PL 10/03/1973 - 7468.
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A G E N D A
PLANNING COMMISSION MEETING OCTOBER 3, 1973 8:00 P.M.
CALL TO ORDER:
ROLL CALL:
l. CONTINUED: JOHN DOYLE REQUEST: 6305 EASfi RIVER ROAD
2. COMPREHENSIVE PARK PLAN
(Received under separate cover)
3. CREEK AND RIVER PRESERVATION MANAGEMENT ORDINANCE
(Received under separate cover
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NEIGHBORHOOD 1970 POPULATION
� 1
2
3
4
5
6
7
8
9
10
11
' '` 12
13
14
15
16
17 F� 18
19
20
21
22
23
�24
25
26
27
2$
TOTAL
1756
701
73
296
386
147
1559
318
232
0
20
242
346
2081
2554
330 8
3088
4257
972
223
. 80 (est.)
675
311
767
45
3035
1599
29233
NEIGHBORHOOD RECREATION AREAS
MAXIMUM
PROJECTED
POPULATION EXISTING
as of comp. RECREATIONAL
p_lan changes AREAS (Acres)
2300
1700
500
300
750
150
2 700
350
1000
2500
3000
250
350
3000
3800
3300
3100
5000
1200
0
0
1000
500
1000
300
7500
1600
47650
Parks Schools
11.0
3.6
0.0
2.1 5
0.0
6.0
17.8 4
0.5
0.2
0.0
120.0
3.0
1.9
3.1
5.5
6.2 4
127.3 6
34.8 49
1.7
0.0
0.0
0.0
14. 3.
10.9
21
39.4 31
0.5
430.8 99
RECOMMI�IENDED
NEIGHBORHOOD
RECREATIONAL
ACREAGE
PRESENT FUTURE
2.4 4.6
1.4 3.4
0.2 I.0
0.6 0.6
0.8 1.6
0.4 0.4
3.2 5.4
0.6 0.8
0.� 2.0
0.0 5.0
0.1 6.0
0.4 0.4
0.8 0.8
4.0 6.0
5.0 7.6
6.6 6.6
6.2 6.2
8.4 10.0
2.0 2.4
0.4 0.0
0.2 0.0
1.2 2.0
0.6 1.0
1.0 2.0
0.2 O.b
6.0 16.0
3.2 3.2
TABLE A
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INTRODUCTION
An increasing number of leisure hours are available to most of the
population. Much of this increase is due to shorter working hours,
earlier retirement and a greater life span. This situation has put a
greater demand on recreational facilities. Greater densities of popula-
tion near cities and the desire of individuals to change the tempo of
their lives through recreation also strains the ability of recreation areas
to provide the desired services. �
The recreation needs of the population may be served by public,
private and commercial facilities. Recreation may occur in many areas in
the daily experiences of people; pausing at a pedestrian plaza while shop-
ping, lunch� on a park bench, or working in a pleasing environment. This
plan will deal primarily with public provided recreation facilities.
This plan is a supplement to the Comprehensive Development Plan
adopted on July 2, 1973. The.Plan is a guideline to aid future decisions
about, and the establishment of: priorities for acquisition, provision of
service and to measure effectiveness of existing programs and facilities.
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GOALS OF RECREATION
An understanding of the role �that recreation plays in contributing to
mai►'s environment can assist in the decisions for providing of recreational
opportunities. Recreation can provide enjoyment and aid in creating an en-
vironment for mature, well adjusted persons, capable of making their maximum
• contribution to society. More specifically, recreation can assist the devel-
opment of:
1. Physical health - by not only providing for, but encouraging the
use of the physical activities and programs.
2. Mental health - by using recreation as a release from the pressures
. of everyday life. .
3. The social adjustment of the individual - by encouraging social
interaction through recreational activities.
4. Intellectual and aesthetic expression - by providing programs and
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' facilities that enhance creative expression and environmental
appreciation.
A.balance of the above characteristics should be maintained.
OBJECTIVES OF THE PARKS AND RECREATION PLAN:
The following objectives direct the implementation of the recreation goals.
The plan attempts to realize the goals by assisting to:
" 1. Provide sufficient space for recreational purposes.
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2. Provide a diversity of recreational opportunities for all ages.
' 3. Facilitate�traffic circulation (access) for recreational purposes
(reducing time and distance traveled as much as possible).
� 4. Provide a safe enYironment for recreation.
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Gt3IDELINES
The plan uses specific standards or guidelines to implement the above
- objectives. These guidelines are not hard and fast, but are used as a
quide to evaluate parks and recreation needs. It should be stressed that
these standards are minimum and should be exceeded when ever- possible.
. General guidelines, commonly used to determine park area:
l. 1 acre of park per 100 inhabitants is used to determine the total
provision of park areas within a municipality.
2. 2 acres of park per 1,000 inhabitants is used in determining the
provision of parks within a residenti al neighborhood.
3. 2 to 3 acres per 100 inhabitants for open.space and special use
areas usually provided by counties, state or federal governments
serving a large population.
' 4. l00 of the land area of a new residential development be used for
• recreation purposes.
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Acreage alone does not assure a well balanced recreation system. A
proper relationship in size, type and location of different park and recrea-
tion areas is desired. To achieve this balance, recreation areas are classified
and guidelines are established to aid in determining how recreation needs
" can be met, and to aid in evaluating existing site potential. The standards
for each type of park include: the size range, the service area-which is
the maximum recommended distance to travel to the park, the population range
of the area served, the generalized activities and/or facilities each type
of park can offer-depending on the characteristics of the areas served, and
� the preferred location.
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MINI PARK: size-less than 1-1/2 acra; service area-1/4 mile (primarily
walking to and from parks); population-300-1,000 (ratio of 1 acre per 1,000
people); activities and facilities-park could provide a children's play area,
a small scale athletic area, self-expression areas or passive open space uses;
preferred lacation-in high density areas where land is expensive and it is
� impossible to obtain larger park coverage.
NEIGHBORHOOD PARK: size-l-1/2 to 10 acres; service area-1/2 mile (walk-
ing and bike riding, a longer walking distance than Mini Parks is due to the
attraction of a larger park with more or larger scale facilities); �opulation-
S00 - 3,000 people (ratio of 2 acres per 1,000 people); activities and facili-
• �ties-park c�ould provide children's play area, passive recreation area (for
quiet activities, arts or relaxation), both open space for informal free play
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and formally designated areas for a wide range of athletic uses; preferred
location-adjacent to an elementary school to maximize facility use, avoiding
• main streets, industrial sites, railroads and other hazardous areas.
CITY WIDE: size-10 to 25 acres; service area-2 - 5 miles (bicycle and
automobile travel); p.opulation-10,000 - 50,000; activities and facilities-
park could provide those facilities offered by Mini and Neighborhood Parks,
plus large s.cale intensive and passive recreational activities, and parking
'' facilities; preferred location-near the center of the City, adjoing a junior
or senior high school, and near a secondary or major street intersection for
easy access.
REGIONAL P�K: size-20 or more acres; service area-S or more miles;
population-more than 30,000; activities and facilities-park can have the ser-
vices of the smaller parks, plus an area of natural quality for nature oriented
activity or an area of historic significan� p_referred location-in the center of
or easi ly accessible to maj or population areas .
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LINEAR PARK: area developed for one or more modes of recreational
travel such as: hiking, biking,cross country, skiing, canoeing,driving,
etc. size-sufficient width to provide maximum protection of resource and
maximum use, sufficient length to accomplish purposes; activities and
facilities-utilize manmade and/or natural linear resources such as: utility
corridors, rights of way, drainage way, bluff lines, vegetation patterns
and roads; preferred location-where linear resource occurs, link components
of recreation system, link other community facilities such as: schools, li-
braries, and commercial.areas.
SPECIAL USE PARK: an area providing a single purpose recreation
activity.
Other guidelines useful in achieving the objectives of this plan are:
1. Safety: recreational travel (vehicles or persons going to and
from parks plus recreational touring inside and outside parks) should be made
' as safe as possible by minimizing conflict of recreational travel with other
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vehicles. Use of sidewalks, pathways, bike routes, or motor vehicles park-
ways can increase s afety and enjoyment. Safety in park use can also be in-
creased by maximizing safety as well as enjoyment, while providing recreational
facilities. Separating by distance or screening off can reduce injuries from
"spill-over" of differing activities. Minimizing use of hard rough surfaces
or sharp objects can also increase safety.
2. Access: In addition to safe access as discussed above, provide easy
access to p arks for all citizens utilizing as many scenic areas as possible.
3. Lighting: Lighting of park areas both for specific activities and
the park overall, can extend use and reduce vandalism.
4. Indoor facilities: Use of indoor recreational facilities can permit
recreational activity Which would otherwise be restricted or prohibited by
' weather conditions.
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S. School facilities: Many of the facilities of schools can be used
� to provide for recreational activities for students and the general public.
, 6. Activities: Attention should be given to providing as many
recreational activities as is feasible to answer the varying recreation
demands. The generalized facilities which could be offered in the several
types of parks was presented previously. Consideration must be given to
the social factors of users as well as physical site characteristics. Emphasis
should be placed on answering recreational needs in the design of existirig
p arks .
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INVENTORY AND ANALYSIS
In order to plan recreation services, the existing conditions affecting
recreation use are inventoried, a projection of the future conditions is
made, and the results are analy.zed and planning implications are made. The
factors affecting recreational use that are included are: population, recrea-
tional facilities and activities, na*.ural charateristics and traffic circulation.
The base area used to present data on the recreation factors is the residential
neighborhood. These are areas which are bounded by major traffic barriers or
other non-residential area through which access is restricted or prohibited.
This includes: bodies of water, industrial property, major streets, and rail-
roads . �MapA)
NATURAL CHARACTERISTICS: The natural characteristics of the City are
described in the Comprehensive Development Plan. The recreation facilities
' and activities provided are affected by these natural characteristics. Climate
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has an effect on the type and amount of recreation facilities to be provided.
The length of the winter season, intensity of cold in winter and the amount
of rain and snow in this state encourages the use of indoor facilities to
supplement outdoor facilities and provide recreation activities year round.
Land topography affects the amount and location of recreation areas to be
provided. Areas that are steeply sloped, rocky or marshy may be unbuildable
but are suitable for parks.� Presence of attractive natural features, water
courses, wood lands, or hilly areas may determine the locatinn of parks.
As the City grows, open space suitable for parks will become more scarce. It
is important to abfiain as soon as possible the land that will eventually be
• . needed for recreational uses.
POPULATION: Existing and projected future conditions. Fridiey's
� growth pattern reflects the nation wide trend of suburb an growth. This
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growth is expected to continue. If recent trends continue and present resi-
dential zoning remains unchanged, the population should reach 39,000 by
1980 and reach a peak of 44,000 by 2010. The City's Comprehensive Plan sug-
gested several changes in land use from single to multiple family dwellings
to reflect reeent trends in new housing and the development of larger diversi-
fied centers nearby. If these suggested changes are implemented, the
population could reach a maximum of 47,650 persons by 2010. To maintain and
enhance the quality of life, recreation areas should be acquired and developed
to provide for the increased recreation demands. It is important to under-
stand where the population is distributed. And as recreation demands and
ability to get to and from parks differs with age, this information is
shown. by neighborhoods. Each neighborhood is numbered and the data on the
map includes the neighborhoods total 1970 population, the percentage of the
population in each of five age groups. These age groups listed top to bot-
• tom are: 0-5 years, 6-15, 16-24, 25-65, 65 and over. Trends indicate that
the percentage of youth in the total population of Fridley is decreasing
and is expected to continue decreasing into the future. The estimated maxi-
mum population figures for each neighborhood, derived from trends, in housing
types and city-wide growth rates, is compared with some of the guidelines
for the amount of park area within a neighborhood. (Table A). The Planning
Implications: The age distribution of the population in a neighborhood
affects the recreational needs of that neighborhood. This is one factor to
be considered in providing recreational service to a neighborhood. Another
factor is comparing the guidelines with both the existing and projected
future population to suggest the desired park area in a neighborhood.
PARKS AND RECREATION SERVICES; EXISTING AND PROJECTED FUTURE CONDITIONS:
The recreation needs of the City are provided by the public parks, schools,
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and commercial recreation faciliti�es. The facilities and activities
of the parks and schools are inventoried (Chart A). The Chart classifies
the parks according to the guidelines, giving the sizes and services. The
city wide park coverage serves present needs. The 431 acres of parks
exceeds the one acre per 100 population guideline. The schools provide
some of the functions of neighborhood parks. Though the primary use of
�he school's recreation facilities is by students during school hours, the
City's Park and Recreation Department uses some of the facilities after
school hours for the recreation programs. Some of the schools facilities
used include gymnasiums, playgrounds, and ballfields. In addition to for-
mal programs of the City's Park and Recreation Department, the outdoor
school facilities are used by nearby residents for informal recreation.
, Other recreation facilities available to the public include the County owned
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year-round ice arena and library. A new library building is being planned
which will greatly increase that facility's service. There are also several
commercial miniature golf courses, a golf driving range, and a bowling alley.
A YMCA is also being planned to be located on County Highway 132 and State
Highway 46. The City provides supplementary park land by leasing property
for recreational use. Burlington Northern Park and a section of Gardena
School property are leased at the present time.
The service areas of the parks and schools (map) show the recommended
maximum travel distance to a recreation area. The varying distances as set
forth in the guidelines reflect the size of the park, the facilities and the
mode of traveling to and from the park. Included on the map are service areas
of (Map B) mini-parks and (Map C) neighborhood parks. The service areas of
, the larger parks generally extend beyond the City's boundaries. Some parks
and school. in adjaceni municipalities are near enough to Fridley to provide
some recreational service. These areas are located on Map C.
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Most large parks provide some services of smaller parks in addition
to their own, so these larger recreation areas show several different service
areas. The service area of a particular park often extends across a major
barrier. Because a barrier restricts crossing, a residential area is not
considered to be served by that park if the park is across a major barrier.
Some neighborhoods are�ervedby parks or schools in adjacent municipalities.
The service areas of these parks are also indicated on the map. The recreational
needs of a residential area then should be served by a park within its own
neighborhood. When specific facilaties for a particular park are being plan-
ned care must be taken to complement, but not duplicate private recreational
facilities on residential lots in the surrounding neighborhood. The map shown
residential areas not served by parks. These areas are ei�her beyond the
service distance or separated from a park by a major barrier.
. Ttiere are some indieations that family-oriented and individual
activities are increasing in importance. To further plan for this recreation,
studies should be made to determine the existence, and direction of any shift.
Also, many new types of playgound equipment have been developed to stimulate
imaginative and creative play:
PLANNING IMPLICATTONS: A comparison of existing recreation facilities
with the service areas and present and projected population figures gives an
evaluation of the recreational service available to a neighborhhod. From
this information �he recreational needs can be better planned for. The City
has a favorable amount of recreational areas overall. However certain neigh-
borhoods a're noi well served by recreation areas. An effort should be made
to improve the neighborhood coverage of recreation areas.
CIRCULATION: The major mode of transportation is and will most likely
, continue to be the automobile. Because of its dominance in our socity, the
circulation system is sometime overwhelming and creates majQr barrier problems
to other modes of travel.
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In looking at the existing automobile circulation system in the City
of Fxidley two points are qui�e obvious. •
1. The City is well dissected by four high volume, high speed
automo�ile corridors which create severe barriers for local
circulation as well as for recreation service. It also has
a tendency to breakr.own neighborhood interaction for recrea-
tional facility use.
2. It provides an efficient system of transportation in providing
access for the City's residents ta outside regional and State
parks as well as directing incoming traffic to regional parks
within the City.
There are other barriers within the City, although for safety reasons
are less foreboding, they are deterrent to easy circulation and create a
separation of services. Some of these b arriers are Rice Creek, railroad lines,�
� large tracts of non-residential areas and major streets and highways.
In order to provide an efficient park service system it is necessary to
try to breakdown these b arriers as much as possible in order to facilitate
safe traffic circulation and access throughout the entire City.
Providing easy access for all modes of transportation is very much a part
of a parks and recreation circulation system. Bicycling is becoming an in-
creasingly important recreation activity. Present bicycle ownership in the
United States is fast approaching 100 million as compared to 64 million in
1965. In �971 between 150,000 to 200,00 bicycles were sold in the 'Itvin Cities,
nearly doubling the number sold in 1970. Of these bicycles 65% were adult
bicycles. If these present trends continue (which they are likely to) t�:e
bicycle will become a major mode for recreational as well as per s�nal use.
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Because of this increasing importance, it will be necessary to provide
facilities that will stress safe travel of the bicyclist as well as provide
more facilities in our parks and at the major traffic generators for the
use and storage of the bicycle.
The pedestrian is an important part in the provision of neighborhood
facilities, such as parks, schools, churches, neighborhood shopping facili-
ties, etc. Yet very little in the way of safe circulation facilities has
been provided for him. The City is presently following a 5-year sidewalk
program which will provide walkways along some of the major traffic carriers
but more are needed in order to provide a safe pedestrian system for access
to recreational areas.
At present children make up the greatest percentage of pedestrian
traffic. It is therefore necessary to establish a safe pedestrian system
that can-function both as circulation to and from schools, churches, and
parks as well as a recreation facility by itself. Recreation activities,
particularly by small children, can take place on sidewalks without the
dar�ger of motor vehicle traffic on the street. Sidewalks can also enhance
neighborhood interaction. Encouragement of walking instead of driving
greatly increases the likelihood of neighbors getting acquainted.
Motorcycles and off-the-road vehicles (ORV) are rapidly increasing in
popularity. These include, but are not limited to motorcycles, mini-bikes,
trail bikes, and snowmobiles. Those vehicles that are licensed and are driven
by licensed drivers are permitted to use the streets. Snowmobiles are per-
mitted to use streets only to travel to and from designated snowmobile areas
in North Park and Locke Park and on Moore Lake�and Locke Lake. A great
deaT of the use of these vehicles is off-the-road, and by drivers of all ages
Such use, with the exception of the aforementioned snowmobile areas, are
limited to private areas. Few vehicle owners have sufficient property to use,
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so they use large privately owned areas. Development of these open areas
or the property owner's opposition to ORV use will eliminate a great deal
of ORV recreational use. Additional studies should be made to determine
demand and public acceptance of ORV use, and whether such a facility
should be provided by public agencies.
� If an area�was designated for ORV use, neighboring residents should
beprotected from the noise and dust created by ORV use, the damage to veg-
etation should be minimized, and the safety factors of traveling to, from
and within the designated area should be considered. ORV trails could
assist access and one way trails and no intersections could limit injuries
• �within the�area. Few facilities for ORV use exist in this area. Cooperation
with other communities for establishing several ORV areas would limit over-
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crowding of one area.
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PLAN PROPOSAI,S & RECONIMENDATIONS
REVIEW OF P'LANNING IMPLICATIONS:
To evaluate the amount of recreation area, a comparison was made of the service
areas of existing parks and the present and projected population figures for the
area being considered. The guidelines of the plan were then used to determine
the amount of recreational land desired. Though the overall amount of recreat_ion
areas in the city is satisfactory for the present population, a trend towards
more time spent on leisure activities and a growing population will increase the
strain on the existing land. Certain neighborhooda not well served by recreati;on
a�eas need either acquisition of additional land, or better access to existing
recreation 'land.
The natural characteristics of the city, climate, terrain, vegetation, and
wildlife should be fully considered in providing theamount and type of recreation
facilities.
More information is needed about the kind of recreation program and equipment
people prefer. Especially what types of recreation peop].e would choose if
various opportunities were available to them. Differant types of recreation
programs and equipment might be experimented with and use of leisure time studied
Co better determine recreation tastes and preferences.
� Though major streets enhance access to some recreational areas, it is
often necessary for a person traveling to and from recreational areas to cross
these heavy traffic corridors. These conflict points should be minimized
whereever possible. An attempt must bemade to provide a transportation
alternative for everyone utilizing differe-�t modes of travel and not just special
facilities for a special group,
CIRCULATION SYSTEM PROPOSAL: The planning implications suggest that the servi�
provided by recreation areas can be increased by improving the ease and safety
of access to these areas for different modes of travel.
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The various modes of transportation are often used strictly for recreation. In
making recommendations for a recreational travel system; it is advisable to
incorporate these recommendations in the total circulatian system,
The comprehensive development plan adopted July 2, 1973 discussed the
city's transportation system. Automobile access to parks is well served by the
extensive streets. They do little_to encourage travel by any mode other than
the automobile. At present pedestrian and bicycle traffic in most areas of the
city must share the roadway with motor vehicle traffic. The increasing use of
bicycling and walking for many purposes in addition eo recreation has increasel
the conflict with motor vehicles. A.system of bike routes and walkways is proposed
to separate mo�es of traffic. The system connects schools, parks, churches, and
business areas minimizing conflict with other modes, using scenic routes whenever
feasibleo
The routes of the bike way, mapD were chosen in an attempt to provide the
best service activity centers, and the best enjoyment and safety. As public
interest in the bike way system increases, opinions on specific routing will be
encouraged,
Separating bicycles from other traffic can be accomplished in several ways.
An exclusive bikeway or path minimizes interaction and conflict with other modes
of traffic. The bikepath is the optimum facility for cycling whether for transrb rt
or recreation, most often located in parks, linear spaces such as railroads
utility right-of-ways or levees, or on river banks. The Metro Council proposes
a bike and predestrian trail along Rice Creek as part of a Metro-wide trail s}stem,
using exclusive bikepaths as much as possible.
Bikelanes are semi-exclusive bikeways where cost, space or other considera tions
make bikepaths prohibitive. Bikelanes are designated lanes on existing streets,
thus eliminating constru ction costs. If properly established and publicized
bikelanes can greatly encourage bicycling. Low pylons, curbs or painted stripes
on the roadway with signs at the side of the road usually designate bikelanes.
. Ruducing or eliminating parking along bikelanes would increase the safety of
the bikelane through better visibility between cyclists and motorist and
reducing conflict between cyclists and pedestrians near parked cars.
Though the city has a limited amount of sidewalks, these sidewalks are not
of sufficient width to han�le bikes and pedestrians. The feasibility of shariig
sidewalks is also affected by the volume of pedestrian and bicycle traffic.
As a result of these factors , sharing of these sidewalks by pedestrians and
cyclists �s not recommended. �
Alternative means to provide for bicycles at crossings and intersections
are: grade separat�d for heavily traveled streets and high b.cycle.usage; at
grade non-channelized �ow motor vanieie-and-bicycle �zol�m� and the.proportion...
• � of motor vehicle traffic consisting of turning vehicles is low; at grade
channelized for bikeways approaching an intersection alongside the curb, channelizing
stripes may provide a shleter for cyclists. Offsetting the bikeway crossing
15 - 30 feet from the intersection can reduce conflicts between through cycle
traffic and, turning vehicles. With an offset crossing neither motorists nor
cyclists must turn their heads more than 90' to see approaching vehicles. The
at grade channelized crossing method is recommended for most intersections in
the proposed bikeway for Fridley. A grade-separated crossing is recommended
�for the Rice Creek�Metro-Wide bikeways utilizing the box-culverts below the .
roadways as crossing points.
The recommended widths of bike lanes are 3� feet for one lane, 62 feet
for two lanes. This allows for bike width and maneuvering. Approximately
7� feet should be allowed for wverhead clearance.
. Bikeways require surfacing standards of smoothness and hardness ot least
as high as for �he automobile riding on rough, churchholed pavement or
gravel is far harder on bicyclists than on car drivers. A hard-packed dirt
trail may be sufficient for casual recreational riding, but if bike riding
under various conditions is the object, a paved bikeway is necessary. Aspalt
surfacing is recouunended, due to the relative inexpense in construction and
maintenance, for the areas of the proposed bikeway that do not utilize paved
streets.
Demarcation and Signing on bikeways, warn of hazards, establish right-of-ways,
exclude conflicting use of bikeways, and warn noncyclists of the presence of
cyclists. Signs designating the route of bikeways should be at all decision
points. Notifying motorists of a bikeway should be made not less than 50 feet
before encountering the bikeway. Cyclists should be warned of hazards such as
sewer grates at least 50 feet before the hazard and the hazard should be outlined
by warning stripeso Bike crossing at street intersections should be designated
by signs and warning stripes on the pavement.
The cost of a on-street bikeway having a painted stripe designating-the
bike lanes, several street messages (routing or warning information), two or
three signs and installation charges plus cross stripes at street intersections
would be approximately $140.00 per long block or $1120.00 per mile. 22 of
the 30 miles of proposed bikeways are on street bikelanes. The cost of exclusive
bikelanes requiring paving�at $3000 per linear foot for a 62 foot wide aspalt
bikepath is approximately $15000.00 per mile including any necessary signs and
crossing points. Total cost of the presently proposed bikeway system will be
approximately $150,040.00 subject to 10-15% annual escalated costs. Financing
alternatives include: local budgeting for bikeways, local capital improvement
bonds; statewide programs encouraging bikeways are underway, financing of
developement is limited; several federal programs providing SO-66% of development
costs of bikeways exist through Open Space and Legacy of Parks programs (HUD)
, and land and water conservation funds (BOR), At the present time the availability
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of federal funds is limited with priority given to bikeways of regional
impact. Coordination is occuring with neighboring communities on bikeways
which should improve the regional impact.
Pedestrian walkways following the bikeway routing are proposed. Of
particular importance are pedestrian crossing at major carriers. Traffic .
signals with pedestrian lights are located at most busy intersections. The
barrier to pedestrian access to parks, schools and other activity centers is
reduced by these traffic signals for all but small children who aren't likely
to cross busy streetsa The area served by a park can then be extended across
a traffic barrier if traffic signals or even a pedestrian bridge are provided.
Volumes of motor vehicle and pedestrian traffic should continually monitored
to determine the necessity for additional pedestrian aids.
NEIGHBORHOOD STUDIES: As indicated in the inventory and analysis section
of this plan, Fridley has a favorable ratio of parks per population considering
the overall coverage. However, certain neighborhoods are not well served due
to excessive distance from parks or the presence of a natural or man-made
barrier which denies access to a park from a neighborh�a�d. MAPS BAND C show
the neighborhoads ox sections thereof that are lacking ssrvice by a park. To
. improve the service to a park using various means to impxove access to parks
is the least complex method. The use of traffic signals with pedestrian crossings
is sufficient for all but small children. The traffic signals which aid acce$
to parks are shown on Map Co For neighborhoods which are across traffic barriers
from parks a pedestrian bridge could be provided or a mini-park located within
the neighborhood to provide easily reached recreation areas for small children.
In planning the provision of facilities in each park a Stuay of the usage
and effectiveness of the present programs and facilities is needed. The recreation
desires of a cross section of all potential park users�should be obtained, and
considered along with the site characteristics of each park and the costs of
development to most effectively plan the development of each site.
Neighborhood 1 is bound by the Mississippi River, East River Road and
Oak Glen Creek. The present amount of parkland satisfies the recommended
acreage for both the 1970 population of 1,756 and the maximum projected popu-
lation of 2,300. However, the Southern part of the neighborhood is lacking
in nearby parks. Access to a neighborhood park South of Oak Glen Creek
could be accomplished by providing a walkway-bike route over the Creek along
the East River Road right-of-way. To avoid conflict with traffic on East
River Road, particularly by small children, a mini-park could be provided.
Of several possiblilities for such a park, perhaps the best solution would
be to obtain a mini-park on the public land held by the St. Paul Waterworks.
The proposed bike route-walkway runs along the only section of river front
road in Fridley, Riverview Terraee, then along Alden Way to.East River Road
and Oak Glen Creek. Access to Riverwood School is improved and through the
rest of the proposed system, improved access to the other activity centers
in :the city.
Neighborhood 2 is located between East River Road and the railroad,
extending South from the City limits to the industrial area along 77th Way.
The amount and location of parks in the neighborhood satisfies the present
and projected population, expected to grow from 701 to 1700. An apartment
complex has a recreation area for the residents which supplements the public
recreation facilities. The proposcd bike route-walkway connects this neigh-
borhood with North Park and the rest of the city. A bike and pedestrian
crossing of the railroad at the Northeast corner of the neighborhood is
recommended for the system.
Neighborhood 3 has no recreation areas to serve the small population
there (73 in 1970). To serve the present population, improving the safety
of the crossing at East River Road and Osborne Road (part of the proposed
bike route-walkway system) will suffice. Any change in the type of housing
from single to multiple family units, should include in a new housing devel-
opment, recreation areas for the residents. This, along with improved cross-
ings at traffic barriers, should satisfy recreation needs.
Neighborhood 4 is bound by the Mississippi, East River Road, Oak Glen �
Creek and Girl Scout Camp Lockeslea. The population of the area, expected
to remain �t the 1970 level of 300, is well served by recreation areas. Link-
age to the proposed bike route system is at Oak Glen Creek and East River
Road and crossing East River Road at 71st Way.
East River Road, the railroad, Osborne Road and Locke Lake are the
boundaries of Neighborhood 5. The population of 386 in 1970 could reach a
projected maximum of 750. The neighborhood has no park land within it, although
.several recreation.areas are located across barriers from the neighborhood.
The Metro Sewer Board owns a lot on Hickory Circle which could provide mini-
park service. The city is proposing to acquire several lots North of Hickory
Drive which could be developed into a neighborhood type park. The bike route-
walkway system proposes to use Hickory Drive and Circle from East River Road
to the railroad right-of-way, then South to Rice Creek and Locke Lake, joining
the proposed metro-wide trail sytem and the system to the rest of Fridley.
Neighborhood 6 is located on the Mississipi, West of East River Road,
between Camp Lockeslea and the Anoka County Mahnomen Park. The neighborhood
has a sufficient amount of park land to serve its population which is ex-
pected to remain at the 1970 level of 147. Linkage to the metro-wide bike
route and walkway is in Mahnomen Park.
Neighborhoad 7 extends from Mahnomen Park South of Interstate 694 between
the river and East River Road. The population is expected to grow from the
1970 total of 1559 to a maximum projected 2700. The City recently acquired
a mini-park on 64? Way which in addition to existing recreation areas, satis-
fies the recommended amount and location of recreation areas. Also, several '
multi-dwelling complexes provide small recreation areas for their residents.
The bike route-walkway proposal followed Riverview Terrace between Mississippi
Place and Stevenson School. The route crosses East River Road at two points,
Mississippi Place and 61st Way. Increasing the safety of these crossing
points is recommended. Striping the bike route crossing lanes with signs
warning East River Road traffic of bike and pedestrian crossings would help
greatly.
Neighborhood 8, located between East River Road, the railroad, Locke Lake
and Mississippi Way, has a relatively stable population of about 350. Park
land is limited to a mini-park. However, this park provides access to Locke
Lake, which provides aquatic activity for residents in the neighborhoos not
having lakefront property. Also the proposed bike route-walkway system should
provide safe, easy access across the barriers to parks in adjacent neighborhoods.
Neighborhood 9 lies South of Mississippi F9ay between �ast River Road and
the railroad. The present park land is not adequate for either the present
population (232 in 1970) or the projected maximum of 1000. Improving the
access to recreation areas in adjoining neighborhoods, particularly across East
River Road, is in the bike route-walkway proposal. An increase in the popu-
latian of the neighborhood would warrant acquiring additional parkland. The
remaining open areas however are anly at the extreme South and on the East side
of the neighborhoos along the railroad.
Neighborhood 10 lying South of Interstate #694 along the Mississippi
River is at present undeveloped. Development of residentially zoned land
should include recreation areas to satisfy the neighborhood needs. A river
front bike route and walkway is proposed, and could be included with development
of the neighborhood. � -
Neighborhood 11 extends from North Park south to Osborne Road between
the railroad and University Avenue. Development of the area for residential
use could include provision of recreation areas by a developer. This added to
the existing recreation area would satisfy the recommended amount of recreation '.
area for this neighborhood. The proposed bike route-walkway paralle.ls the
railroad along a street easement, and also along the south and east sides of
North Park which could also be routed through North Park.
Neighborhood 12 bound by Rice Creek, the railroad, and University Avenue
has a relatively stable population of 250. The existing recreation area is
of sufficient size for the neighborhood. Part of the metro-wide trail rings
the neighborhood, extending from Rice Creek north on a service drive beside
University Avenue to 69th Avenue then to the north of Plaza Park and south
along a street easement to Rice Creek.
Neighborhood 13 located between Rice Creek and Mississippi Street and
between the railroad and University Avenue. The existing park is of sufficient
size for a population that is expected to remain at about the 1970 level of
346. The bike route-walkway is proposed on the service road beside University
Avenue, along Mississippi Street and on the street easement paralleling the
railroad linking the neighborhoods north and south of Rice Creek.
Neighborhood 14 lies south of Mississippi Street between the railroad
and University Avenue extending south to Highway #694. The parks are located
such as to permit easy access from the neighborhood. However they may be of
insufficient size for the population (2081 in 1970). The usage of the existing
parks should be studied to determine if a need for more parks exists. If the .
population of the area increases, additional recreation area is recommended.
The bike route-walkway improves access to the schools and other activity centers.
The route runs on Mississippi Street and 61st Avenue from across the railroad
to University, and on 57th Avenue and on Main from 6lst to Interstate #694.
Neighborhood 15 is bound by the industrial area along Main Street,
University Avenue, Interstate #694 and the City limits. T'he 1970 population
2554, could reach a maximum of 3800. Including the recreation areas i� the
adjacent municipality of Columbia Heights (shown on Map C) the neighborhood
has fairly satisfactory coverage by recreation areas. The extreme north of the
neighborhood is not easily accessible to a neighborhood park. The shortage of
remaining open land makes additional acquisition difficult. Open land on Main
Street across Interstate #694 is easily reached from neighborhood 15 and would
satisfy the recommended guidelines. The bike route-walkway proposal is
routed on Horizon Drive, 3rd Street and 49th Avenue. Crossings on University
Avenue carry many school age children to their Columbia Heights schools. Safety
and ease of crossing for bicycles as well as pedestrians should be maintained.
Adapting crossings such as the pedestrial signal on 51st of accommodate
bicycles is recommended.
Neighborhood 16 is located between University Avenue, Highway #65, Osborne
Road and the industrial area South of 73rd Avenue. The population is expected
to remain relatively stable at the 1970 level of 3308. The amount of recreation
areas in the neighborhood is of sufficient amount but a mini-park is recommended
to improve coverage on the West side of the neighborhood. The city is negotia-
ting with Unity Hospital for a recreation facility on the tiVest side of their
property. The bike route proposal is on Osborne Road and from Osborne Road
on Ballet Boulevard and on Able Street, eventually reaching Locke Park.
Neighborhood 17 lying between Locke Park and Rice Creek East of University
Avenue and Neighborhood 18 bound by Rice Creek, University Avenue, Mississippi
Street and Highway #65, are both sufficiently served by recreation areas. The
proposed routing of the bike route-walkway is a crossing of Rice Creek in vocke
Park, extending to 7th Street via Monroe and Madison; along Mississippi Street,
and generally along the North bank of Rice Creek in Locke Park from Highway #65
to University Avenue, travelling along69th Avenue before crossing University at
the Rice Creek culvert.
Neighborhood 19 bound by Highways # 65, 47; I. 694 and Mississippi is also
well served by recreation areas. The bike route could travel bn 7th Street,
Jackson Street, 61st Avenue and West Moore Lake Drive in addition to the route
on Mississippi Street previously mentioned.
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C-�.
Neighborhood 20 lying South of I.694 between University and Highway #65,
has a 1970 population of 972 which could reach a maximum of 1200. The neigh-
borhood is sufficiently served by mini-parks but relies on recreation areas
across 53rd in Columbia Heights for a neighborhood park service. These nearby
areas though should satisfy size and location guidelines. A bike route-walkway
is proposed on 7th Street and 53rd Avenue.
Neighborhood 21 is located Norih of 73rd Avenue between Highway #65 and
Central Avenue. The residents (223 in 1970) are primarily in mobile homes.
No recreation areas exist in the neighborhoos. A mini-park could be provided
especially for small children, and access to a neighborhood park across Central.
could be made easier and safer.
Neighborhood 22 is a small residentail area consiting of an apartment and
several homes surrounded by industrial areas on Highway #65, Central Avenue,
73rd Avenue and along Rice Creek. The apartment has a small recreation area
for residents which is the only one in the neighborhood. The small population
and the separation of the neighborhood from existing recreation areas makes
providing of recreation facilities difficult.
Neighborhood 23 South of Rice Creek between Highway #65 and Central Avenue,
has a 1970 population of.675 which could reach a•maximum of 1000 people. The
only recreation area is for the residents of an apartment. Anoka County is
proposing to acquire land along Rice Creek as part of a metro-wide trail. This
along with the improved access to other recreation areas by the bike route-
walkway on Mississippi should satisfy size and location recommendations for
recreation�areas.
Neighborhood �4 is located between Highway #65 and Central, from Mississippi
Street to Moore Lake. The 1970 population of 311 could grow to a projected
maximum of 500. The large park on Moore Lake provides sufficient neighborhood
park service. Access to this park can be improved by the proposed bike route-
walkway which will go South from Rice Creek Road to Moore Lake alongside the
shopping center. The area on the North of the neighborhood is not within a r
mini-park service area. If it is deemed necessary to supplement the small
area recreation needs of individual property owners, the remaining open land �
is a small wetland area North of Rice Creek Road which could supply nearby
mini-park service to the present residents. Any �ew development South of
Rice Creek Road could provide small scale recreation needs for their residents. �
Neighborhood 25 located in the Northeast corner of the city East of
Central Avenue and North of 73rd Avenue, has a sufficient amount of well located
parks adequately serving the 1970 population of 767, and any expected growth.
Proposed bike route-walkways are on Osborne Road to Spring Lake, then South
eventually connecting to the metro-wide trail along Rice Creek.
Neighborhood 26 located North of Rice.Creek East of Central Avenue had a
population of 45 in 1970 which with recent residential development could reach
a maximum of 300. The presently ample recreation areas could be increased as
Anoka is proposing to acquire land on Rice Creek, The metro-wide trail pro-
posed along Rice Creek will aid bide and pedestrial travel. A crossing of
Rice Creek is proposed here to link areas South and North of the creek.
Neighborhood 27 is the area located between Rice Creek and Interstate 694,
East of Central Avenue. Though the neighborhood has a sufficient amount of
recreation areas, land on both sides of Rice Creek Road are not in a mini-park
service area. The city is negotiating the acquisition of two parks, one just
South af Mississippi Street at the city limits, another in the Heather Hills
Subdivision on Kerry Lane. These new parks along with recent acquisitions in
the North Innsbruck area should provide sufficient recreation land for a popu-
lation which could reach 7500 from the 1970 level of 3035. Bicycle and pedestrian
circulation can be improved by a proposed route South from Rice Creek to I.694
linking the parks and routes on Rice Creek Road, Gaxdena Avenue and Mississippi
Street aiding access to the rest of the community.
Neighborhood 28 bound by I.694, Central Avenue and the city limits, has
only a small park within it, However a large County park plus several other
recreation areas are easily accessible in Columbia Heights. A small open area
on the Southeast corner of the neighborhood could be used as another mini-park
which should satisfy size and location requirements. A bike route on Matterhorn
Drive is proposed, linking the neighborhood to the remainder of the city.
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