any previous decade in our history. By the year 2030, the region is expected to grow by nearly I million people - the equivalent of two Denvers plunked down within the boundaries of the seven-county metropolitan area. Such robust growth is a sign of the region's economic health and vitality. With this growth will come new jobs, greater ethnic diversity, expanded economic opportunities and increased tax revenues. But accommodating growth is not always easy, as the increasing public concern about traffic congestion attests. In a 2003 regional survey, metro area residents listed traffic congestion as the region's top problem, outpacing crime, education and housing. The purpose of the Metropolitan Council's 2030 Regional Development Framework, adopted in January 2004, is to provide a plan for how the Council and its regional partners can address such challenges. The Council's Framework and the accompanying metropolitan system plans - including this Transportation Policy Plan - are intended to help ensure the "coordinated, orderly and economical developmenf' of the seven-county Twin Cities metropolitan area - consisting of Anoka, Carver, Dakota, Hennepin, Ramsey, Scott and Washington Counties (Minn. Stat. sec. 473.851). The Framework's strategies are organized around four policies: Policy 1: Work with local communities to accommodate growth in a flexible, connected and efficient manner: Supporting land-use patterns that efficiently connect housing, jobs, retail centers and civic uses. Encouraging growth and reinvestment in centers with convenient access to transportation corridors. Ensuring an adequate supply of developable land for future growth. Policy 2: Plan and invest in multi-modal transportation choices, based on the full range of costs and benefrts, to slow the growth of congestion and serve the region's economic needs: Improving the highway system, removing bottlenecks and adding capacity. Making more efficient use of the highway system by encouraging flexible work hours, telecommuting, ridesharing and other traffic management efforts. Expanding the bus system and developing a network oftransitways, based on a thorough cost-benefit analysis. Policy 3: Encourage expanded choices in housing location and types, and improved access to jobs and opportunities: Allowing market forces to respond to changing market needs, including increased demand for townhomes and condominiums as baby-boomers grow older. Preserving the existing housing stock to help maintain a full range of housing choices and ensure existing local and regional infrastructure is fu1ly utilized. Supporting the production oflifecycle and affordable housing with better links to jobs, services and amenities. Policy 4: Work with local and regional partners to reclaim, conserve, protect and enhance the region's vital natural resources: Encouraging the integration of natural-resource conservation into all land-planning decisions. Seeking to protect important natural resources and adding areas to the regional park system. Working to protect the region's water resources. The Framework recognizes that "one size does not fit all" - that different communities have different opportunities, needs and aspirations. It includes implementation strategies that are tailored for different types of commuuities - fully developed commuuities, communities that are still developing and four different types of rural communities. I Regional Growth Forecasts During the last three decades, the seven COWlty Twin Cities metropolitan area grew by nearly 800,000 people. By the year 2030, we forecast that the region will add another 966,000 people and 471,000 households. (fablel-I) Table 1-1 Metropolitan Area Growth, 1970-2030 1970..- 2000--2030 2000 Projected 1970 2000 2OJO Increase Increase Households 573,634 1,021,454 1,492,000 448,000 471,000 Population 1,874,612 2,642,056 3,608,000 767,000 966,000 Jobs 779,000 1,563,245 2,126,000 784,000 563,000 The metropolitan system plans seek to carefully integrate regional land-use, transportation, housing and natural resource policies to achieve regional goals in each area and to avoid working at cross-purposes. The forecasts are used in the planning and capital improvement program processes to assess regional needs, land use patterns and infrastructure investments that will be needed to serve growth in a timely, efficient and cost-<lffective manner. Transportation and Framework Planning Areas The Framework sets out different strategies for communities based on the types of growth that are expected (see "Geographic Planning Areas" map, Figure I-I). The Framework identifies an urban area and a nua1 area, each of which occupies approximately half of the region. The urban area is divided into two specific geographic planning areas: the Developing Communities and the Developed CommWlities. The rural area is divided into four specific geographic planning areas: Rural CentersIRural Growth Centers, the Diversified Rural Communities, the Rural Residential Areas and the Agricultural Areas. Approximately 91% to 95% of new growth is forecast to be located in the urban area - in land use patterns that make efficient use of regional infrastructure - with the rest, 5% to 8%, in the nua1 area, particularly in small towns to be designated as Rural Growth Centers. 2 Figure 1-1 Development Framework Geographic Planning Areas '''!' ""{C"'I' "";.'] ~'W}~.k,H ...... ,., r'!t,k,......... ..~I' ~~'~~ .;(i:';!f~ - ~_.u ~.;,..~. ;I'~;..:_;"~ , ~, ~ "....!!II . j,~,.)..,;..:. ~..!; A,. ."l.~I~"'..:~, ,.Yji,,,,.',,I'l'," .. ~~,_,...lIfi'ir-... ,,"""\I,..Of, " ,(. i~".~i~~l'iI~itfl' 'i. i. . ", ...IIIIf.~l'll:l-"..~.~iwii~rll'~fi~. '. '. .~ I.fl..~i!.~ ",;;_.rJ10 l~r'L. '. -~'l"'jtl!!~ii~~~.;~II' ~."~."~ ,'MI!t,"'iiiIf~.i1.IgIl@"':.i1...1" ~\\\, .... '." :.""'r\-l..r.r.' ,.-.,- ~;. lir.. ". t!'~ll"~"'''Ili 1ft'. .AJ"'~~"-)~" . ". l'~.y' ~.,... ..~,.~:.:" -fl. . ',. '. ~'.'~JI-;.I'-"'''.~':'_~. _....~~I<; . .,~,t>l !.&;.,. If' _"'.oiI ..... ",'." , ,,_;,~Mm'lf~;-~tIi__ i':- ..~ . -";:'.~-~ - .J..~Ii'\ ;;,:;;,~~.~I -.; ...,~. to;;.;_~;'I"'.' 'c""" rl'~g~~J ".~ One of the primary differences among these planning areas is the density at which they develop. The Council has established benchmarks indicating the overall densities for planned development patterns in each of the geographic planning areas. The Council negotiates a share of the regional forecasts with each community based on its geographic planning area designation(s), development trends, expected densities, available land, local interests and Council policies. The cumulative results of the community-negotiated distribution of the forecasts among planning areas becomes the basis for detennining the required land supply, and for the Council's plans for investments in regional systems such as highways and wastewater service. Tbe Developed Communities are the cities where more than 85% of the land is developed, infrastructure is well established and efforts must go toward keeping it in good repair. These communities have the greatest opportunities to adapt or replace obsolete buildings, improve community amenities and remodel or replace infrastructure to increase their economic competitiveness and enhance their quality of life. The Transportation Poltcy Plan and infrastructure investments will support the maintenance and enhancement of transportation facilities to accommodate growth and reinvestment in the developed communities. Developing Communities are the cities where the most substantial amount of new growth - about 60 percent of new households and 40 percent of new jobs - will occur. The amount of infill and redevelopment and the way in which new areas are developed directly influence when and how much additional land in Develuping Communities will need urban services - services that will call for substantial new regional and local investments. The TPP and infrastructure investments will support the staged, coordinated expansion of regional systems (wastewater treatment, transportation, parks and open space and airports) to help develop services to 3 communities as they grow and stage their development within an area needed to accommodate 20 years worth of forecasted growth. Roughly half of the 3,000 square miles in the seven~ounty Twin Cities area are rural or agricultural. That includes cultivated farmland, nurseries, tree farms, orchards and vineyards, scattered individual home sites or clusters of houses, hobby farms, small towns, gravel mines, woodlands and many of the region's remaining important natural resources. About 5% to 8% of new growth is forecast for the rural and agricultural area. The TPP and infrastructure investments will support rural growth centers in their efforts to concentrate growth as a way to relieve development pressure in rural parts of the metropolitan area. Transportation and Land Use Transportation - the link to countless destinations within our metro area and beyond - is a vital tool for keeping our region competitive in the world economy and improving our quality of life. Decisions relating to transportation, sewers, housing, natural resources and other land uses cannot be made in isolation from one another. Regional transportation and sewer investments and services help shape growth pattems; housing location and types affect mobility options and travel patterns; unplanned growth can put a strain on natural areas, groundwater quality and other resources. In the longer term, the region also can slow the growth in congestion by encouraging development and reinvestment in centers that combine transit, housing, offices, retail, services, open space and connected streets that support walking and bicycle use. Such development enables those who wish to reduce their automobile use to meet their daily needs and makes it possible for those who are unable to drive to live more independently. The significant costs associated with building new transportation facilities mean that the region will have to make targeted investments, recognizing that "one size does not fit all" and carefully weighing the options in every corridor. The flISt priority for highway improvements must be to maintain the existing metro highway and roadway system, reducing or providing congestion relief from the numerous bottlenecks that impede travel, implementing new strategies to improve the efficiency of the system and adding capacity where possible. But the region also must look for new ways to make more effective use of the existing system. Transitways in heavily traveled corridors - bus rapid transit (BRn, light rail transit (LRn and commuter rail- will help slow the growth of highway congestion and attract livable, mixed-use developments of housing, retail, offices and open space. Other such strategies include encouraging flexible work hours, telecommuting, ridesharing and other traffIC management efforts and employing a variety of pricing techniques such as FAST lanes and HOT lanes. The major features of this Transportation Policy Plan include: . Three scenarios for maintaining, managing and expanding the metropolitan highway system, depending on the level of resources available. . A plan for increasing transit ridership 50 percent by 2020, with the goal of doubling ridership by 2030. . An integrated network oftransitways - tail and bus - on dedicated rights of way, as well as an expanded system of express bus routes on freeways. The TPP seeks to integrate growth, housing policies and natural resource protection efforts with transportation plans and investments to achieve regional goals contained in the Framework along with the strategies for each of the planning areas. The full potential of investments in transportation, housing, natural resource preservation and other factors is best realized when they are considered together in well conceived land use patterns. Maximizing the benefits of 4 transportation infrastructure has a key role in supporting the competitive position of the region. Transportation investments will be coordinated with land use decisions to support and encourage development concenlIations along ttansportation corridors and at key activity cen1ers. In addition to supporting the largest re gional activity centers - the two central city downtowns, the Twin Cities campus of the University of Minnesota, and the MSP/Airport SouthlMal1 of America - investments will give support to community development plans for mixed use centers. By combining retail, commercial, civic and residential uses, more people have the option of working in the same community in which they live. If the land use patterns cluster housing, businesses, retail and services in walkable, transit-<lriented centers along transportation corridors, the benefits increase -improved access to jobs, open space, cultural amenities and other services and opportunities. Greater attention must be given to the cballenges of moving resources and goods within and through the region to North American and world markets. The importance of a coordinated regional and state system is key for increasing the economic competitiveness of businesses, industries and their customers. Regional ttansportation investments - coordinated with investments by local governments and the private sector where feasible - must provide sufficient access to freight facilities, business and industrial concenlIations and distribution centers. The aviation industry is very important to keeping the region economically competitive in the global economy. Continued implementation of the MSP 20 I 0 improvement plan is necessary to increase runway and terminal capacity at Minneapolis-St. Paul International Airport, along with the maintenance, improvement and expansion of the regional system of reliever airports. These improvements should include runway extensions at Anoka County and Flying Cloud airports to better serve corpomte jets. While airports have benefits for the whole region, there are land use and ground transportation impacts. Regional agencies mnst work with local communities to mitigate the adverse impacts of airports and ensure compatible land uses in adjacent areas and provide adequate highway and ttansit support. Comprehensive Planning Process The 2030 Regional Development Framework was prepared under the authority of state statutes, which direct the Council to: ...prepare and adapt... a comprehensive development guide for the metropolitan area. It shall consist of a compilation of policy statements, goals, standards, programs. and maps prescribing guides for the orderly and economical development, public and private, of the metropolitan area. The comprehensive development guide shall recognize and encompass physicol, social, or economic needs of the metropolitan area and those jitture developments which will have an impact on the entire area including but not limited to such matters as land use, parks and open space land needs, the necessity for and location of airports, highways, transit facilities, public hospitals, libraries, schools, and other public buildings... . (Minn. Stat. sec. 473.145) The Development Framework is the initial "chapter" and the unifYing theme of the Council's Metropolitan Development Guide. The Framework is the umbrella statement of regional policies, goals and slIategies that will inform the Council's metropolitan system plans for ttansportation, airports, wastewater service and regional parks, as well as other comprehensive development guide chapter policies adopted by the Council. 5 Under state law, each city and township in the seven-<:ountry metropolitan area is required, at least every 10 years, to review and, if necessary, amend its local comprehensive plan to ensure that the ]ocal plan - and local fiscal devices and official controls - are consistent with the Council's metropolitan system plans (Minn. Stat. sec. 473.864). The next round of updated local plans will be due in 2008. Following the adoption of this Transportation Policy Plan and the issuance of system statements as required under the Metropolitan Land Planning Act (MLP A), local communities then have three years to update their local comprehensive plan. These plans are reviewed by the Council for conformance with metropolitan system plans, consistency with Council policies and compatibility with adjacent and affected governmental units. Conformance: A local comprehensive plan generally will conform with the metropolitan system plans if the local plan: I. Accurately incorporates and integrates the components of the metropolitan system plans as required by Minn. Stat. sections 473.851 to 473.871: . Transportation components including accurate road functional classification, transit facilities and corridors, traffic forecasts, right of way preservation for future roads and bike/pedestrian facilities. . Identification of traffic volumes (current Average Daily Traffic), number of lanes on roadways (principal and minor arterials), allocation of 2030 forecasts to Traffic Assignment Zones and 2030 traffic forecasts for principal and minor arterials. . Airports, aviation facilities, noise and safety zones and appropriate land uses surrounding these features. 2. Integrates public facilities plan components described in Minn. Stat. sec. 473.859, subd. 3. . Integrates development policies and compatible land uses to accommodate forecasted growth at appropriate densities and to maximize the efficiency and effectiveness of the regional system. Consistency: A local comprehensive plan generally will be consistent with Council policies and statutory requirements if the local plan: I. Addresses community role strategies contained in the Framework including the planning and development of an interconnected local transportation system that is integrated with the regional system 2. Addresses the linkage oflocalland uses to local and regional transportation systems. 3. Includes an implementation pian that describes public programs, fiscal devices and other specific actions for sequencing and staging to implement the comprehensive plan and ensure conformance with regional system plans, described in Minn. Stat. sec. 473.859, subd. 4). 4. Addresses official controls: . Includes a Capital Improvement Program (sewers, parks, transportation, water supply and open space) that accommodates planned growth and development. Compatibility: A ]ocal comprehensive pian is compatible with adjacent and affected governmental units, based on comments or concerns, or lack thereof, from these entities. In order to be determined compatible, a community must adequately document that it has addressed the concern(s) of all adjacent and affected governmental units. 6 Attachment 3 Summary Report: Determining Affordable Housing Need in the Twin Cities 2011 - 2020 A Report by an Advisory Panel to Metropolitan Council Staff January 2006 Summary Report: Determining Affordable Housing Need in the Twin Cities 2011 - 2020 Introduction This report presents a new forecast of the affordable housing need in the Metropolitan Area during the decade 20]] - 2020, and describes the process used in determining each community's share of this regional need. Communicating forecasted affordable housing need numbers is the first step in helping communities determine the housing goals and objectives to be included in the housing element of their comprehensive land use plans. Conveying need numbers to communities also helps them envision and plan their role in addressing their share of the forecasted regional affordable housing need. This report outlines a methodology established by an advisory panel to Metropolitan Council staff for: a) determining a forecasted regional affordable housing need; and b) allocating that need to individual communities. This report begins with background information about the necessity of detennining regional affordable housing need, and the Metropo]itan Council's role in this process. This report concludes with a series of tables showing how many new]y- constructed affordable units will be required in each community to meet the forecasted demand for affordable housing between 2011 and 2020. Backl!round: The Necessity for Determininl! Regional Affordable Housing Need Enacted in ] 976, the Metropolitan Land Use Planning Act (MLUPA), Minn. Stat. Sec. 473.859, subdivision 2, paragraph [c], requires communities in the region to include in their comprehensive land-use plans a housing element that acknowledges the city's share of the forecasted regional need for low- and moderate-income housing. A [local] land use plan shall...inc]ude a housing element containing standards, plans and programs for providing adequate housing opportunities to meet existing and projected local and regional housing needs, including but not limited to the use of official controls and land use planning to promote the avai]ability of land for the development of low and moderate income housing. The Metropolitan Council must also prepare and adopt guidelines and procedures to help loca] governmental units accomplish the provisions of the Metropo]itan Land Use Planning Act, including this affordable housing planning responsibility. This guidance is provided through the Council's Local Planning Handbook, online at www.metrocouncil.org/planning/LPHlhandbook.htm. It references the housing element and housing implementation provisions of the Land Planning Act, providing information about each community's share of the forecasted regional low- and moderate-income housing need, as well as tools and methods cities can use to create and promote affordable housing opportunities. Prepared by an Advisory Panel to Metropolitan Council Staff Summary Report: Determining Affordable Housing Need in the Twin Cities 20] I - 2020 Page 2 In ] 977, the Council responded to the affordable housing planning charge in the MLUPA with guidelines for comprehensive plans due by 1980. The Council used a five-factor formula that compared communities in the region with regard to: 1) total number of households; 2) anticipated household growth to ] 990; 3) number of jobs; 4) anticipated growth in jobs to ] 990; and 5) the number of low- and moderate-income households minus the number of existing low- income housing units. For this first round of local comprehensive plans completed in the early] 980s, cities prepared housing elements that included the housing numbers identified by the Council, and guided sufficient land in their land use plan to accommodate these ]ow- and moderate-income housing numbers through high-density residential development. Following the] 995 legislation that required local comprehensive plan updates prepared for the period of ] 998 to 2008, the Council asked communities to plan for new affordable and life-cycle housing in numbers consistent with the housing goals negotiated as a condition of participation in the Livable Communities Act (LCA). For non-participant communities, the Council asked communities to set goals consistent with the LCA goals framework employed by the] 00 plus LCA cities and townships. That goals framework was not based upon analysis of households with a housing need, limited household income or housing condition. It was based solely upon keeping the production of new affordable units at a level similar or better than the existing situation in the community between ]996 and 20]0. In creating this goal-setting framework, the Council established benchmark ranges for each community in six categories: percent affordable rental and ownership housing, percent non- single-family detached units, owner-renter split, sing]e-family and multifamily density of housing stock. A community's benchmark was a range in each of the six categories that represented the average for all communities at a similar stage of development. The Council and local governments negotiated goals to increase or maintain percentages or numbers in each category. Only two communities failed to submit comprehensive plan updates with affordable housing goals as reflected in the LCA goals-setting framework. The MLUP A also requires that comprehensive plans include an implementation section identifying the housing programs-local, state and federal fiscal devices such as bonding, TIF, tax abatement, and official controls including the guiding and zoning ofland~that communities will employ in addressing their share of regional need for affordable housing. Foremost among these implementation efforts is the guiding of sufficient land for the development of new housing that may provide the opportunity for the production of affordable units. Comprehensive plans must identify sufficient land to accommodate the communities' share of the region's need for low- and moderate-income housing. Typically, the development of new affordable units requires the use of housing programs or tools and the availability of land to accommodate the development of affordable units. This is why the Land Planning Act requires both the recognition of regional share of need, and the guiding ofland to accommodate this need. Prepared by an Advisory Panel to Metropolitan Council Staff Summary Report: Determining Affordable Housing Need in the Twin Cities 201 ] - 2020 Page 3 Overview of the Methodology in This Report Staff of the Metropolitan Council, through work with an advisory panel,l initiated a two-part study to determine the 20] ] - 2020 regional need for new affordable housing in the Twin Cities, and the allocation ofthis regional need to communities. The two steps to the study are broadly summarized in the following way: · Part 1: Forecast the Regional Affordable Housing Need and Detennine the Amount of Need That Will Consume Land (new construction only) in Sewer-Serviced Communities. . Part 2: Allocate the New Construction Affordable Housing Need to Communities, Adjusting for Criteria That Are Important to Locating Affordable Housing. In detennining the overall affordable housing need for the Twin Cities, the Metropo]itan Council tied forecasted affordable housing need to forecasted household growth in sewer-serviced areas. To be precise, this methodology guides affordable housing need to those communities that are experiencing growth in households serviced by Metro Sewerage District or by municipal treatment facilities in "rura] center"' communities. By following this approach, the Metropo]itan Council is allocating the region's forecasted affordable housing need in a manner that is consistent with overall goals to guide growth within the urbanized portion of the Twin Cities. A Land Planning Exercise This methodology has been designed to assist cities with land olanning for the next round of comprehensive plan updates (in 2008). It is only concerned with newlv-constructed affordable housing, a development action that consumes land. Forecasted affordable housing need between 20] ] and 2020 that can be accommodated by units that exist in the current housing stock is not relevant to this exercise. To further explain this point, some of the new affordable housing need that arises between 20] 1 and 2020 will be satisfied bv units that exist in the orivate market todav. As academic research has shown,2 the amount of low-income housing in the private market expands from decade-to- decade as older units depreciate in price to maintain occupancy, a process known as "filtering." This movement between market-rate and affordable pricing does not generally occur among subsidized units, which generally are never "priced up" into the market-rate category. New, ]ow- income households that find housing in older, market-rate units that have "filtered down" in price have their housing needs satisfied without directly consuming land. It is critically important to acknowledge the private market's role in providing affordable housing in this study, both through filtering and through new, unsubsidized construction. Historically, the private sector has provided the bulk of all low-income housing in the region; in 2000, the private sector provided affordable housing to approximately 40% of low-income Prepared by an Advisory Panel to Metropolitan Council Staff Summary Report: Determining Affordable Housing Need in the Twin Cities 20] I - 2020 Page 4 households in the Twin Cities. Comparatively, the public and philanthropic sectors, using subsidies, provided affordable housing to only] 5% of all low-income households. (Less than 2% of low-income households were homeless in 2000. The remaining 44% of low-income households were housed in private-market units, but with rental or owner costs exceeding 30% of gross income). Definitions and ConceDts U nderlving the Methodolo!!V The following definitions and concepts are important for understanding the methodology behind the advisory panel's determination and allocation of affordable housing need in the Twin Cities between 20] 1 and 2020. The application of each concept is explained in a following section titled "Specific Steps in the Methodology." . Affordable Housing: In this report, a unit is affordable if it is priced at or below 30% of gross income ofa household earning 60% of the Twin Cities median family income (or $46,200 in 2005). The 60% income threshold is determined by the U.S. Department of Housing and Urban Development (HUD) and is the cutoff for tax-credit housing development, the main program for new affordable rental housing construction nationwide. Fifty-nine percent (59%) of all first-time homebuyers in the Twin Cities area assisted by MHF A in FFY 2005 had incomes at or below 60% of median income. . Household Growth: The methodology in this report relies on Metropolitan Council forecasts of growth in sewer-serviced households between 2010 and 2020. These forecasts were included in System Statements issued to cities in September 2005. Forecasts for] 8 communities have been recently revised by mutua] agreement of the Metropo]itan Council and local officials; these forecast revisions are scheduled for Metropolitan Council action in February 2006. . "Hea]thy-market" Vacancy (5%): Vacant units are vita] to a healthy housing market because they help maintain stable prices. An insufficient number of vacant units creates upward pressure on prices as housing consumers compete for too few units. ]n the affordable housing sector, upward price movements reduce the supply of units, working against housing policy and public investment in affordable housing. . Low-Wage Job Proximitv Ratio: This report's methodology makes adjustments in affordable housing need for communities that are net importers of low-wage workers (emp]oyment centers) or net exporters oflow-wage workers (bedroom communities). The ratio is a comparison of local low-wage jobs (within] 0 miles of the community's geographic center-point) divided by ]ocal working residents (living within 10 miles of the center-point).3 A ratio higher than I:] indicates an imbalance (communities that are net importers of workers) that may be mitigated to a certain extent by the creation of more local affordable housing. Prepared by an Advisory Panel to Metropolitan Council Staff Summary Report: Determining Affordable Housing Need in the Twin Cities 20] 1 - 2020 Page 5 . Affordable Housing Stock: This report's need allocation methodology also considers a community's existing supply of affordable housing, giving credit to those communities that supply higher levels. This measure estimates the existing share of a community's housing stock that is affordable using Minnesota Department of Revenue data on 2004 market values, Census 2000 rent leve]s, and Metropolitan Council data on 2004 manufactured housing units.4 . Transit Service Leve]: A final factor considered in allocating affordable housing need is the ]evel of transit service (destinations and frequency) in a given community. Low- income households are more sensitive to transit services than middle- and upper-income households, and locating affordable housing near transit opportunities is a public policy goal. The methodology in this report makes adjustments based on a classification of transit service available in communities, as expressed by one of four leve]s: 1 = regular, frequent transit service to many points all through the day (only Minneapolis and St. Paul fall in this category) 2 = a frequent amount of service, but limited destinations (most]y inner-ring suburbs in this category) 3 = some transit service, but very limited in frequency and destinations (many second- and third-tier suburbs in this category) 4 = no regular transit service Strenl!ths of This Methodolol!ical ADD roach The methodology employed by the advisory panel for this report has the following strengths: . The approach is consistent with the work completed for The Next Decade or Housinz in Minnesota, a key planning document used to forecast affordable housing need across Minnesota. The Next Decade report has been widely accepted by policymakers, and many housing stakeholders are basing affordable housing planning on its results. This report follows key methodologica] approaches and employs specific production assumptions from The Next Decade study. The Next Decade study was sponsored by the Metropolitan Council, the Minnesota Housing Finance Agency (MHFA), Fami]y Housing Fund (FHF) and Greater Minnesota Housing Fund (GMHF). . Metropolitan Council household growth forecasts provide the basis for need allocation in this studv. These forecasts are determined through a collaborative effort between loca] government and Metropolitan Council staff to identify growth areas and to quantify reasonable market expectations, land capacity, and systems capacity. They, therefore, are the strongest forecasts of future household growth by community. Prepared hy an Advisory Panel to Metropolitan Council Staff Summary Report: Determining Affordable Housing Need in the Twin Cities 20 I] - 2020 Page 6 . The process of allocating affordable housing need in this report takes into consideration communitv characteristics that are critical in locating new affordable housing: proximity to low-wage jobs, transit service and current affordable housing stock. These factors are widely recognized by national housing policymakers as vital considerations to successful affordable housing placement/development. Regarding job proximity, this methodolop is particularlv strong in that it considers the location of low-wage iobs. Most other allocation methodologies consider total employment (or perhaps retail employment) without segmenting by wage level. . The methodologv was developed with input from citv officials, MHF A staff, Association of Metropolitan Municipalities (AMM) staff and private-market housing experts. The advisory panel advising the study was comprised of ten individuals with deep experience in housing policy and development. This group considered numerous allocation factors and tested several approaches to calculating housing need. The advisory panel also solicited important feedback from six citv officials in a focus session in Januarv 2006. Limitations of This Methodological Approach/Caveats The methodology employed by the advisory panel for this study also has limitations. They include the following: . The forecast period covered in this analvsis is relativelv long-term. Any methodological approach would suffer from this limitation, but it is important to say that many factors are difficult to forecast] 5 years in advance. Factors in 2020 such as the economic conditions in the Twin Cities, migration patterns, demographic changes, housing interest rates, construction costs, and more, are simply unpredictable, but will have an impact on affordable housing need. Significant variances from the assumption made on any of these factors could prompt a re-examination of the needs numbers. · The methodologv ]ikelv errs on the conservative side in estimating affordable housing need. This methodology assumes that the stock of affordable housing in the private sector (unsubsidized) will expand significantly between 20 I I and 2020 through the mechanism of downward price filtering. For planning purposes, this is a conservative approach. However, if the private market supplies fewer affordable units than assumed, the new affordable housing construction need for the decade will be larger than is documented here. . The forecasted overall housing need calculations do not consider units that mav be needed to replace substandard units or units lost to gentrification or demolition. This adds another layer of conservativeness to the forecasts. There is no reliab]e data to project occupied, affordable units that are substandard in condition and in need of replacement. As well, housing units that may be lost to gentrification or demolition are not estimated in this report, due to the lack of re]iable data on the value/price of demolished units and the difficulty in predicting areas that will be gentrified. Prepared by an Advisory Panel to Metropolitan Council Staff Summary Report: Determining Affordable Housing Need in the Twin Cities 2011 - 2020 Page 7 Specific Steps in the Methodolol!v Part I: Forecast the Regional Affordable Housing Need and Determine the Amount of Need That Will Consume Land (new construction only) in Sewer-Serviced Communities. The following bullet points describe the specific steps that the advisory panel employed to estimate affordable housing need across the Twin Cities, and to determine the amount of need represented by new construction. This methodology is also graphically illustrated in Exhibit]. · Step 1: Determine forecasted household f!rowth in sewer-serviced parts of the ref!ion. Metropolitan Council regularly prepares city- and town-Ieve] forecasts of sewer-serviced households (serviced by the Metro Sewerage District or by municipal treatment facilities), as well as un-sewered households (with septic systems), for decennia] milestones (years 20] 0, 2020, 2030). Net growth expected in the sewer-serviced part of the Twin Cities is forecast at ] 66,547 households, or about 98% of total household growth expected in the period 20] 0-2020. . Step 2: Determine the proportion of f!rowth made UP hv low-income households. Of all new households added to the Twin Cities between 20]0 and 2020, 38% (64,100 households) will earn at or below 60% of Twin Cities median family income, according to the advisory pane] projection for this study. This projection was based on historical income distribution patterns, applied to the 20] 0 and 2020 household forecasts. . Step 3: Estimate the number of affordable housinz units that the private market will provide to new low-income households. As explained previously, the advisory pane] expects that 20,300 low-income households added to the Twin Cities after 20]0 will find housing in privately-owned, market-rate units that exist now, but will depreciate down to an affordable level during the next decade. This assumption is consistent with work from BBC Consulting in The Next Decade of Housing in Minnesota. An additional 5,600 new low-income households between 2011 and 2020 are ]ikely to find housing in newly-constructed units produced at affordable prices without public aid. The BBC Consulting methodology includes this category of affordable housing in its tally of "'private market provision," but the methodology for this report must add them into the land-consumptive component (Step 4, below). . Step 4: Calculate the net need for newlv-constructed affordable housinf! units. Subtracting those new low-income households that are expected to find housing in existing private- sector units that become newly affordable (20,300) from total ]ow- income household growth for the next decade (64,] 00) yields gross demand for new affordable construction in 20] ] - 2020: 43,800 units. (This figure includes 5,600 units that the private-market is expected to produce on its own, without subsidy, at prices affordable to low-income households.) Prepared by an Advisory Panel to Metropolitan Council Staff 00 Q) bIJ '" 0... '" .;;; :l o :r: ..!:! .D '" " - ~ ;~ fr~ 0:: . '" C.c ~ ";::: e '" 5 ~ = " ",0 " c: ., o '" o ~ ~ ~ o "'" .: ; u>.... 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'" & ~ Summary Report: Determining Affordable Housing Need in the Twin Cities 20] ] - 2020 Page 9 However, to arrive at a net total that reflects the full picture of new construction need, the advisory panel added in a 5% vacancy provision (2,200 units) and 5,000 units for homeless households that will lack housing at the start of the next decade.s The vacancy adjustment is vital to maintaining price stability in the housing market. The addition of units for homeless households is based on Wilder Foundation forecasts of homeless housing production and its timing. The total need for new lv-constructed affordable housing units in the Twin Cities between 2011 and 2020 is estimated at 51.000 (or 30.6% offorecasted growth in sewer-serviced households). This number represents the regional new construction need. This number of affordable housing units is allocated to Twin Cities communities in Part 2 below. Part 2: Allocate the New Construction Affordable Housing Need to Communities, Adjusting for Criteria That Are Important to Locating Affordable Housing. Many local and regional governments across the country, including the Metropolitan Council, have developed formulas for allocating affordable housing need across a number of communities. While these formulas vary greatly in their complexity and differ in the set of variables under consideration, most attempt to allocate need along some measurement of household or job growth, making adjustments for location-criteria that are important to affordable housing policy (e.g., transit service, location of social services, proximity to jobs). The advisory pane] strove to limit the number of critical assumptions, recognizing that the addition of more assumptions can increase the potentia] for error without necessarily increasing accuracy. The advisory panel believes that an allocation formula based on a series of complex assumptions and intricate mathematical steps would reduce the transparency of the fonnula, making it more difficult for affordable housing stakeholders to understand. For this report, the advisory panel used the following factors in its fonnula to allocate affordable housing need across the Twin Cities for the period 2011 - 2020: . Household growth potential . Ratio of local low-wage jobs to low-wage workers . Current provision of affordable housing . Transit service These four criteria are addressed in the fonnula through the following questions: ]. How much household growth is a community planning to absorb from 20] 0 to 2020? 2. What is the relative balance of low-wage jobs based in the area vs. low-wage working residents? 3. To what extent does a community offer affordable housing now? 4. What ]evel of transit service is availab]e in a community? Prepared by an Advisory Panel to Metropolitan Council Staff Summary Report: Determining Affordable Housing Need in the Twin Cities 20] I - 2020 Page 10 The answers to these questions determine the amount of affordable housing allocated to a given community per the formula in this study. As detailed in the previous section, the advisory panel projects the number of low-income households in the region to grow by 64.] 00. Also 5,000 households in the region will be homeless at the start of the decade. Some of these low-income households will find housing that exists in 20]0; the balance will require an estimated 5],000 new housing units (equivalent to 30.6% of sewer-serviced household growth). The following steps provide more detail on the method for allocating need amounts by community. Exhibits] and 2 following this report indicate the results of these calculations for each community's share of the regional need. . Steo 1: Avvortion new low-income housinz need in each communitv accordinz its household zrowth. In this step, the advisory panel relied on its 20]0-2020 sewer-serviced household forecasts and assumed that 30.6% of all new housing units in each community would be affordable to low-income renters or buyers, the same share as for the Twin Cities overall. This is a unifonn allocation of affordable housing need, following the pattern of where overall residential growth can be accommodated.6 · Stev 2: Make adiustments (additions or subtractions) to the housinz need in each communitv accordinz to the locallow-waze iobs/workers ratio. existinz affordable housinz stock vercentaze. and transit service. After establishing the baseline allocation of affordable housing need according to household growth in sewer-serviced communities (Step]), the advisory panel made the following adjustments to each community: o Low-wage iob proximitv: Communities with more loca] low-wage jobs than local low-wage working residents in the area (net importers of workers, or above a I:] ratio) increase their share of need by the proportional amount they were above] :] parity. Cities below]:] parity have their need share proportionally diminished.7 o Affordable housing stock: For communities in which more than 30% of all existing housing units are affordable, the formula reduces the need number by the proportional amount they were above this threshold. For communities in which the percentage of affordable housing is currently below 30%, the need share number is proportionally increased. o Transit service: For communities with regular, frequent transit service (transit service levels] or 2; see page 5 for definitions), the fonnula increases the community's share by 20%. For communities with little current transit service (category 3). the formula makes no adjustment. For communities with no regular transit service (category 4), the formula decreases the community's share by 20%. Prepared by an Advisory Panel to Metropolitan Council Staff Summary Report: Determining Affordable Housing Need in the Twin Cities 20]] - 2020 Page] 1 The allocation formula can be expressed mathematically: /\.ffordable housing need, = (HH growthc . K,) . { 1 + (JobslWorkersc - 1) + (0.30 - Existing aff housingc) + (Transit Adjustment,)} . K2 where K I is 30.6%, the forecast for regionwide affordable housing need as a share of forecast growth, and K, is an adjustment to ensure the regional total of 51 ,030 needed affordable units. Formula Results The allocation formula described above results in need allocations that range from a few units, at the low end, to thousands of units in those communities that expect the most growth and/or that are proximate to employment centers. The map on the following page shows the allocation of new-construction affordable housing need by community between 2011 and 2020, according to the methodology described in this report. Exhibits 2 and 3 presents tables summarizing the amount of new construction affordable housing need in each community, and for each county in the Twin Cities. The tables also show the adjustment amounts related to each of the three factors. Prepared by an Advisory Panel to Metropolitan Council Staff Summary Report: Determining Affordable Housing Need in the Twin Cities 20] I - 2020 Page 12 Twin Cities Region Affordable Housing Units Needed, 2011 to 2020 None 1 to 99 100 to 499 500 to 999 1,000to 1,999 _ 2.000 to 2,999 _ 4,088 (Minneapolis) St.F<.""" """"",dT"" E""a.t''" eo....r"" ANOKA , Now"<,,,"'~lwp $1:#';", -- , ~" -., HoI~""o<IT"" ........-,r"" ""-1ot...... Camoonl"" 'SCOTT HolooaT"", Ceda,LakeT.." ~...Pr"", .~ " " " " <",ok.T"" C....R"d<T"" " conleyf293 1110106 WMetropolitan Council ~ Prepared by an Advisory Panel to Metropolitan Council Staff Summary Report: Determining Affordable Housing Need in the Twin Cities 20] I - 2020 Page ] 3 Endnotes: 1 ~\dvisory Panel i\Iembers: Tom O'Neil-Committee Chair (DSU), Guy Peterson (Met Council), Todd Graham (J\Jet Council), Kathy Johnson (I\Iet Council), Tim i\farx (i\fHF.\), Tonja Orf (l\IHE-\.), .-\.nne Hurlburt (City of Plymouth), Patricia Nauman (~-\ssociation of :L\letropolitan Municipalities), Linda Barthel (City of Blaine), ~-\ngie Skilduffi (Family Housing Fund). 2 This issue is very complex and no article or study reviewed for this report yielded a methodology that was suitable to measure the number of units moving across price categories in the Twin Cities. However, the advisory panel assumed that the supply of low-income housing in the private market would expand berureen 2011 and 2020, a conservative approach to need estimation. This approach is consistent with the findings of Tbe .l\h;:! Decade ~lHo"Jillg illi\1illlte.wla study (November 2003) in which BBC Consulting stated that 40.3% of new low- income households added to the Twin Cities between ':WOO and 2010 (about 24,000 out of 60,000) will find housing in private market units that have ftltered downward in price or that have been developed as affordable JIJilbout public aid. The advisory panel applied this same percentage for the decade 2011 - 2020. In the decade 2011 - 2020, the 40.3% figure tramlates to 25,830 new low-income households that will find affordable housing in the private market about 20,260 of them will find housing in existing units that have ftltered down in price (no land consumption), and 5,570 in newly-constructed units (consuming land) developed as affordable witboll! public aid. The latter figure was based on extrapolations of: 1) GY~-\ Marquette counts of new, affordably-priced, private market apartments constructed in the Twin Cities so far this decade; and 2) Metropolitan Council counts of new owner units constructed in the Twin Cities so far this decade. -~ The ratio was calculated for each community by the T\letropolitan Council using the U.S. Census Bureau's Local Employment Dynamics data set for 2003. This data set identifies the specific location of lobs by wap;e level and the specific residence of workers by w~ee level. This data set counts jobs by location for the following wage categories (annual wages): less than $15,000, $15,000 to $40,800, above $40,800. "Low-wage" jobs for use in this report were those paying $40,800 and below. This level is reasonably close to the 60% median family income figure for the Twin Cities in 2005 ($46,200). -t To estimate the number of affordable owner units by community, !vletropolitan Council staff tallied all homestead housing units with a 2005 estimated market value of $145,200 or less, per l\linnesota Department of Revenue. The research staff estimated affordable rental units by reviewing Census ':WOO counts at the following price thresholds: $639 for efficiencies, $684 for one-bedroom units, $820 for two-bedroom units and $948 for all three-bedroom+ units. The research staff assumed an even distribution of values across the Census unit size/price categories, which did not match directly with those thresholds cited above. .'i Any growth in homeless households after 2010 is already accounted in the gro'\\rth forecasts of low-income households. Therefore, housing production to serve them is implicitly factored into the need calculations. (, Some current affordable housing exists in un-sewered communities. ~--\lso, it is possible that some new affordable housing may be built in un-sewered communities, but that is not planned or assumed in this study. 7 Local low-wage jobs "in the area" are defined as joba within 10 miles of the community's geographic center-point. Local working residents are defined as workers residing within 10 miles of the center-point. 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""" N ...-- . ro <: <5 o t- ~ '" ~ .2:- ro:V!!!Wm :E 5 ~C:~EE==U) 0 groro(])m8~ C( <l:UOIO::Ul> ,... o 0') o 'E .E -'" u o 0:: 'C <: I1l 'C Qi -= .<: 1:: o Z <Ii ::l Cl 5 ~ :0::; a.. .!l! ~ ::l (I) g.z c. - (I) Q; .<: > - 0 - <: o I1l (I) I ro::::- ~ "g 1ii ;5 ~U ~ <: .!l! I1l CD:: .<: 0 -c. .<: 0 - ~ OJ; 1ii "'::;: 'E (I) :J.<: 0- u- (I) 0 z 5 oU ~~ co "C 15.~ - (I) (1).<: ,s- .f; tv 'C 'C <: (I) :J -go <3 <: <: '" 0- (I) (1):;:; ro '0 '" ~ .~ 5 - - <: (I) 55 u ~ o 0 ~- _ I1l <:m (I)'C (I) (I) ~'C 1i5.2 .c u :!::: .~ g.15 <: ~ 0 11l'C (6J!2 .<: I1l ~B .~ Q.) :~ ..c Ut- . . ~ "' 0) N ".' ~ "' N "'- '" .". 0) cri About the Affordable Housing Need Numbers This report uses the household growth forecasts to 2020 recognized by the Metropolitan Council as of February, 2006. As communities' household growth forecasts to 2020 are formally revised after February, 2006, their share of the region's affordable housing need may similarly change. The tables entitled, "2011 - 2020 Allocation of Affordable Housinq Need bv Citv/Township" will be the most current and accurate representation of each community's share of the new construction affordable housing need for purposes of preparing the 2008 comprehensive plan updates. If a community's forecasted growth is formally revised, its new unit affordable need number will also be revised. The most current affordable housing needs, including any needed revisions, are online at www.metrocouncil.orq/planninq/housinq/HousinqNeed.pdf Attachment 4 System Statement City of Maplewood Following the January 2004 adoption of the 2030 Regional Development Framework, and the more recent adoptions of the Transportation Policy Plan, the Water Resources Management Policy Plan. and the Regional Parks Policy Plan, the Metropolitan Council is issuing system statements pursuant to state statute. Receipt of this system statement and the metropolitan system plans triggers communities' obligations to review and. as necessary, amend their comprehensive plans within the next three years. The complete text of the 2030 Regional Development Framework as well as complete copies of the recently adopted metropolitan system plans are available for viewing and downloading at b!1R:llwww,metrocouncil.oraLDJ.a[mino/framework/timeline.htIll. Paper copies are available by calling the Council's Data Center at 651-602-] ]40. Metropolitan system plans are long-range comprehensive plans for the regional systems - transportation and airports, wastewater services, and parks and open space. along with the capital budgets for metropolitan wastewater service, transportation and regional recreation open space. System statements explain the implications of metropolitan system plans for each individual community in the metropolitan area. They are intended to help communities prepare or update their comprehensive plan, as required by the Metropo]itan Land Planning Act: Within three yearsfollowing the receipt of the metropolitan system statement, every local governmental unit shall have prepared a comprehensive plan in accordance with sections 462.355. subdivision 4.473.175, and 473.851 to 473.871 and the applicable planning statute and shall have submitted the plan to the Metropolitan Councilfor review pursuant to section 473.175. Local comprehensive plans will be reviewed by the Council for confonnance with metropolitan system plans, consistency with Council policies and compatibility with adjacent and affected governmental units. The system statement includes forecasts at densities that assure regional growth is achieved consistent with adopted policies. These forecasted densities help ensure regional services and costly regional infrastructure can be provided efficiently and cost- effectively, and that development and growth within the metropolitan area occur in a coordinated manner. The system statement also contains an overview of the transportation and aviation, transit, wastewater, and regional parks system plan updates, and system changes affecting each community. Forecasts. The following forecasts are part of the 2030 Regional Development Framework (adopted January] 4.2004 and updated on August 24, 2005). They are used by the Council to plan for its regional systems. Communities should base their planning work on these forecasts. However, given the nature of long-range forecasting, the Council will maintain an on- going dialogue with communities to consider any changes in growth trends or community expectations about growth that may have an impact on regional systems. Forecast of population, households and employment: Revised Develonment Framework 1990 2000 2010 2020 2030 Population 30,954 35258 37.500 38,1 00 39.300 Househo]ds ] ],496 ]3,758 15.600 ]6,500 17,500 Emplovment 25,068 29,96] 36,600 4],000 44,500 The Council forecasts growth at appropriate densities for communities in order to protect the efficiency of wastewater, transportation and other regional system investments, and to help ensure the metropolitan area can accommodate its projected growth by the year 2030. Growth management. The Regional Development Framework sets an overall minimum residential density standard of 3 to 5 units per acre in developed and developing areas where urban service is located or planned. The average minimum standard of 3 units per acre is important to the efficient use of regional systems, including wastewater system investments. Communities that significantly over-utilize or under-utilize regional systems can cause inefficiencies in the use ofregional resources. Additionally, achieving housing at these density levels may help communities meet their obligations under the Metropolitan Land Planning Act to plan for and address their housing needs. Geographic planning area. The city of Maplewood is designated as a "developed community" geographic planning area in the 2030 Regional Development Framework. Geographic planning areas are shown on the 2030 Planning Area map. The planning area sets overall densities that the planned development patterns in your community can be expected to achieve. (If there are discrepancies between the 2030 Framework Planning Area map, and the metropolitan systems plans because of adjustments that occurred subsequent to the adoption of the 2030 Regional Development Framework document, communities should follow the specific guidance contained in this system statement.) As Maplewood plans for current and future residents, it should focus on protecting natural resources, ensuring sufficient public infrastructure, and developing transition strategies to increase density and encourage infill development. Specific strategies for developed communities are found on pages 24-25 of the 2030 Regional Development Framework. 1 System statement review process. I f your community disagrees with elements of this system statement, or has any questions about this system statement, we urge you to contact your sector representative, Bob Mazanec, 65] 602-] 330, to review and discuss potential issues or concerns. The Council and local units and districts have historically resolved questions about forecasts and other components of the system statement through discussions. Request for hearing. If a local governmental unit or school district and the Council are unable to resolve disagreements over the content of a system statement, the unit or district may by resolution request that a hearing be conducted by the Council's Land Use Advisory Committee or by the state Office of Administrative Hearings for the purpose of considering amendments to the system statement. According to Minnesota Statutes section 473.857, the request shall be made by the ]ocal unit or district within 60 days after receipt of the system statement. Ifno request for a hearing is received by the Council within 60 days, the statement becomes final. Svstem statement issue date: The official date of the issuance of this system statement is September ]2, 2005. 3 Transportation System Statement -- Maplewood Key Changes in the Plan The revised Transportation Policy Plan adopted by the Metropolitan Council in December 2004, is the metropolitan system plan for airports and transportation with which ]ocal comprehensive plans must conform. This system statement summarizes significant elements of the metropolitan system plan and highlights those elements that apply specifically to your community. ]n addition to reviewing this system statement, your community should consult the entire Transportation Policy Plan, the 2030 Regional Development Framework and other pertinent regional planning and policy documents, including the Aviation Policy Plan, to ensure your community's loca] comprehensive plan and plan amendments conform to the metropolitan system plans. A PDF file of the entire revised Transportation Policy Plan, the 2030 Regional Development Framework, the Local Planning Handbook and other regional planning and policy documents of the Metropolitan Council are availab]e online at the Metropolitan Council's Web site: http://www.metrocouncil.org/planning/framework/timeline.htm. The Aviation Policy Plan, adopted in ] 996, is not available electronically, but a copy can be obtained by contacting the Metropolitan Council's Data Center at 651-602-1140. The revised Transportation Policy Plan incorporates the following changes: . The planning period has been extended from 2025 to 2030 . No significant increase in the level of transportation funding was assumed. . The expenditures shown in the Transportation Policy Plan must be constrained by the level of funding that is anticipated. However, the revised plan also examined two alternative scenarios- what could be built if highway revenues were increased by 30% over the next 25 years, and what it would cost to provide enough additional capacity to hold congestion to the 1998 levels. . The highway expansion projects shown in the plan have changed little since the 2001 plan, due to this lack of additional resources. (See Fig 4-11 for highway expansion proposals.) Metropolitan Highway System Plan investment priorities no longer contain the "Improvements" category. Most improvement corridors are now designated "Management" corridors. . The new investment timing provisions are contained in the Plan. Table 4-] ] contains projects in Mn/DOT's Highway Work Plan (scheduled in 2009-20]3) construction, reconstruction, and bridge replacement greater $10 million. Table 4-] 2 contains Regiona] Priority Project to move into the ]O-Year Highway Work Plan, if there are resources available in the 2005-2009 time period. . Funds have also been allocated to obtain right of way for new crossings of the Mississippi River between NW Hennepin and Anoka Counties and of the Minnesota River in the vicinity of Chaska. Construction dollars for these projects are not foreseen before 2030. . Chapter 5 contains new policies and procedures on managing the scope, cost and revenue sources of projects to insure that sufficient resources are avai]able to implement the region's transportation priorities as shown in this plan. This includes procedures to manage the use of Federal High Priority Project (HPP) funds and matching funds for these federal dollars. The T-] Council and Mn/DOT will monitor scope and costs to ensure major projects continue to meet regional objectives in a cost effective manner. . The plan envisions significant improvements in the bus system, including new express bus routes. arterial corridor enhancements, suburb-to-suburb service, transit stations, park-and-ride lots and other features. The goal is to increase transit ridership 50 percent by 2020 and double it by 2030. . The plan proposes additional express commuter bus corridors as well as enhancement and expansion of existing bus service in freeway corridors. Within each corridor, express bus routes will be supported by park-and-ride facilities, circulator networks, and "transit advantages," . The plan includes construction of five new "transitways" on dedicated rights-of-way by 2020 to help slow the growth in traffic congestion and improve mobility, and three additional transitways by 2030. Unlike the 200] plan, the technology for each corridor was not identified in the Plan; rather the most appropriate and cost-effective mode for any given corridor is best determined after extensive study of the individual corridor. Figure 4-2 (attached) shows the 2030 Transitway System and Express Commuter Bus System. . The plan now includes detailed infonnation on the facilities needed for transit passengers, such as stations and park and ride lots, as well as facilities needed to support the transit system, such as garages and bus layover sites (Figures 4-5 and 4-6). Communities should plan for development and redevelopment around stations and park-and-ride lots. . Policy] 8 (previously policy] 7) on transportation and land use elements in local comprehensive plans was rewritten and more detail provided in some strategies as to what the Council expects in local comprehensive plans. . The TPP now includes references to the regional aviation system as defined in the Aviation Policy Plan. The] 996 A viation Policy Plan remains in effect with the exception of the Land U,e Compatibility Guidelines.for Aircraft Noise. These guidelines have been updated and included in the TPP as Appendix H. System Plan Considerations Affecting Your Community 1. Metropolitan Highways Metropolitan highways and regional highway investment priorities for 2030 are shown in Figure 4- ] ]. The city should refer to Tables 4-9 through 4-12 for major highway projects and proposed timing. The following metropolitan highways located within Maplewood are planned for expansIOn: . 1-35E . 1-694 2. Transit Routes and Facilities Maplewood is within the Metropolitan Transit Taxing District. The central portion of Maplewood is within Market Area II; the remaining portion is in Market Area III. Service options for Market Area II include regular-route ]ocals. all-day expresses, small vehicle circulators, special needs paratransit (ADA, seniors), and ridesharing. Service options for Market Area III include peak-only T-2 express, small vehicle circulators, midday circulators, special needs paratransit (ADA, seniors), and ridesharing. Maplewood should identify existing transit service (available on the Council's website) and desired future transit service options consistent with the Transportation Policy Plan's transit system service areas (Table 4-] and Appendix M). Maplewood should list transit corridors (express commuter bus corridors and dedicated right-of- way corridors) and identify opportunities to promote higher density initiatives along dedicated transit corridors (see Figure 4-2). Map]ewood is located along the Rush Line Corridor. Maplewood should identify existing transit passenger and support facilities and future improvements to and expansion of these facilities. Passenger and support facilities include shelters, transit centers, stations, and park-and-ride lots. Existing park-and-ride lots are located at Aldrich Arena, Highway 6] & Country Road C, Maplewood Mall, and Hmong Church. 3. Aviation Plan and Facilities The TPP/APP includes policies and text on protection of the region's airspace resources. The airspace policy states that both Federal Aviation administration (FAA) and MnDOT Aeronautics safety standards must be a major consideration in the planning, design, maintenance and operation of air transportation facilities and services. There are no existing or planned aviation facilities within Maplewood. However, each community has a responsibility to include airspace protection in its comprehensive plan. The protection is for potential hazards to air navigation including electronic interference. Airspace protection should be included in local codes/ordinances to control height of structures, especially when conditional use permits would apply. The comprehensive plan should include policy/text on notification to the FAA as defined under code offederal regulations CFR - Part 77, using the FAA Form 7460-] "Notice of Proposed Construction or Alteration". Instructions can be found at www.faa.gov/arp/ace/pali77.cfm. T-3 Figure 4-2 2030 Transitwav Corridors Transitways on Dedicated ROW Tier 1 Northstar Northwest Cedar Avenue 1-35W CentraL Tier 2 Southwest Rush Li ne Red Rock ~ Transiwlays on Dedicated ROW Express Commuter Bus System August 2004 T-4 Figure 4-5 Transit Passenger Facilities Active PlIrk & Ride Capacity (1212004) ~ Lesslhan 100 () 100-500 QGreaterthan500 '~p.; Programmed P 51rlc 8. Ride (2005-2008) Transit Centers & Stations (I Current ~ Planned @)TransitCenlerandPark & Ride Facilily Custom Shelters G Existing Ql) future Online Stations . Existing 131 Future Tlfl<in CitiesCBDs Q Bus Ststion T-5 Figure 4-6 Transit Support Facilities o I.IaIO'L~".rf""lIlD<t o f'tl"U310'l3f:'""f~IIIl1!' Ga",9' ___ F.'h..Gara9'E'pa'Ib, ~ F.1I"'.....G3r.3g. . 1.Ia11'1"'3''''~'' '" ~al~ 1<: n..,tlCOllrolc.,*,r --l>- '''''rllyp~' -S.o'~.rLaI' FltI"SIOI ~",r Lal'" Le...nd tf)\Jlm f,t1..HOVla,. auLa.. St Paul /,! ~--'~.......'!' ~$~'~;',,-- Lf" "...~ .~!..~"'\<."". ~-- ....h'-''''. ,,1 fIt /,,'8." .,'- . / / " , " 8 T~6 Figure 4-11 2030 Constrained Metropolitan Highway System Plan Investment Priorities ~ . "- "'~" .~.~ Highway Investment Priorities """'" 2005 . 2008 TIP Projects ~ Management """'" Expa nsi on """-' ROW Preservation August 2004 036 12 Miles I T-7 Table 4-9 Major Highway Projects Under Way or Included in 2005-2008 Transportation Improvement Program Proiect Cost Current Assumed Project Description Status in Status and Other Hil!hwa\' and Bridl!e Estimates program year 2001 Comments (0005) years open to TPP traffic I TH 12 $60.000 2003 2006 Construct nev..' limited access 2-lane ]n 2001- Contracts let highwav between Wavzata Blvd. to CR 2004 TIP 6 in Or~mo. Parallel 1(1 existinQ TH 12. 2. J.35E, from TH 13 $33,000 2002 2005 Replace and Expand Miss. River Bridge in Contracts let to Shepard Rd. Bridge. Project let. 2001- 2004 TIP 3 1-35W, HOV lane, $206.000 2006 2010 Reconstruct TH 62 and 1-35\\" and add In 2001- Project redesign required by from 66lh S1. to 42nd St the HOV lane. Stage 1 (1-494 to 60th 2004 T]P legislature, to be let 2006 S1.) contracts let 4/99 4.. TH 36. 51. Croix $5.000 Nev.' 4-lane bridge and approaches In 2001- $5M placcholder in '05-'08 Bridge Negotiation process undelVvay. 2004 TIP TIP. Mediation process Request for high priority funding has underway. been made MN cost estimates from $150-$227 M The cost recorded here is If. of the average. 5. TH 55, Hiawatha $129.000 2003 2004 Reconstruct the 4-lane artcrial from ]n 2001- Contracts let Av. Crosstown to ]-94. 2004 TIP 6 TH 100, from $146.000 2003 2004 Construction undervvay to rebuild as 6 In 2001- Contracts let Glcnwood Av. to lane freeway. 2004 TIP CSAH ] 52 7. 1-494rrH 61 $250.000 2002 2009 Replace and widen 1-494 bridge, In 200]- Contracts let. interchange, TH 611 rcconstruct interchange, reconstruct TI-I 2004 TI P local access 61. Provide local access. First contract let T-8 Table 4-9 (continued) Major Highway Projects Under Way or Included in 2005-2008 Transportation Improvement Program Proiect Cost Current Assumed Project Description Status in 2001 Status and Other Hil!hwav and Bridpe Estimates program year TPP Comments (000,) years open to traffic 8. 1-94, tram Weaver $80,000 2001 2005 Reconstruct, add general use In 2001-2004 Contracts let Lake Rd. to 3rd lane fTom Hemlock to TIP Humboldt A v. Brooklvn Blvd. 9. 1-94 from McKnight $11.000 2005 2007 3m lane, bridge widening Ruth Expansion to TH 120 St. to Ramsev Co. line Corridor ] O. 1-494 from TH 5 to $74.000 2003 2005 Add 3' lane, first contract let In 2001-2004 Contract let TH 100 TIP Described as 1-494, from TH 21210TH 100 II. TH610rromTH $26.750 2004 2005 Continue construction of new Expansion 169 to CR 130 4-1ane freeway on new Corridor alionment 12. TH 169fTom $]04.000 2005 2008 Reconstruct three intersections Corridor study Minnesota River to as interchanges and recommended Valley View Road reconstruct interchange with 1- '03-'06 494 13. 1-494 from TH 212 $130.000 2004 2006 Widen 1-494 to six lanes Expansion Described as 1-494, from TH toTH 55 Corridor 2]2 to 1-394 14. TH 212 tram $259.000 2004 2006 Construct new four lane Expansion Described as TH 212, from CSAH 4 to :x. mile west freeway on new alignment Corridor CSAH 4 to old alignment ofCSAH 147 15. ] -694 from west to $]37,000 2004 2007 Reconstruct and add lanes to Expansion Dcscribed as 1-694, from W east Junction ]-35E eliminate bottleneck Corridor jet. 1-35E to Ejct. 1-35E (unweave the weave) TOTAL $1.650,750 T-9 Table 4-10 Metropolitan Highway System Expansion Projects 2009-2030 Highwa)' From To Length Total 2001 TPP Comment Recommended Facility Impf"O\!ement (miles) (millions) 1-35E TH 110 TH5 2.3 Improvement 10 he Defined Bridge Under Construction Add 3rd Lane ).35P* 1-94 1-694 56 Subarea Study Needed Add 3 and 41 Lane Connect Phalen Corridor. Reconstruct CuvuQa BridQc 1-35W** 46' St 1-94 5.3 Improvement Corridor Add HOV / transit priority lane and Lake Street interchange 1-494 TII55 1-94 5.5 Description was ]-394 to 1-94 Add 3' Lane 1-494 TH 77 TH ]00 5 I Description was from TH 77 to Build in Accordance with EIS Completed in 1997 TH 100 1-694** ]-35W W..IcL 1- 5.6 Add 3' Lane 35F 1-694 EJct.!- TH 36 55 Corridor Study Needed Add 3rd Lane 35E TH 36 51. Croix New Jour lane hridge and mitigation Bridoe* 10 TH 36** ] 35W ]-35E 5.3 Description was ]35W to I35E Add 3' Lane TH 4] TH ]69 TH 2]2 3.0 Right-of- Way Preservation New Bridge, New Right-of-Way defined in on~going study . New' Miss River THIO ]-94 or TH 20 River crossing need recorded Preserve RN,I after al ignmcnt is defined Crossin' 610 TH JOO** 36~"t Cedar 10 Add 3' Lane Lake Rd TH 252 73' I'll 610 2.9 Corridor Needs Unclear Convert to 4-Lane Freeway Av. , TH 610 CR ]30 ]-94 5.0 Complete 4-Lanc Freeway TOTAL 468 $2,035 * The region assumes it is responsible for one-half of the state's share **AII or part of these projects arc in the MnDOT IO-year(2004-20lJJ Work Plan T-IO Table 4-11 MnDOT Highway Work Plan, 2009-2013 Ma.ior Construction, Reconstruction and Bridp'e Replacement Greater Than 10 Million Proiect Cost Estimates Design RIW Year-of- Construction Total Project Construction Estimate Estimate Construction Engineering Project Highwa Description Program Fiscal Year ($000) ($000) Estimate Estimate Cost y ($000) ($000) ($000) 35E 1-94 to Maryland MC 20]0 7,687 Limited 76,755 6,]40 90,571 Ave. in St. Paul, grading, surfacing, brs., etc., including Cayuga Bf. and Phalen Blvd. connection 35W At Lake St. in MC 2009 1,160 Contin- 1],600 928 13,688 Minneapolis, DOUS! reconstruct inter- Major change (Ph. I) 35W At Lake St. in MC 20]0 1,785 Contin- ] 7,850 1,428 21,063 Minneapolis, DOUS/ reconstruct inter- Major change (Ph. 2) 36 At Lexington Ave.. MC 2009 ],380 Limited 13,804 1,104 16,289 in RosevilJe, replace Bf. 5723 and reconstruct interchange 100 36111 St. to Cedar MC 201 ] 6,150 Contin- 61.500 4,920 72,570 Lake Rd. in St. DOUS! Louis Park, Major grading. surfacing, Brs., etc. for 6-lane freeway 169 Near CSAH 6 in MC 2010 1,904 Limited 19,040 1.523 22.467 Belle Plaine, grading, surfacing, Br., etc. for new interchange 694 E ofl35W in MC 2012 6,960 Minimall 69,596 5,568 82,]23 Arden Hills to E of Spot Lexington Ave.. in Shoreview, grading, surfacing, Brs., etc. to add third lane and correct weave at TH ]0/51 TOTALS 27,0]5 270.145 21.61 ] 3]8,771 $ T-ll Table 4-12 Regional Priority Projects to Move into 10-Year Highway Work Plan, 2005-2009 T-12 Market Areas II III IV Table 4-1 Transit Market Area Features and Improvements Land Use Pattern Highest concen- trations of activity. housing and jobs Moderate concen- trations of jobs, housing and activities Generally lower concentrations with intennittent pockets of moderate concentrations (pockets would receive highest service levels) Lowest concentrations of housing and jobs Service Options Regular-route locals, all- day expresses, special needs paratransit (ADA, seniors,) ridesharing Regular-route locals, all- day expresses, small- vehicle circulators, special needs paratransit (ADA, seniors,), ridesharing Peak-only express, small vehicle dial-a-ride, midday circulators, special needs paratransit (ADA, seniors,), ridesharing Dial-a-ride, volunteer driver programs, ridesharing T-!3 Service Characteristics Frequencies: 5-15 minute local and circulator Span of Service: 18-24 hours, 7 days per week Access: Locals spaced 0.25-0.5 mile apart with 8-10 bus stops per mile Frequencies: ] 5-30 minute or 30-60 minute depending on land use pattern Span of Service: 12-20 hours per day, 7 days per week Access: Locals spaced 0.5-1.0 mile apart with 6-8 bus stops per mile Frequencies: Peak-period-only expresses, 1-2 hour midday frequencies, dial-a-ride advance registration Span of Service: 10-14 hours per day, weekdays and limited weekends Access: Services tied to park-and- ride lots and hubs Frequencies: As needed Span of Service: 8-] 0 hours per days, weekdays Spacing: Services tied to park-and- ride and park-and-poollots Appendix M. Regional Transit Standards Transit Market Areas While severa/factors influence the propensity to use transit. the primary predictors of transit productivity are density of origination and destination. There are/our categories of transit markets in the metropolitan area. Transit markets in the Twin Cities are identified usingfour primary criteria: J) population density. 2) employment concentration andjob density. 3) trip volumes and pal/ems. and 4) transit dependent segments of the population. Different types and levels of transit services should be usedfor each transit market area. The region has/our distinct market areas. Transit Market Area J has the highest density of population and employment, and is able to effectively supportfl'equent regular route transit service. Because this is the most productive transit service area in the region. it should also be the area that receives a prioritized investment o.ftransif resources. Transit Market Area Area Characteristics Area] Population Density =]5 or more persons/acre (or) Job Densitv ~ 50 or more iobs/acre and 10,000 more contiQuous iobs Area II Population Density = 9 to 14.9 persons/acre augmented by contiguous High Transit Denendencv areas Area III Population Density = 5 to 8.9 personsiacre (excluding isolated pockets) augmented by: (a) Contiguous areas with Job Density = ] 0 to 49 jobs/acre and 3,000 or more contiguous jobs Or (b) Contiguous areas with Major Travel destinations: 50 or more non-home bound trios/acre Area IV Ponulation Densitv less than 5 oersons/acre Pockets Areas meeting at least one of the following: I. Population Density ~ more than 5 persons/acre (isolated pockets only) 2. Job Density = ] 0 to 49 jobs/acre and 3,000 or more contiguous jobs (isolated pockets only) 3. Major Travel destinations: 50 or more non-home bound trips/acre (isolated pockets only) 4. Hi~h Transit Denendencv areas (isolated Dockets onlv) Transit Market Area 11 has high to moderate population and employment densities yielding a market area that is conducive to regular route operations and also otherfarms of transit service delivery. The lower population and employment densities of Transit Market Areas III, IV, and Pocket areas increase the complexity and challenge of matching transit service to transit need. Due to the lower concentrated demand, it becomes more difficult to provide efficient transit service at reasonable costs in these areas. In the longer term to meet transit needs in suburban and rural settings. we need to promote the right type of land use and development densities that can sustain transit operations. T-14 Transit Markets/Service Options The table below identifies transit strategies that appear to be most appropriate for the different transit lTIarkets that are in the metropolitan area. The service delivery strategies presented are only illustrative and not exhaustive. Detailed analysis of specific communities within the metropolitan area may generate other creative means of delivering effective transit services. Transit Suggested Service Type Suggested Service Characteristics Market Area Area I Primary emphasis on big bus/regular route Orientation - Focus on both CBD's service complemented by paratransit Availability - Up to 24 hours/day and 7 service. Downtown area circulators days/week possible. Access - Route spacing (.25 - .50 miles) with 8-10 bus stops per mile Frequencv - Generallv 5 - ] 5 minutes Area II Primary emphasis on big bus/regular route Orientation - Link CBD's/suburban service complemented by paratransit transit stations and centers service. Neighborhood circulators should Availability - Up to 20 hours/day and 7 tie in with limited stop regular route days/week service. Access - Route spacing (0.5 - 1.0 miles) with 6-] 0 stops per mile Freauencv - Generallv 15 - 30 minutes Area III A mix of big and small bus/regular route Orientation - Link CBD's/suburban and community circulator service transit stations and centers complemented by paratransit service. Availability - Up to 18 hours/day and Up Community circulators should tie into to 7 days/week regular route regional service at a transfer Access - Route spacing (0.5 - ].5 miles) point. with 6-] 0 stops per mile Freauencv - Generallv 30 - 60 minutes Area IV Primary emphasis on: ]) small bus/dial-a- Orientation - Suburb to suburb and central ride service providing county or rural cities circulation, and 2) community bus service Availability - Peak-period express and tied to major park-and-ride facilities to midday circulators; weekday only create travel volumes. Access - Express routes tied to major park-and-rides/circulators link to transit stations and centers Frequency - Advance registration for dial- a-ride services Pockets Primary emphasis on ]) small bus service Orientathm - Local ized providing community local or dial-a-ride Availability - Varies by pocket; primarily circulation, and 2) commuter bus service weekday service may have localized service in addition to Access - Door-to-door or modified linking with major park-and-ride facilities circulation; express routes primarily tied to create travel volumes. to park-and-ride facilities Frequency - Up to 2 hours for circulator services. Advance registration for dial-a- ride T-15 Transit Service Design Standards A consistent set of transit service design standards ensures regional coordination and consistency. Regional design standards are custom-tailoredfor each transit market area. Area I Area II Area III Area IV Transit Service Options Re ular Route Services Considered: Express Yes Yes Yes Yes Radial Yes Yes Yes No Crosstown Yes Yes Yes No Circulator Downtown Neighborhood Community Specific Limited Sto Yes Yes Yes No Paratransit General Public No No Specific Yes Metro Mobili Yes Yes Yes No Service Span Re ular Route Days and Times qf Service: * General Availability Up to 24 hours Up to 20 hours Up to ] 8 hours Up to 14 hours Express Pk/DayfNt/Wkend Peak/Specific Peak/Specific Peak Only Radial Pk/DayfNt/Wkend Pk/Day fNt/Wkend Pk/DayfNt/Specific N/A Crosstown/Circulator Pk/Day fNt/Wkend Pk/Day fNt/Wkend Pk/Day/Specific Specific Limited Sto Peak/S ecific Peak/S ecific Peak/S ecific N/A Paratransit General Public N/A N/A Specific Pk/Day/Specific Metro Mobilit Pk/Dav fNt/Wkend Pk/Da fNt/Wkend Pk/Da fNt/Wkend S ecific Service Levels Re ular Route Express Radial Crosstown/Circulator Limited Sto Para transit General Public Metro Mobilit Route Spacing Re ular Route Express Radial Crosstown/Circulator Limited Sto Paratransit General Public Metro Mobilit Bus Stop Spacing (Miinimum Frequency/or New/Existing Routes. *+ 15" Peak/60" Day 3 Pk Trips/60" Day 15" Day/30" Night 30" Day/60" Night 30" Day/60" Night 30" Day/60" Night S ecifich S ecific 3 Pk Trips/Specific 60" Day/Specific 60" Day/Specific S ecific 2 Peak Trips N/A 60" Day/Specific N/A N/A N/A Specific Specific S ecific S ecific S ecific S ecific * Minimum service levels must be justified; with loading standards/connectivity dictating frequer + In services with ]5 minute or less frequency, clocked headways (or consistent departure times) I Area I I Area II I Area III I Area IV l Acceptahle Range: Specific .25-.50 Miles .50-1.0 Miles S ecific Specific .50-].0 Miles 1.0-2.0 Miles S ecific Specific .50-].5 Miles Specific S ecific Specific N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A Relates to local pick-up portion of the route T-16 Re ular Route Express Radial Crosstown/Circulator Limited Sto Paratransit General Public Metro Mobili Maximum Allowable:' 8 per Mile 8 per Mile 8 per Mile S ecific 8 per Mile 8 per Mile 8 per Mile S ecific 8 per Mile 8 per Mi]e 8 per Mile S ecific P&R or 8 per Mile N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A , An allowable exception to standards may be CBD's and major traffic generators. Near side stops are preferred in most areas. In CBD's and other high commercial density areas, when are major impediments to smooth bus operations, far-side/mid-block stops are generally preferred. In, must be evaluated for: I) traffic conditions in area (i.e., right turns, merging, etc.); 2) curb availability table below; and 3 eneral suitabilit for sto (i.e., curb cuts, ADA considerations, obstructions, etc. Bus Sto Dimensions+ Mixed Use Sto Small Bus Onl Sto Near-side Stop ]00 ft. 75 ft. Far-side Stop 120 ft. 90 ft. Mid-Block Sto 150 ft. ] ] 0 ft. + Bus stops which have multiple buses stopping at the same time require more space. Passenger Waiting Shelter Warrant Central Cities A II Other Areas I Re"ular Route >40 peak hour boardings >25 peak hour boardings T-17 Branch Warrant Re ular Route Express Radial Crosstown/Circulator Limited Sto ParatraDsit General Public Metro Mobilit Directness Re ular Route Express Radial Crosstown/Circulator Limited Sto Paratransit General Publ ic Metro Mobilit Area I Area III Area IV Area II Route productivity measured as passengers per revenue hour for express and pass. Per revenue m' Minimum Re uirement: Specific 15 PPRH & 30" ].5 rte. prod. & 30" ].0 rte. prod. & 30" 1.5 rte. Prod. & 30" 1.0 rte. prod. & 30" 30" Peak Fre uenc 15 PPRH & 30" 15 PPRH & 30" 0.5 rte. prod. & 60" 0.5 rte. prod. & 60" 15 PPRH & 30" N/A N/A N/A N/A N/A N/A 15 PPRH & 30"' N/A N/A N/A N/A N/A Express service is measured from beginning ofroute and compared with average auto travel time remote parking time). Local service is measured using passenger boardings per mile operated. Minimum Requirement: ].35 A vg Auto Time' 1.35 A vg Auto Time' 1.35 A vg Auto Time' ].0 route product. + 1.0 route product. + 0.5 route product. + ].0 route product. + 1.0 route product. + 0.5 route product. + 1.0 route roduct. + ].0 route roduct. + 0.5 route roduct. + , A vg. auto time includes assumption of] 0 minute remote parking related time. + Increase in trip rides must be greater that thru rides inconvenienced (i.e.: new rides>thru rides). than 3 minutes, new trip rides must exceed extra time for thru riders (i.e., new rides>(thru riders) N/A N/A N/A N/A 3-] 0" at huhs N/A N/A N/A N/A N/A NiA N/A 1.25 Avg Auto Time' N/A N/A N/A N/A N/A Network Transfer Connectivity Re ular Route New Route Design Consideration: (includes peak and midday service onl}) Express 3-] 5"' w/ all others Specific Specific 3-] 0" at hubs & P&R Radial 3-15" w/ all others 3-10" at hubs 3-10" at hubs N/ A Crosstown/Circulator 3-15'" w/ all others 3-] 0" at hubs 3-10" at hubs 3-10" at hubs Limited Sto S ecific S ecific 3-10" at hubs & P&R N/ A Para transit General Public Metro Mobili T-]8 3-10" at hubs N/A Area IV Customer "Peak Period" Load Guidelines Guidelines are based on maximum load point of route and would be somewhat more flexible on fi Minimum and Maximum Tar ets on a Consistent Basis:* 70-100% of Seat Cap. 70-] 00% of Seat Cap. 70- ] 00% of Seat Cap. 85- ] 25% of Seat Cap. 85-125% of Seat Cap. N/ A 75-] ] 5% of Seat Cap. 50-100% of Seat Cap. N/A 80-] ]0% of Seat Ca. 80-1 ]0% of Seat Ca . N/A * Maximum customer load average over 15 minute period. Para transit General Public N/A Metro Mobilit N/A Customer "Off-Peak" Load Guidelines Guidelines are based on maximum load point of route. Minimum and Maximum Tar ets on a Consistent Basis:+ 65-100% of Seat Cap. 60-] 00% of Seat Cap. 50- ] 00% of Seat Cap. 60-100% of Seat Cap. 60-]00% of Seat Cap. N/A 50-100% of Seat Cap. 50-100% of Seat Cap. N/ A 65-100% of Seat Ca. 60-100% of Seat Ca. 50- ] 00% of Seat Ca + Maximum customer load average over 30 minute period. Re ular Route Express Radial Crosstown/Circulator Limited Sto Re ular Route Express Radial Crosstown/Circulator Limited Sto Paratransit General Public Metro Mobilit Area I Area II Area III N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A T-]9 70-100% of Seat Cap. N/A N/A N/A N/A N/A 50-] 00% of Seat Cap. N/A N/A 50-100% of Seat Ca N/A N/A Transit Performance Standards The primary perfimnance standards to measure service are Subsidy per Passenger and Passengers per In-Service Hour. Performance standards are used to evaluate the relative productivity and efficiency of the services provided. To be responsible and dynamic. a transit system must consistently measure and adjust service in unproductive routes and address insufficient service in productive areas. The use of two regional performance standards provides beller insight into the operational andfinancial performance of individual routes and services. Subsidy per Passenger Subsidy or net cost is the difference between the total cost of providing service off~et by revenue .fi'om passengerfares. Subsidy per passenger represents the net cost divided by the number of passengers using the service. This standard identifies services that are not operating within ~fficiency ranges andfocuses corrective actions for those services. Subsidy thresholds are determined by calculating the non-weighted subsidy per passenger average within each service classification plus.fixed percentage deviations.from that average. Threshold No. Level of Subsity per Monitoring Goal Possible Action PassenaerPertormance 1 20 to 35% over Deer averalle For Ouick Review Minor Modifications 2 36 to 60% over Deer averalle For Intense Review Maior Chanlles , More than 60% over Deer averalle For Sillnificant Chanlle Restructure/E I i minate J Passengers per In-Service Hour The passenger per in-service hour standard establishes a minimum threshold of performance for light rail transit, big busfixed route service. small busfixed route service and paratransit operations. Passengers per in-service hour represents the total passengers carried divided by the in-service time. This measure is most often calculated at the route level, but can also be measured less rigid(v at a trip level. Type of Service Average Passengers per Minimum Passengers per In-Service Hour In-Service Hour Li9ht Rail Transit >70 >50 BiQ Bus Fixed Route - All Dav >20 >]5 BiQ Bus Fixed Route - Peak Onlv >20 N/A Small Bus Fixed Route >9 >5 Small Bus Non-Fixed Route >3 >2 Other/Rideshare/Shared Ride Taxi <2 N/A T-20 Wastewater System Statement -- Maplewood Key Changes in the Plan The revised Water Resources Management Policy Plan. adopted by the Metropolitan Council in March 2005, is the metropolitan system plan for metropolitan wastewater services with which local comprehensive plans must conform. This system statement summarizes significant elements of the metropolitan system plan and highlights those elements that apply specifically to your community. In addition to reviewing this system statement, your community should consult the entire Water Resources Management Policy Plan, the 2030 Regional Development Framework and other pertinent regional planning and policy documents to ensure your community's local comprehensive plan and plan amendments conform to the metropolitan system plans. A PDF file of the entire Water Resources Management Policy Plan, the 2030 Regional Development Framework, the Local Planning Handbook and other regional planning and policy documents of the Metropolitan Council are available online at the Metropolitan Council's Web site: http://www.metrocouncil.org/planning/frameworkloverview.htm. The revised Water Resources Management Policy Plan incorporates the following changes: . A coordinated approach to water supply planning in the metropolitan area with the goal of providing for a sustainable, reliab]e and secure supply of high quality water to support orderly economic growth and maintain the region's high quality oflife. . An approach to surface water management that ties together the control of pollution from point and nonpoint sources. Loca] surface water management plans will be reviewed for impacts on the regional wastewater system. . A policy under which the Council will consider acquiring and operating local wastewater treatment plants in rural growth centers upon request where enough growth is projected to make it economically feasible for the Council to become involved. . A plan that provides for cities to reduce excessive inflow and infiltration (1/]) of clear water into the metropolitan sewer system. A financial assistance/surcharge program is included that will provide a funding mechanism to help solve the ]/1 problem. . A policy that continues to require inspections of individual sewage treatment systems (lSTS) at least once every three years by trained individuals. In addition, the Council has added further clarification on what is needed in a community's local ]STS management program. W-l System Plan Considerations Affecting Your Community 1. Metropolitan Sewer Service Forecasts: The forecasts of population, households, employment, and wastewater flows for Maplewood as contained in the adopted Water Resources Management Policy Plan are listed below. These forecasts are for sewered development. The sewered housing forecasts were estimated based on SAC data, annual city reports, current trends and other information relating to your community. The wastewater flows are based on historical wastewater flow data and the projected sewered housing and employment data. Tab]e] Year 20]0 2020 2030 Sewered Ponulation 37,500 38,100 39,300 Sewered Househo]ds 15,600 16,500 ]7,500 Sewered Ernnlovrnent 36,600 4],000 44,500 Avera!!e Annua] Wastewater Flow (MGD) 4.57 4.62 4.69 Allowab]e Peak Hourlv Flow (MGD) 10.97 1] .09 1].26 The flow projections represent the Council's commitment to a level of service, assuming that the Council's underlying demographic forecasts are maintained. Adjustments may be required based on verified growth or lack of growth. The city should contact Council staff to discuss any proposed adjustments. Flow projections do not represent an allocation of interceptor capacity except in the event a temporary system constraint occurs. The community must strive to keep its wet weather flows within the allowab]e peak hourly rate. At a minimum the Council will reevaluate flow projections every five years. Moreover, the Council will also continue to monitor each city's flow on a continuous basis and note any significant changes. The Council will use these growth and wastewater flow forecasts to plan all future interceptors and treatment work needed to serve your community. The Council will not design future interceptor improvements or treatment facilities to handle peak hourly flows in excess ofthe allowable rate for your city. Maplewood, through its comprehensive planning process, must decide the location and staging of development, and then plan and design its loca] wastewater collection system to serve this development. If you plan a total wastewater flow from your community in excess of the Council's forecasts, your assumptions will be analyzed by the Council for their potential adverse effects on the capacity or operation of the metropolitan system. *- You should also note that urban development at overall densities that are substantially W - 2 lower than identified for your community in the Council's Growth Management Strategy Section of the Systems Information Statement will also be analyzed by the Council for their potential adverse effects on the cost of providing metropolitan sewer service. Description of Metropolitan Disposal System Serving your Community: The attached map shows the location of the Metropolitan Disposal System (MDS) serving your community. The following paragraphs contain information on the existing and planned metropolitan facilities serving your community. The wastewater flow from the City of Maplewood is treated at the Metropolitan WWTP located within St. Paul, MN. There are many projects scheduled for the Metropolitan WWTP through 2030. These projects will provide additional capacity at the plant as well as improve its ability to meet required permit standards. As can be seen from the attached map, the City of Maplewood is served by a multitude of interceptors. Based on the city's 2004 Comprehensive Sewer Plan, the interceptor system serving the city has adequate capacity to provide for the long-term needs of the city. The Council has severa] proposed interceptor improvement projects scheduled to support the long-term needs of the city. The Midd]e Beltline Interceptor relief to expand the capacity within the system is scheduled for construction between 2005 -2010. The rehabilitation of the North St. Paul Interceptor is scheduled to be completed in 20]0. Finally, the rehabilitation of the Batt]e Creek Interceptor in St. Paul is scheduled to be designed and constructed within the 2005 -2010 time period. The city needs to verify its long-tenn needs as part of its comprehensive plan update.lfnecessary, detailed infonnation regarding metropolitan facilities is avai]able from the Council's Municipal Services Section by calling the staff at (651) 602-1005. Increases in growth rates and resulting increases in flow beyond those shown in Table 1 may result in short-term capacity limitations within the MDS. Inflow/Infiltration Reduction Goal The Council's Water Resources Management Policy Plan states that the Council will establish 1/] goals for all communities discharging wastewater to the MDS. Communities that have excessive II] in their sanitary sewer systems will be required to eliminate the excessive ]/1 by 20] 2. The Council will begin the implementation of an 1/1 assistance/surcharge program in 2007. The money collected from the communities with excessive 1/] may be used by those communities to remove 1/] from their systems. The Council will limit increases in service within those communities that have not met their III goal(s) starting in 20]3. The Council will meet with the community and discuss this alternative before it is implemented. This time period may be shorter if excessive 1/] jeopardizes the Council's ability to convey wastewater without an overflow occurring. In this case the Council may limit increases in service within those communities that have excessive 1/] immediately upon notification to the community. The Council plans to W - 3 implement a wastewater rate demand charge program, starting in 20] 3, for those communities that have not met their III goals. These revenues will be used to help defray the cost of providing attenuation within the MDS to recover the capacity lost to excessive III. The III goal established for the City of Maplewood is the allowable peak hourly flow rate and varies based on annual average flow. The Council's metering program shows that the city's 2004 annual average flow at meter M004 was 0.22 mgd. The current 1/1 goal for your community at this location is an allowable peak hourly flow of 0.84 mgd. At meter MOOS, the 2004 annual average flow was 0.24 mgd. The current III goal for your community at this location is an allowab]e peak hourly flow of 0.91 mgd. At meter M007, the 2004 annual average flow was 0.] 3 mgd. The current III goal for your community at this location is an allowable peak hourly flow of 0.5] mgd. At meter M007A, the 2004 annual average flow was 0.7 mgd. The current 1/] goal for your community at this location is an allowable peak hourly flow of 2.31 mgd. At meter M008, the 2004 annual average flow was 0.32 mgd. The current 1/1 goal for your community at this location is an allowable peak hourly flow of ] .15 mgd. At meter MO] ], the 2004 annual average flow was 0.67 mgd. The current 1/] goal for your community at this location is an allowable peak hourly flow of 2.2 mgd. At meter MO] SA, the 2004 annual average flow was 0.29 mgd. The current ]/1 goal for your community at this location is an allowable peak hourly flow of 1.07 mgd. At meter MO] 6. the 2004 annual average flow was 0.35 mgd. The current III goal for your community at this location is an allowable peak hourly flow of ] .26 mgd. At meter M25A, the 2004 annual average flow was 0.38 mgd. The current III goal for your community at this location is an allowab]e peak hourly flow of] .37 mgd. Specific Requirements for the Sewer Element of the City's Comprehensive Plan The Council has completed a review of the current information in the city's existing comprehensive plan and has determined that the following information is needed to update the sewer element of the city's comprehensive plan/local sewer policy plan: . A sewer map showing the city's existing service area and proposed trunk sewer system through 2030 and ultimate sewer service area. . A table showing the projected population, households, employment and flow forecasts by interceptor for the city for 20 I 0, 2020 and 2030. · A description of the city's II] program. What efforts does the city make in the maintenance of its sanitary disposal system? Does the city prohibit the connection of sump pumps, rain leaders and passive drain tile from the sanitary sewer system? 2. Management ofIndividual Sewage Treatment Systems The Metropo]itan Land Planning Act requires the sewer element (local sewer policy plan) of the ]ocal comprehensive plan to describe the standards and conditions under which the W- 4 installation of individual sewage treatment systems will be permitted and to the extent practicable, the areas not suitable for public or private systems. The new Water Resources Management Policy Plan states that the appropriate density for development with individual sewage treatment systems depends on the suitability of the soils to treat wastewater and whether space is available for a primary and back up drainfield. It is the Council's position that all municipalities and counties allowing individual sewage treatment systems should incorporate current MPCA regulations (Minn. Rules Chapter 7080) as part of a program for managing individual sewage treatment systems in the sewer element of their local comprehensive plan and implement the standards in issuing permits. Map]ewood should adopt a management program consistent with state rules. An overview of Maplewood's management program must be included in the community's local comprehensive plan update. ]f adequate information on the management program is not included; the comprehensive plan will be found incomplete for review until the required information is provided to the Council. 3. Surface Water Management In ] 995, Minnesota Statutes section 473.859, subd. 2, was amended to make the local surface water management plan required by Minnesota Statutes section] 03B.235 a part of the land use plan of the local comprehensive plan. Section] 03B.235 provides that a local surface water management plan should be prepared once a watershed plan for the area has been approved. Section] 038.235 also generally identifies the content requirements for the plan. The loca] surface water management plan must be submitted to both the watershed management organization(s) within whose watershed the community is located and to the Metropolitan Council for its review. For guidelines on the contents of local surface water management plans, please refer to Appendix B2-b of the Water Resources Management Policy Plan. Council records indicate that Maplewood is in the Ramsey Washington Metro, Capitol Region, Valley Branch and South Washington Watershed Districts (see attached map). The Ramsey Washington Metro and Capitol Region watershed plans were approved by BWSR in ] 997 and 2000. The South Washington watershed plan was approved by BWSR in 1997. Only recently was the East Mississippi River Watershed Management Organization merged into the South Washington Watershed District. The South Washington Watershed District is updating its plan to include the area formerly in the East Mississippi Watershed. Finally, Valley Branch is updating its watershed plan and should have an approved plan in 2006. Therefore, Maplewood should be required to update its local surface water management plan by the end of 2008. The plan should be submitted to the Council for its review concurrent with the review by the watershed management organizations. Failure to have an updated local surface water management plan consistent with the local surface water management plan content requirements found in Appendix B2- b of the Water Resources Management Policy Plan will result in a metropolitan system impact. W- 5 The Council also updated its priority lake list that was first developed in the 1980s as part of the Water Resources Management Policy Plan update. There is I priority lake, Phalen, in Maplewood. The Council uses the priority lake list to focus its limited resources. The list is also used in the environmental review process. Where a proposed development may impact a priority lake, the project proposer must complete a nutrient budget analysis for the lake as part of the environmental review process. W- 6 @ MCES Meter MCES Inter"ceptor Meter Shed M002 M004 M005 M007 M007A MOOB MOlD MOil MOl5A MOIB M025A UOOI UOIOA U018 U021 Frarn ework 2030 Developed Area w*, , Maplewood I I .s!1 "'. ~I &1 -. ,~ w (~--' _>:;".",~;i Vadnais Height';'-'" ',"" ~ ' '. '\~ ~ :if (Whl .,.J. _ I r,!i13B \~\ '\> r .. ,~ IE 'If i~ ~)J' ~ ., :e 19 I ~ I' 0 ;;. ~ I' 0 . ,west 51. Paul 1::1 !) " c: c"" :;, r-" v , "fish W - 7 Maplewood CAPITOL REGION ,..--r rJ. ~ ~ewood I - s j ':? ! .. - J - I, J I ..wr-~\ t L.'Lrl ~_._-.., . 'Ii){ I I \~) I "I' , RAMSEY'W."NGTO~ METRO ~HI "'" I I i .. I i ~ ."... r r ~ ~. z. 'i' " . I '1- J__~ .. '" " . . n -,--'" <.----- I I I / LOWEh~ISSISSIPPI~lrER :Jg I . I ~ I West St. Paul I_ 'l; I . I i I ... .. I South St. Paul j , I I::er Grove I; tts ... ~ w.' D Watershed Management c----, L~ PriontyWater Features ......-...... L_._.! Community Boundary Parcel Boundary Service Area W - 8 Regional Parks System Statement City of Maplewood Key Changes in the Plan The 2030 Regional Parks Policy Plan adopted by the Metropo]itan Council in June 2005 is the metropolitan system plan for regional recreation open space with which local comprehensive plans must conform. This system statement summarizes significant elements of the metropolitan system plan and highlights those elements that apply specifically to your community. In addition to reviewing this system statement, your community should consult the entire 2030 Regional Parks Policy Plan, the 2030 Regional Development Framework and other pertinent regional planning and policy documents to ensure your community's local comprehensive plan and plan amendments conform to the metropolitan system plans. A PDF file of the entire 2030 Regional Parks Policy Plan, the 2030 Regional Development Framework, the Local Planning Handbook and other regional planning and policy documents of the Metropolitan Council are avai]able online at the Metropolitan Council's website: httD:I/www.metrocouncil.org/planning/framework/timeline.htm. To meet the needs of the region in 2030, the 2030 Regional Parks Policy Plan includes the following changes to the current regional parks system. ./ Designate two existing county parks and three trails as "regional." . In Washington County, Pine Point Park . In Ramsey County, Tony Schmidt Park · ]n Ramsey County/St. Paul, three regional trails - Trout Brook, Summit Avenue, and Lexington Parkway ./ Acquire and develop three new parks. Search areas include: · Northwestern Anoka County · Empire Township in Dakota County. Please note that the Metropolitan Council approved a park master plan and a boundary for the park has been established. · Blake]ey Township in Scott County ./ Acquire and develop seven new trails. Search areas include: · The Crow River, in Carver County and Three Rivers Park District · Both a north/south and an east/west trail traversing Dakota County · An east/west trail traversing Scott County · In Three Rivers Park District, a trail connecting parts of Baker Park Reserve; a trail connecting Baker and Crow-Hassan Park Reserves; and a trail connecting Crow-Hassan and Elm Creek Park Reserves ./ Acquire land within the current boundaries of 30 existing parks and four trails. ./ Acquire natural-resource lands adjacent to six existing parks and six existing trails. Pol To meet the needs of the region beyond 2030, the Council proposes four new regional parks or reserves and three new trails be acquired. These parks and trails would not be developed until after 2030, but the opportunity to acquire them will likely be lost if the lands aren't identified and purchased before 2030. The goal is to complete the acquisition of the regional park system and secure opportunities for future generations. Search areas include: ./ Parks - Miller Lake area and Minnesota River Bluff and Ravines in Carver County; southwestern Dakota County; and Cedar Lake area in Scott County. ./ Trails - northwestern Anoka County; central to south Carver County; and Minnesota River to Spring Lake in Scott County. P-2 Figure I: All additions and changes to Regional Park System Plan Figure 1 Regional Parks System Stafeme-nt .)(11,/2005 2030 Regional Parks Policy Plan n4KO'~A Stlpin CJ::::::.:r:::r:.: ..._..____r ..."...." ~,SWD.9kO!aSftiNt:IlAI"H :113;<;" ..""., "" fWgional Pllfks..a,,;:tlA.re.as~ R~IOI1,,1 lull SOSlH:h Cauldor$. o o BoYn1I(llyAdiClStm~111 BOfmd3<yAdj...>trrnnt Parks and PraI!'fV"" F<;KliJmlUlnd F'!:;val"fk.n-Pr"fit ReOional S1:lI11L3nd Ln~%a"dMajorRr'''15 2G20MUS,l., fWrogni!ir", <>fR('g~MI SlalllS R.l<"Ollnillo'lof R09"'r'I31S!atL.O;; ':;...md' ,,~ N<<wUnrt NQwUnrt RlI!9ionalTfails: E)lstll'q Pbnnoo F'fopo:",d Slate Exi:sting CfHHldl _ Com,..,,,,,,,",,,,,,," C<Hl'Ir.>l~I"'ll IN< Sy~Nm P-3 1. Regional Park System Plan Considerations Affecting Your Community Regional parks and trails in your community The following regional parks and trails within Maplewood as contained in the adopted 2030 Regional Parks Policy Plan are listed below. Table I: Regional Parks and Trails in Maplewood Regional Park or Trail Unit Master plan boundary of Master plan boundary is not Name unit is set. Comprehensive set. Comprehensive plan plan should acknowledge should acknowledge general boundary location with final boundary or alignment subject to park or trail master nlan Battle Creek-Indian Mounds X Regional Park Phalen-Keller Regional Park X Bruce Vento Regional Trail X Afton Bluffs Regional Trai] X Battle Creek-Indian Mounds Regional Park - This is an existing regional park with an established park boundary. The park boundary as shown in Figure 2 should be acknowledged in the city's comprehensive plan. Greg Mack is the contact person for Regional Park System facilities in Map]ewood. He can be reached at 65] -748-2500. Phalen-Keller Regional Park - This is an existing regional park with an established park boundary. The proposed park boundary as shown in Figure 2 should be acknowledged in the city's comprehensive plan. Greg Mack is the contact person for Regional Park System facilities in Maplewood. He can be reached at 65] -748-2500. Bruce Vento Regional Trail ~ This regional trail is partially complete and open to the public. The section in the northern part of the city of Map]ewood is to be completed in 2005. The trail alignment as shown in Figure 2 should be acknowledged in the city's comprehensive plan. Greg Mack is the contact person for Regional Park System facilities in Maplewood. He can be reached at 651-748-2500. Afton Bluffs Regional Trail- This is a proposed trail that would connect Battle Creek-Indian Mounds Regional Park to the east with regional park facilities in Washington County. No master plan has been prepared for this trail yet. Consequently_ the general trail alignment as shown in Figure 2 should be acknowledged in the city's comprehensive plan. Greg Mack is the contact person for Regional Park System facilities in Maplewood. He can be reached at 65 I -748-2500. P-4 State lands The Gateway State Trail, lTIanaged by the Minnesota Dept. of Natural Resources provides outdoor recreation opportunities and natural resource conservation for the public and is considered part of the regional recreation open space system. This facility as shown in Figure 2 should be acknowledged in the County's comprehensive plan. For more information about this DNR site call 65] -296-6] 57. Figure 2 shows the location of all parks and trails listed above in Maplewood, plus any parks and trails adjacent to the city's border. P-5 Figure 2: Map of Maplewood with regional parks and trails in the city and adjacent to the city Figul'e 2, Regional Parks System Statement Map .ju;y2005 Maplewood Elmo Oakdale ",,,,i, Lake elm Do(Jgti Mil~~ o o !Wvr'd"f)'A<.\j<.:'.;lmcr,1 Parh""dP,,,,,,...,,,,,, FIlONulLanli P1ivOl1" Nm..P",lit R"\lK>n<ll ~t;.t(>L"f1(1 l'i.",n"'ltb,NV'.t', + R/t9;Oflal Palk S~""t(;h A...~~ . 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