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PL 12/15/1999 - 7042� PLANNING COMMISSION MEETING CITY OF FRIDLEY AGENDA WEDNESDAY, DECEMBER 15, 1999, 7:30 P.M. LOCATION: CITY COUNCIL CHAMBERS FRIDLEY MUNICIPAL CENTER, 6431 UNIVERSITY AVENUE N.E. CALL TO ORDER: ROLL CALL: APPROVE PLANNING COMMISSION MTG. MINUTES� December 1, 1999 1. Memo tabling rezoning, ZOA #99-06, by Norma Wilson, to rezone property from R-1, Single Family Residential, to R-3, General Multiple Units, so the petitioner can subdivide a single- family home into 4 dwelling units, legally described as Lot 2, Block 1, Froid's Addition, generally located at 401 Ironton Street. 2. PUBLIC HEARING: Consideration of the first draft of the year 2020 Comprehensive Plan to be submitted to the Metropolitan Council. � 3. RECEIVE THE MfNUTES OF THE NOVEMBER 4 1999 HOUSING & REDEVELOPMENT AUTHORITY MEETING. OTHER BUSINESS: ADJOURN �,�,� �"`� � �`1 CITY OF FRIDLEY SIGN-IN SHEET PLANNING COMMISSION MEETING � � �.��- 5, f � q q Name and Address Agenda Item of Interest V� � A -- n % � _ _ C[lYOF FRIDLEY FRIDLEY MUNICIPAL CENTER • 6431 UNIVERSITY AVE. N.E. FRIDLEY, MN 55432 •(612) 571-3450 • FAX (6l2) 571-1387 Date: 12/10/99 To: Planning Commission Members From:Barbara Dacy, Community Development Director Scott Hickok, Planning Coordinator Paul Bolin, Planner RE: Tabling / Postponement of ZOA #99-06 M-99-305 BACKGROUND City staff had received an application from Mrs. Norma Willson of 401 Ironton Street � to rezone her property from R-1 to R-3. Due to a tremendous amount of building �` and fire code issues, revealed during an inspection on December 8th, Cit�r staff recommends the Planning Commission table this item and extend the 60 day action date. � STAFF RECOMMENDATION City staff recommends the Planning Commission table this item and extend the 60 day action date until February 25, 2000 to allow staff and petitioner an opportunity to address the building and fire code issues. � � � Ci of � tY � � % Fridle -- ----- � Y � ,a �� ! ; �a1�� , �e;� �,�q ��9 : � �� r Community Development Department Land Use Permit Notification ��*� �� .�� `y��v" /'�� t,�l��ii � �:;�s�,�.�'�iil„1 � �i■�■(11�1■�III \� I��lII■� �s .� � �■ % �` �i �� , � ��= I�� `�. �_ �� ■i — —m,�� \,: g �� ` � ..�.��.--�� @ _ �I _ :�. ��r � ;, � � _� ;; , s �,ffi. �,�� ,�� ,� ' i, �, , � �, � �, � �� .. '��,� ¢ 106BIdIlIN �OQe�dI811Q �Q�6HtOW6f�H . _ � �.:,' I '1 . . I 'I I Y � . '� ,�.. I �\ ... 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R 1' Q19 F2iT1��/ UiU1,4 � I4E1 ' �.ILY "�� k' SOUfOES: 0 li R 2- T�no Fartily lkrits NF2 - FleavY Indu�rial N Fridley Planning R 3- C�eneral MulBple Urrits IVE3 - Outdoor I� �"IeavY In�strial � Frldley GIS Z' � R-4 - Nbbile Hane Parlcs � P- Puhlic Facili�es Aroka County GIS W� PUD - Planr�ed Unit Oe�reloprrent �� sZ- � a� a��' �,'•� ��"� Land Use Permit ApplicaUon, ZOA #99-06 �``' �011'ry�� w'I � G� -� sus;�ss �.� � i� u„as 401 Ironton --' � � G2' � �"� < wac� � Norma Wilson � G3 - G�eal ShoPPin9 � GR1- Genera108ioe � � � an oF �� Memo To: From: Date: Subject: AGENDA ITEM PLANNING COMMISSION MEETING OF DECEMBER 15, 1999 Planning Commission Members Bazbara Dacy, Community Development Director December 10, 1999 Public Hearing on Comprehensive Plan Draft CURRENT DRAFT In response to the Commission's review of the first draft in November, minor changes ,.� have been made to the vsion, Overview, Land Use, and Housing Chapters. Included in this aeenda aze two new chanters the Transportation and Pazk and ODen Space Chapters The Park and Recreation Commission reviewed the Park Chapter on December 6. The Planning Commission is the first Commission to review the Transportation Chapter. '�`� There are three additional chapters which still need to be completed, and are in progress: 1) the Water and Sewer Chapter; 2) the Local Water Management Plan Chapter, and 3) the Implementa.tion Chapter. These will be forwarded to the Commission as soon as they a.re available. PLAN DRAFT REVIEW PROCESS As you recall, the City must submit a draft of the updated plan to the Met Council by December 31, 1999. The "draft" does not have to be complete or fully approved by the City Council, but should ha.ve some official input from the public and the Planning Commission. Therefore, a public hea.ring has been scheduled for Wednesday evening. On December 13, the City Council will have passed a resolution authorizing submission of the plan update to the Met Council (this is the Council's last regula.r meeting of the Yeas')• Met Council will require some time to complete their review since there several cities will be submitting their plans. While this is occumng, additional review and drafts of the plan can occur. Additional public hearings should also be scheduled to keep the public abreast of the changes. OPEN HOUSE NOVEMBER 18 Consultant and staff conducted an open house about the plan on November 18 downstairs in the Municipal Center. The Consultant prepared a power �int presenta.tion that summarized the key issues of the plan. Questions were fielded and then attendees had a chance to review the exhibit of large-scale maps and boazds. In general, there was support for the plan but there were specific suggestions such as: • Include more informaxion about the impact of telecommunication services • Insure tha.t there is proper coordination with adjacent cities and especially the school districts • Investigate housing options for seniors and low-income individuals • Concern about how impacts from the Medtronic Campus will be addressed • Lack of good east-west access through the City In addition, the attendees were asked to complete a written survey. About 26 of the 30 attendees completed a written survey before leaving. The results aze summarized below: �� • Strong agreement to complete a study to identify azeas for redevelopment around Medtronic • Strong agreement to aggressively plan for a site for a quality hotel and restauratrt site ` • Strong agreement to not adopt a"wait and see" approach • 18 of Z6 respondents did not agree that the fence on University Avenue should stay • Strong agreement to continue with streetscape improvement projects like 57�` Avenue � • Strong agreement to evaluate existing commercial areas as "gathering spaces", make sure that there are appropriate connections, and pwsue different types of commercial uses • Strong agreement to explore redevelopment projects along the River or projects which include a mix of housing and commercial uses • 16 of 26 disagreed tha.t the Fridley market can't support specialty retail or other more "urban" commercial uses • Strong agreement to pursue move up housing developments and new rental projects • Strong agreement to utilize existing R-3 zoned azeas for additional density • Strong agreement to place higher density projects near transit stops or pazk and ride areas • Strong agreement to support the commuter rail project, additional transit service on east west streets, and new bikeways/wa.lkways As the plan process evolves, these issues are sure to come up again and both sides of these issues aze sure to be heard at the public hearings. KEY ISSUES The Land Use Chapter refers to three "redevelopment areas" in the City that should be evaluated for future redevelopment projects. The Met Council requests cities to estimate 2 � the amount of new population or employees, which would be generated from the redevelopment to determine if there is a significa,nt impact on the "major systems", like sewer or transportation systems. The analysis to date indicates that while there will be some growth, the net increase is not large enough to concem the regional systems. The City's population has been increasing in the recent past, and additional redevelopment projects will more than likely create a population between 29,000 to 30,000 (the same amount in 1980!) Strategies have been added to the plaq and the Commission should read through those to detemune if they have any concerns. FUTURE 2020 LAND USE PLAN The Land Use Chapter also contains a"Future Land Use" plan. It identifies areas as "redevelopment areas", commercial, residential, and industrial areas. For the most part, there are no major changes to the city's land use plan, other than identifying three potential areas for redevelopment. This does not mean that the City is going to acquire every pa.rcel. This is the.same approach tha,t was used in 1982 in the former Comp Plan which highlighted areas that may be under consideration for new development, rehab, or redevelopment. Staff has also prepared a list of comments for specific azeas of the City thax was portrayed in a"bubble map" at the open house in November. A written version of the comments is � attached (entitled "Fridley 2020, Areas of Potential Change"), and the map will be available for the Commission's review on Wednesday evening. RECOIVIlV�NDATION The Planning Commission should specifically review and comment on: • The Transportation and Park and Open Space Chapters • Proposed Strategies • The written comments regarding azeas for potential change Second, the Planning Commission should conduct the public hearing, take comments, and close the hearing. '^1 �—` SURVEY November 18,1999 26 total resvonses 1. During the 1998 Vision Meetings, community image was ranked as one of the top five important characteristics for Fridley in the future. Please indicate your level of agreemeat to the following staxements: a. The Medtronic Campus will dramatically improve the appearance and image of the City. It will also stimulate other development and redevelopmeut projects along I-694. The City has already received inquiries for hotel and restaurant sites. 1) The City should complete a study to determine potential sites in Fridley to accommodate new development, whether it is housing, commercial, or industrial. 19_ strongly agree _6_ agree _1_ disagree _U strongly disagree _0 don't know 2) The City should aggressively pursue a redevelopment project that includes a _ high quality hotel and restaurant facility � 15_ strongly agree _6_ agree _2_ disagree _1_ strongly disagree 1_ don't know 3) The City should adopt a"wait and see" approach and react to developments as they come forward. 1 strongly agree _4_ agree _18_ disagree _2_ strongly disagree _ don't know b. The recent citizen survey results showed thax a ma.jority of respondeirts preferred that the cha.in link fence along University Avenue should be left as is. Do you agree? strongly agree _5_ agree _7_ disagree _ll_ strongly disagree _2 don't know c. The City should continue with street improvement projects like the receut 57�` Avenue project (decorative street lights, fencing and landscaping improvements) along other major streets like Osborne Road, Ce�ral Avenue, or elsewhere as ma.y be determined. 8 strongly agree _12_ agree _2_ disagree _1_ strongly disagree _2 don't know 4 n '"�, 2. The vision meetings a,iso brought out the need to provide "gathering spaces" for people to meet one another, have a cup of coffee, eat, or possibly to shop. Because Fridley dces not have a traditional dowutown per se, ather options could be explored. Please indicate your level of agreement to the following statements: a. The City should evaluate existing commercial areas to create some type of "gaxhering space". 7 strongly agree _14 agree _2 disagree _0 strongly disagree _2 don't lmow b. The City should create additional ways for people to walk or bike to "gathering spa.ces" to insure that these areas are fully accessible. 7 strongly agree _15 agree _2 disagree _0 strongly disagree _2 don't know c. The City should encourage new or differe� types of commercial uses. 1 strongly agree _22_ agree _0 disagree _0 strongly disagree _2 don't know d. The City should explore a redevelopment project along the Mississippi River that integrates a gathering space, commercial uses, or other uses as appropriate. "� 6 strongly agree _14_ agree _2_ disagree _0_ strongly disagree 3 don't know e. The City should pursue redevelopment projects that create a mixture of housing and retail shops (for example, multi story buildings with retail on the first floor and housing on the upper floors). 4 strongly agree _13 agree _4 disagree _0 strongly disagree _4 don't know f. Some perceive Fridley's mazket as one that will not support commerciaUretail development like coffee shops, bookstores, or specialty retail. Do you agree or disagree with this statement. 1 strongly agree _4 agree _l l_ disagree _5 strongly disagree _4 don't know 3. Expanding and maintaining the housing stock was rated very lugh as an important characteristic for Fridley's futiue. Please indicate your level of agreemeirt to the following statements: a. The City where possible should encourage "move up" housing developments in the value range of $150,000 and higher (owner occupied single family and townhome developments). 10 strongly agree _l l_ agree 2 disagree _ strongly disagree _1_ � don't know b. The housing market shows a need for affordable three bedroom rental units. The City is also under pressure to maintain the existing amount of affordable housing. The City should encourage new rental units where the sites are compatible with surrounding areas. 4 strongly agree _15 agree _4_ disagree _1_ strongly disagree _ don't know c. Existing areas already zoned for multiple family development should be examined for additional residential developmeirt to meet market demands. 2 strongly agree _21_ agrce _Z disagree 0 strongly disagree _0 don't know d. I would be in favor of lugher density developments (like the Rottlund project) if they are located near or along transit stops or park and ride areas. 5 strongly agree _15_ agree _3 disagree _0 strongly disagree 2 don't know 4. Traffic congestion will incr�se along the major corridors in Fridley, including East River _ Road, University Avenue and TH 65. n a. The City should actively support traasit alternatives such as the commuter rail proposal and expanded bus service. 12 strongly agree _l l_ agree _2 disagree _0 strongly disagree _0 don't know b. The City should actively pursue cre�ation of bikeway/sidewa,lks to promote a "walka.ble community„ 12 strongly agree _10 agree _1_ disagree _0 strongly disagree _0 don't la�ow c. The City should support new transit service on east-west major streets including 53`� Avenue, 61�` Avenue, Mississippi Street, 73'� Avenue, and Osborne Road (new bus routes or van paols). _5_ strongly agree _10 agree 1_ disagree _0 strongly disagree _0 don't know 5. In the future, I would be willing to attend a similar meeting like the one held tonight. 7 strongly agree _17 agree _0 disagree _0 strongly disagree _1_ don't know 6. I thought this meeting was worthwhile. 6 � � 9_ strongly agree _13 agree _0 disagree _0 strongly disagree _3 don't know OTI-�ER COMMENTS: See attached comments! RETURN TO STAFF FACILITATORS BEFORE YOU LEAVE!!! City of Fridley Community Development Department 6431 University Avenue NE Fridley, Minnesota 55432 612/572-3592 i'\ 7 / \ SURVEY COMMENTS NOVEMBER 18,1999 • 1 a. 2) — Anoka County River Park Area. • Please take down fence along University Avenue. • lb. — Need something for safety — but more attractive. • 2c. — Yes, but family friendly. No more gas sta.tions/tattoo places/porno, porn shops etc. • 2d. — Family oriented. • 2e. — Again, if appropriate — bakery, family use, bookshops. • 3a. — The amount is too high. Need mixed housing/inclusionary affordable for all ages etc. • 3b.- Affordable housing for all! What policies guide developers? • 3c. — Be mindful of congestion! (esp. parking!) • Would like to be kept abreast of a11 planning! I am very concerned about displacement of people from existing afforda.ble & low income housing to new development! * Do we (Fridley) ha.ve policies in place (like inclusionary/mixed housing options) to guide developers? (I'd like a ��' copy) • lb. — Take it down! • Fridley needs to continue to move ahead we cannot afford to stagnate. Costs for City services etc. will go up as do a11 businesses. People need to understand and support this concept. • Happy to see this visionary process. Hope something drama.tic comes from this process, much like Medtronic facilities. Fridley needs a better image. Although, paying for this image will create complai.nts from its residents (won't want to pay for it). • For any future meetings students/schools should be included. • 2c. — Yes, but should be family oriented. • 2d. — Family oriented as much as possible. • 2e. — Family oriented. • 3a. — Include more affordable housing with this that may cost less. • 3d. — Yes, but include the affordable lower to middle income family within this. • We need "empty-nester" housing that is above $950,000. g � ,�,-. • la. - This is a catch 22. First of all, we will have a beautiful campu� & '` across the street is a Holida,y Gas.Sta.tion! Where was the vision leadership of our City Council (to deny this). Now we are to build hotel etc. Who will use them? Medtronic houses people out of town. There is nothing going on in Fridley in the evening. • Very informative meeting. Different division associarions should have representatives at this meeting. • Landscape both sides of University Avenue and TH 65 from 57� to Mississippi Street. Flowers, such as petunias in several colors. Conti.nue to provide for Springbrook Nature Center. • lb. — University Avenue has a fence on the east behind the business buildings, so the fence on the east should be removed. The fence on the west is necessary. • Senior move down housing — townhomes, twin homes, cooperate housing for seniors, purchased and rented. • Railroad crossing's at Osborne and next crossing north of Osborne by Barry Blower. Traffic flow is really impeded by length of time stopped and the railroad crossing. You can be held up at the crossing very frequently! - • 3b. — Mistake! Don't a11ow 3 bedroom apartments, 2 bedroom the � maximum. It means better up-keep. • 3 Bedroom apartments are a mistake. 3 Bedroom apartments deteriorate significantly faster than 2 bedroom apartments. ;� :� STAFF ANALYSIS FRIDLEY 2020 AREAS OF POTENTIAL CHANGE OR ENHANCEMENT December 15.1999 Community Development staff identified certain areas in the city which will be potential areas of change or which would require ongoing ma.intenance and enha.ncement. To follow is a written version of the comments which were displayed at the Opea House on November 18 on a map called "Fridley 2020, Draft for Discussion". These comments are staff comments only and do not reflect any official City action or policy. Springbrook Nature Center • Enhance bikeway/pedestrian connections to the Center • Continue to plan "entrance area" improvements • Follow through with stormwater impact analyses with adjacent cities Riverview Heights • Continue Housing Replacement Programs • Continue code enforcement programs • Create strategies to preserve and enhance neighborhood East of East River Road, north of 79� Avenue, West of the railroad tracks • Investigate long term viability of commercial and industrial uses • Evaluate changing commercial land use of automotive use at Coon Rapids border Girl Scout Camp • If the site becomes available, evaluate as move up housing area and review with Park and Recreation Commission for potential pazk area. Multiple Family Area north of I-694 at the River • Provide rehabilitation program for apartments • Continue Rental Inspection program Riverfront Park • Enhance and promote more activity along the River 10 � 0 �"� US Navy Site • Investigate options for industrial redevelopmentlexpansion Ashton Avenue Neighborhood • Initiate Housing Replacement Program where appropriate • Work with Northstar Corridor for pazk and ride site planning � Create railroad underpass at 61� Avenue, despite outcome of park and ride site issues Rice Creek • Investigate park/recreaxion opportunities north of Stylmazk site Hyde Park • Continue housing replacement progra.m • Potential redevelopment at Frank's Used Car site • Accommodate additional bus service on 61� Avenue, Main Street, and 57�' Avenue to connect to University Avenue lines and points east • Evaluate neo-traditional design techniques ,� Commercial area south of 57� Avenue • Underutilized land area. • Possible area for additiona.l commercial development Gateway East Townhomes Medtronic Area • Investigate impacts from Medtronic Campus South of I-694, east of University Avenue • Multi-Family opportunity area. • Provide rehab funds • Continue rental inspection • Investigate usefulness of underutilized azeas Target/Petco area • Underutilized land area • Possible for additional commercial development � 11 / Moore Lake Shopping Area • Specialty shops and "downtown" opportunity azea. • Place to sit down and eat outside • Reworked commercial development area Central Avenue • Evaluate for appropriate uses Northeast part of City °• Commercial with shazed parking and enhanced green space west of TH 65 and Osborne intersection • Mobile Home pazks enhanced as older units are replaced • Between TH 64 and Central Avenue, redevelop salvage yards • Investigate ways to improve image • Continue rental inspection in Norton Avenue area. and provide rehab programs where appropriate � • Maintain and enhance neighborhood east of Central Avenue, north of 73� to City ' r-� limits Walgreen's Site • Evaluate additional commercial development University Avenue (south of 694) • Housing preservation and enhancement area around apartmertts • Noise Wall? 12 0 �'-� �� r"�1 � � •_,i •. -,�� P�e ace The Comprehensive Plan The Comprehensive Plan is a planning tool intended to help guide future growth and development of the community. It is comprehensive in that it ties together the various elements that make up. "the city" including land use, housing, transportation, environment, public facilities and parks and recreation. It is intended to be both a physical and social plan, covering such topics as the locations and character of commercial or residential development (land use) to the affordability of housing (life-cycle housing) and the diversity of jobs. It is a plan because it contains goals, policies and strategies that all work together, looking to the future and working towards achieving a community wide vision. Finally the comprehensive plan is an implementation tool that is used to set goals and measure progress towards community betterment. Figure 1 The Inter-related Elements of the Comprehensive Plan Hoisington Koegler Group, Inc. -1- Fridley Comprehensive Plan Druft 1: December 9, 1999 � The Purposes for a Comprehensive Plan Comprehensive Planning is done for many reasons, but the two primary reasons are to provide the decision-makers of the community with policy directives that are consistent with a community • driven vision and to adhere to state ma.ndates relative to regional planning. The Minnesota Land Planning Act (MLPA) of 1976 required communities within the metropolitan area to develop comprehensive plans in order to help the metropolitan region plan for regional infrastructure and regional transportation needs. Planning must be an ongoing process in order to adapt to unexpected or expected changes. As such, the NII.PA has been amended over the years to address these changes. The Metropolitan Council is the planning organization authorized by the legislature to spearhead this regional planning process. They are responsible for reviewing local community's plans and ensuring consistency with regional growth goals and policies that are described in the Metropolitan Development Guide (MGD) adopted by the Metropolitan Council in December of 1996. A 1995 amendment to the MLPA requires that local governments bring their existing comprehensive plans and official controls up to date to be consistent with regional growth goals and policies. Comprehensive planning, however, is often done without the reyuired legislative mandate. The plan is a gaod tool to help the decision-makers in making the day to day decisions that affect the growth, development and yuality of life in the community. The planning process brings together the community in developing a collective vision. The vision is supported by a set of goals and policies that when implemented lead to achievement of various elements of the vision. In addition the plan establishes strategies to be employed by the community in attempt to resolve problems or ,r"1 improve upon less than desirable elements of the community. Utilizing the Comprehensive Plan The Comprehensive Plan is intended to support the general public's inherent wants and needs. Its goals and policies are established to help guide the community in a direction that best supports the collective vision. The Comprehensive Plan strategies are intended to resolve critical issues and problems. The plan can be utilized in many ways including: For Policy Direction A primary responsibility of the City is to ensure the safety, health and welfare through the regulation of physical development in the city. This is pr'tmarily done through ordinances. It is the city staf�s responsibility to provide volunteer commissioners and elected officials with the information relevant to the issues in order for them to make informed recommendations and decisions. The policies in the plan will help guide staff recommendations. Policy as set forth in the comprehensive plan provide the staff, volunteers and officials with community supported directives better enabling them to make decisions for the betterment of the whole community. The policy statements found in the plan should be used to support community decisions. These policies will come in handy when dealing with issues where community decision-makers need support in making difficult and often controversial decisions. Preface ' -2- Fridley Comprehensive Plan Draft l: December 9, 1999 ,,-� For Setting Annual Goals ,�"'� � On an annual basis, the City of Fridley establishes goals and objectives. The comprehensive plan should be used to help formulate those goals as well as to measure what has been accomplished in previous years. � For Establishing Budgets On a yearly basis the City of Fridley also establishes an annual budget that allocates funding sources to various programs and City departments. The comprehensive plan e�tablishes various strategies that must be carried out by various departments and as such requires funding allocations. The process of budgeting should consider the goals and strategies outlined in the Comprehensive Plan. For Community Marketing The City of Fridley (known as"friendly Fridley") has a lot to offer to perspective residents, employees and businesses. In today's global economy, the City operates in a highly competitive environment where it is important to be able to present the City in a favorable light to preserve the City's integrity and attract yuality new development and redevelopment. The comprehensive plan can be used to provide new and existing residents and businesses with a snapshot of the community and to share the City's vision with those interested in become a part of the community. Preface - 3 - Fridley Comprehensive Plan Draf11: December 9, 1999 :� '�'� The Planning Process The process for developing the comprehensive plan included many steps beginning with building an inventory of previous and current ' planning studies such as the 1982 Comprehensive Plan Draft, environmental studies, community surveys and housing studies. Much of the information within these studies provided background information that was presented to the public at the community wide vision meetings held May 28`j', 1998 and June 25'" 1998. Various survey information was gathered to evaluate the findings of the vision session and a vision statement and guiding principles were drafied to direct the � preparation of the draft. During the drafting of the plan, meetings were held with city commissions and staff to evaluate goals, policies and strategies. The draft was presented to adjacent communities, Anoka County and the various ,—� school districts so they could comment on � relevant impacts that the plan may have on their respective jurisdictions. r'� , The drafi was presented at a open house on November IS`", 1999 to the general public for review and comment. The City of Fridley Planning Commission held an initial public hearing on December 1Srh, 1999 and forwarded the draft of the plan to the City Council with a favorable recommendation. The City Council reviewed the plan at its meeting on Decemberl3`�', 1999 and forwarded the draft of the plan on to the Metropolitan Council for formal review. The Plan was approved �by the Metropolitan Council on , 2000 and by the Fridley City Council on , 2000. Inventorying Previous Planning Efforts Public Input and Community Vision Meetings Preparation of Draft Plan Commission Workshops Review by Adjacent Communities Public Open Honse Planning Commission PubUc Hearing City Council Consideration Metropolitan Council Review Preface _ 4 _ ,� �� .�--. � � .,� .. ..�. , Co�n�nuni Vision � ChaYacteYistics of the Futu�e Community The comprehensive plan was developed using a highly involved public process. During 1998 the City held two "vision meetings" which were designed to find out what the community liked and disliked about their city, and then to look to the future and define what characteristics should the future community possess. What resulted from these meetings were a list of 14 characteristics that the community felt were important to the future. These characteristics led to the drafting of a set of guiding principles and a community vision statement. The following list contains the 14 characteristics identified by the community. They are not listed in any specific order. 1. Improve and expand family services 2. Safe neighborhoods and community 3. Upgrade image 4. Enhance parks and open space 5. Expand cultural opportunities 6. Improve businesses opportunities 7. Planning for technology 8. Commercial development 9. River recognition 10. High quality public services 11. Expand and maintain housing stock 12. Recognize and celebrate diversity 13. Improve transportation 14. High yuality education Guiding PYinciples and Vsion The foUowing set of guiding principles were established as the basic principles that will guide the development of the future community. These principles are intended to get at the vary issues that threaten the community's ability to be a quality place to live, play, work, or shop. Guiding Principles Quality housing that reflects a full range of choices... Fridley should continue to offer housing choices that serve a broad range of incomes, lifestyles and age groups. Maintaining a quality housing stock should be a top priority in order to preserve the integrity of existing neighborhoods and to maintain the attractiveness of Fridley as a place to call home. Housing that becomes obsolete should be replaced by units that meet current and anticipated community needs. -1- Fridley Comprehensive Plan Draft 1: 9 December, 1999 An image and identity that reflects the place... �� . Fridley should establish a clear community identity that relates to a common theme. Elements of the community's history, natural features, neighborhoods and other components of the built environment can be used to create a distinctive � place. Reference the Mississippi River... The Mississippi River is a hidden resource that has played a key role in the historical development of the community. Where appropriate, future redevelopment and improvement projects should reference the community's river heritage by providing both direct and indirect linkages. Celebrate diversity... Fridley's population will continue to change and evolve. The City should recognize and celebrate the cultural opportunities that result from a diverse population and the community should be prepared to respond to changing social issues for people of all ages. A good place to do business... Fridley should continue to provide an attractive environment for businesses to ^ succeed and a good place for customers to shop. Efforts should continue to meet the ongoing needs of local industries. Commercial centers serving area residents should be attractive, pedestrian friendly and easily accessible by bicycle, automobiles and public transit. City government as an active partner in attaining the vision... Attaining Fridley's long-term vision requires the active participation of both the public and private sectors. The City of Fridley will need to continue to take an active role in selected redevelopment efforts. Transportation linkages... Fridley's transportation system should be used as an element of linkage rather than serving as a barrier. Roads, sidewalks, trails and mass transit should be used in creative and attractive ways to provide safe, convenient connections between neighborhoods throughout the community as well as providing connections to other local and regional points of interest. A built environment that recognizes the natural environment... Fridley should continue to emphasize the importance of the natural environment by maintaining an accessible system of parks, recreation areas and open spaces. The community should utilize Springbrook Nature Center, not only as an interesting and informative destination, but also as a resource in enhancing local stewardship of the natural and man-made landscapes. Community Vision _ 2 _ �� Fridley Comprehensive Plan Draft 1: 9 December, 1999 �"� World class local and communiry education... The City should support strong, cohesive local schools with innovative local leadership. The school system and the greater Fridley community can be parfiers in providing top quality education and in accessing and utilizing the . technology of the 21 �` century. A comprehensive community services network... Maintain a human services network that addresses the needs of the Fridley community including but not limited to health care, assisted living, childcaze and social services. A place for people to gather Providing places for people to gather is a key component in preserving Fridley's sense of community. Fridley needs to establish a place or series of places that promote formal and informal gatherings. Appropriate sites could include parks, commercial areas, civic plazas, etc. Many parts, one community... Meeting the challenges that lie ahead will require the cooperation of all segments of the community. Neighborhoods, businesspeople and the local government ^ will need to focus on the good of the entire community rather than the parochial interests of any one geographic area or segment of the population. � Fridley Vision Fridley will be a diverse, well-balanced community that is known for its retention of small town qualities within the larger Twin Cities Metropolitan Area. It will derive its unique sense of community from the elements that define its heritage — the people, neighborhoods, schools, employers, parks and natural environment. Fridley will be widely recognized for its friendly atmosphere, convenient location and high quality living environment for residents and businesses. Fridley's sense of community will he further enhanced by an aggressive housing program, a creative transportation system that provides elements of linkage between neighborhoods, and sensible land use planning that creates a distinctive image while accommodating residential and commerciaUindustrial needs. Community Vision ' _ 3 _ � �1 � •,i •. �.,. � Pl �n 4ve�view Regional Setting Fridley is conveniently located in the Twin Cities Metropolitan Region approximately 5 miles north of downtown Minneapolis and 10 miles north of downtown St. Paul. Fridley is well served by several major arterial roadways including University Avenue (TH 47), Central Avenue (TH. 65) and East River Road (County Road 1) all of which provide direct access to downtown Minneapolis. Figure 1 Regional Setting Fridley Comprehertsive Plan Draft 1. December 9, 1999 �.� Community History Establishment The first name given to the Fridley area was "Manomin", meaning "wild river" a characteristic of the Mississippi River. Manomin was first a part of Ramsey County until 1857 when it was separated and became its own county, the smallest in the United States. In 1870, Manomin was a.nnexed by Anoka County and was given township status. In 1879, the name was changed to Fridley, after Abram Fridley who settled in Fridley from New York in 1851. Upon arriving in the area, Abram Fridley was an active participant in politics and government at the local, state and federal level eventually earning the honor of having the City of Fridley named after him. Although few attempts were made to incorporate Fridley as a village after gaining its name, it was not until 1949 that Fridley actually incorporated as a village. Fridley became a Home Rule Charter City in 1957. The area known as Fridley today was a result of early land forms created by glacial deposits that were left from massive ice movements across the North American continent. Fridley has been home to many civilizations dating all the way back to prehistoric times. At one time, the area was inhabited by the Native American civilizations of the Dakota and Ojibway. But it wasn't until 1847 that American and European settlements began to take root in the area. The first land was surveyed in 1847 and shortly thereafter the first buildings were constructed consisting of an office and home for a saw milling operation, (� which actually was to supply lumber to East St. Louis, Missouri via the Mississippi River. This building, now used for the Banfill-Locke Center for the Arts, still stands. ,� Development Patterns Several key forces contribute to the development patterns that give shape to the City of Fridley. These forces go well back into history. Arguably the biggest force would be the Mississippi River. Virtually every other force that has historically shaped the development of Fridley can somehow be tied back to the Mississippi River in some shape or form. Mississippi River Historically, it was the river that provided a source of mobility, food, and security to native settlers. In the late 1800s, it became more of a source of power to run saw and grain mills but was also a key transportation route. The river provided economic prosperity to many of the original settlers. Today, the river is less of a provider of transportation and more of a recreational amenity. It has shaped development in that crossing the river is limited. I-694 is the primary river crossing in the northern suburbs providing east west traffic movements for northern suburbs. Plan Overview ' _ 2 _ Fridley Comprehe�rsive Plan Drafi 1. December 9, 1999 � ' Roadways and Trails Because many early settlements started on the river to take advantage of its uses and resources, early roadways often paralleled the river. The Red River Ox Cart Trail followed the river and eventually became the first Territorial Road constructed in 1852 traveling through Fridley while connecting two major military post in Fort Ripley and Point Douglas. Demand for a river crossing was met in 1854 with the establishment of a ferry crossing. RQIZPOCiG� Similar to roadways, the railroad in Fridley parallels the Mississippi River. The St. Paul and Pacific Railroad was built in 1863 and continues to operate today in a much expanded form. This railroad has greatly impacted how development has occuned in the community establishing early patterns for industry and commerce in a north south fashion along the western portion of the City. In 1871, the first industrial boom began following the railroad and the river. Post World War II and the Federal Highway Acts Like most communities in early American history, Fridley was largely a farming community up until the era of the World Wars, specifically WWII, when soldiers returned home and in looking for housing opportunities, found it in Fridley and other first tier suburbs of Minneapolis and St. Paul. During this period, the �„� emphasis across the country was on urban development and redevelopment. As technology advanced and the automobile became the predominant means of transportation, focus was placed on building streets, roads and Highways. TH 65 was routed through the community in 1950, a major north south route. Highway 47 is another major north south route, as is East River Road, formerly known as the Red River Ox Cart Trail. Interstate 694, an east west route, was built across the southern portion of the City. Ali of these major roadways, to a great extent, have contributed to the development patterns in Fridley as we see commercial and industrial development fronting on and surrounding the major highway corridors. At the same time, the north south orientation of the major highways have created barriers to movement within the city. CuY�ent Issues The historical development patterns have led to many issues facing Fridley today. Some of these issues are not at all new to the community, while others have emerged within the last decade. These issues will be further elaborated on and studied throughout the Comprehensive Plan in an attempt to reach potential solutions and directions for the future of Fridley. They include: O Increasing traffic congestion (locally and regionally) O Neighborhood livability O East west connections (suburb to suburb) O Diversity of housing types O Competition for business retention � O An aging infrastructure system � O An uninviting community image O Maintaining the environment Plan Overview _ 3 _ Fridley Comprehensive Plan Draft 1. December 9, 1999 --� Demographic and Socioeconomic Profile The demographic and socioeconomic information presented in this section utilizes the most cunent information made available by local, state and federal agencies including the City of Fridley, Anoka County, the Metropolitan Council, several agencies from the State of Minnesota and the US Census Bureau. It is important to note that the US Census Bureau is cunently working � on the Census 2000 project, which will be an extensive update of census information. This project is not complete as of the writing of this plan. Data reflected in this plan will therefore be comprised of data from 1990 to current. Population Characteristics Historical Population Growth Fridley Village started out as a small farming village with a population of 257 in 1880. The population stayed relatively low for many years, taking nearly 50 years to grow by 436 people to a population of 693 in 1930. The biggest population boom occurred shortly after Fridley became a City in the 1950s and 1960s. During those decades, the City grew by 11,384 and 14,051 persons. Population growth slowed dramatically in the 1970s and even declined slightly in the 1980s. Table 1 Historical Population Grnwt6� ,� 1880 1900 1930 1940 1950 1960 1970 1980 1990 1999 es� 257 483 693 1,392 3,798 15,182 29,233 30,228 28,335 28,626 :'� Current demographic trends reveal a slight growth in population since 1990. The Metropolitan Council's most current population estimate for Fridley is 28,626, a 1 % increase since 1990. Figure 2 Historical Population Growth ! Fridley Tax Base Composition Other �mmeraal8 3% Industiral 31 °/a Residential Homstead 57% Residential Non- Homestead 9% - , ■ Residential Homstead � Residential Non- Homestead 0 Commercial/Industiral � Other Plan Overview - 4 - Fridley Comprehensive Plan Draft 1. December 9, 1999 Age � . Birth rates are declining and the overall population is aging (the average age is increasing). It is a well-known fact that the biggest population cohort in history was the baby boom generation born sometime between the late 1930s and early 1960s. Some of the earliest baby boomers are now in the 60s and with the decades to follow, a greater emphasis will be placed on meeting the needs of an aging population. As this cohort progresses through the life-cycle chain, society is greatly affected by the preferences, habits and choices that they make. An analysis of the estimated age distribution of head of household from 1990 to . 2003 shows the number of senior headed households (65 or more years of age) increasing substantially in Fridley while households headed by persons age 54 and under are anticipated to decline. ,� Table 2 Age of Head of Household Fridle Metro Area Age of Head 1990 2003 % 1990 2003 % of Household HHs HHs Chan e HHs HI�s Chan e 15-24 713 502 -2.1 52,743 55,848 -0.7 25-34 2,604 2,209 -4.5 233,713 197,817 -7.8 35-54 4,413 4,475 -1.3 346,626 472,128 5.4 55-64 1,817 1,920 0.1 97,915 145,365 2.7 65-74 933 1,455 4.2 80,701 94,090 -0.2 75+ 429 867 3.7 63,806 83,923 0.7 TOTAL 10,909 11,428 0.0 875,504 1,049,171 0.0 Maxfield Research, Inc. "Update ofHousing Needs for City ofFridley. " October /999 Ethnic Diversity and Race Like most of the Minnesota area, the first settlers came from the New England states of early America having first settled there from Europe. Although still dominated by European decent and race, today's ethnic and racial mix is much more diverse. The most current comprehensive information on this subject is from the 1990 Census, which indicates that the majority of Fridley residents were of German, Swedish, and Norwegian ancestry. Irish, Polish, English and French were also often claimed as ancestry. Similarly the racial makeup has grown more diverse but also, still dominated by the Caucasian race. Year 2000 census data is scheduled to become available in the fall of 2000. Once this data. is released, it will likely show a continued trend towards increasing racial and ethnic diversity. Table 3 Race-1990 Census American Asian or Other Total White Black Indian Eskimo Pacific or Aleut Islander �ce Population 95.6% 1.0% 0.6% 0.42% 0.4% 28,355 Household Characteristics The City of Fridley is mostly a family oriented community. Family househoids are defined by the US Census as consisting of a householder and one or more Plan Overview - S - Fridley Comprehensive Plan Draft 1. December 9, 1999 other persons living in the same household who are related to the householder by '�, birth, marriage, or adoption. 92.5% of all households identified in the 1990 Census consisted of family oriented households. The ratio of persons per household in Fridley in 1990 was approximately 2.6. �--� , Table 4 Household Types-1990 Census City of Mpls/ St. Paul Metropolitan Fridle Statistical Area Total households 10,911 805,991 Famil households (families) 92.5% 65.6% Married-couple families 56.8% 52.5% Other family, male householder 3.4% 2.9% Other family, female householder 11.7% 10.2% � Nonfamily households 7.5% 34.4% Householder living alone 20.6% 26.2% Per Capita Income/Poverty Level The 1990 Census data indicated that the City of Fridley had a per capita income of $16,347 dollars. This figure is slightly less than that of the Twin Cities Metropolitan Statistical area of $16,882. Both figures are in 1989 dollazs. The 1990 Census indicated that Fridley's per capita poverty rate was 6% This compares to a figure of 5.2% for Anoka County and 7.9% for the overall metropolitan statistical area (MSA). More recent income figures at the county level indicate that Anoka County maintains the lowest per capita income levels of the 7 County Metropolitan Area. Table 5 Total Per Capita Incomes for Metropolitan Area Counties. 1997 USBureauofEconomicAnalysis. www.mnplan.state.mn.us/demography/inc97web.html Education The 1990 Census surveyed the level of education of Fridley citizens. Of the sample of persons aged 25 and older, 34.5% (30.3% in the metro area) are High School Graduates, 22.8% (21.1 % in the metro area) have attended some college, 14.9% ( l 9.5% in the metro area) have a bachelors degree and 5.6% (7.8% in the metro area) have a graduate degree. Plan Overview - 6 - Fridley Comprehensive Plan Draft 1. December 9, 1999 Household Characteristics Household Composition Persons per household have declined in Fridley, due lazgely to an aging community resulting in senior households without children. The baby "busY' generation, which follows the baby boom generation has generally waited longer to marry and have children, and when they do have children, they are having fewer children per household. Household composition has likely changed from the 1990 Census and will reflect a much larger population of single person households. Household Income/Poverty Level Unlike per capita income, household income usually includes two or more persons earning an income. The median household income in Fridley was $36,855 in 1989 while in the Metropolitan area the median household income was $36,561. Approximately 5.8% of Fridley households were below poverty according to the 1990 Census. This compares to a figure of 5.2% for Anoka County Households and 7.9% for the metropolitan statistical area (MSA). Median Household income at the metropolitan region level as determined by the US Department of Housing and Urban Development is $63,600 as of 19992. Economic Characteristics Local Economy Fridley is experiencing record low unemployment rates, a trend that is common across the nation in the late 1990s. The Minnesota Department of Economic Security indicated an unemployment rate of 1.9% for Fridley in August of 1999, down from 4.4% in 1990. For comparison, Fridley's rate is slightly below Minneapolis (2.6%) and St. Paul (2.7%) unemployment rates. The unemployment rate for the State of Minnesota is 2.7% as of August, 1999. The local economy is predominantly manufacturing. Table 6 represents the breakdown of the local economy by industry as of the 1990 Census. Table 6 Local Economy (1990) INDUSTRY % OF EMPLOYED PERSONS 16 YEARS Agriculture, forestry, and fisheries 0.27% Mining 0.00% Construction 5.01 % Manufacturing, nondurable goods 6.62% Manufacturing, durable goods 17.28% ,—. Transportation 5.89% Communications and other public utilities 1.97% Plan Overview � - 7 - � '-1 Fridley Comprehensive Plan � Draft 1. December 9, 1999 % OF EMPLOYED INDUSTRY (CONT.) PERSONS 16 YEARS AND OVER Wholesale trade 5.89% Retail trade . 16.63% Finance, insuraiice, and real estate 8.38% Business and repair services 4.97% Personal services 2.15% Entertainment and recreation services 0.81 % Professional and related services Health services 7.54% Educational services 6.06% Other professional and related services 7.98% Public administration 2.55% 1990 C:ensus Major Employers Major employers within the City of Fridley include Medtronic, United Defense, Onan, and Unity Medical Center. Other than Unity Medical Center, the major industry includes manufacturing, research and design. The following table represents other major employers in Fridley: Table 7 Major Employers 1997 The Metropolitan Council estimated total employment in the community at roughly 24,123 in 1997. Growth in employment has been due to recent industrial development and expansion. Growth in employment is expected to continue in Fridley due to its prime location within the northern suburbs of the Twin Cities, its convenient access to the freeway system and gowing corporate businesses such as the new Medtronic corporate campuses. Plan Overview - 8 - n � Fridley Comprehensive Plan Draft 1. December 9, 1999 � City Tax Base The City of Fridley has a large commercial industrial tax base and is also a$1.4 million net contributor to the fiscal disparities pool in 1999. Fiscal disparity is a law that was established as means to allow local governments to share in the resources generated by regional growth and to increase the likelihood of orderly urban growth. The following figures represent 1999 tax base � compositions for the City of Fridley and the Metropolitan Area. Figure 3 Taz Base Composition-1999 � � Commercial & Industiral 20% Residential Non- Homestead 9% Commercial & Industiral 20% Residential Non- Homestead 9% Metro Area Tax Base Composition Other 4% iesidential iomstead 67% ■ Residential Homstead ■ Residential Non- Homestead O CommerciaUlndustiral D Other Metro Area Tax Base Composition Other 4% tesidential iomstead 67% ■ Residential Homstead 0 Residential Non- Homestead O CommerciaUlndustiral � Other League of Minnesota Cities "Minnesota Cities" September 1999. V84, Issue 9 Plan Overview - 9 - P Fridley Comprehensive Plan Draft 1. December 9, 1999 � Population, Household and Employment Projections ,--� � ,�"'� Metropolitan Council Projections and Methodology The Metropolitan Council provides Population, Household and Employment projections for all of the communities in the seven county metropolitan area.. These projections are based on a trend analysis of household growth and economic development in the Metropolitan Area. Table 8 Projections hltp: n�ir�r.me�roc•ouncil.orgimen�uarcc�!s�n�s.ltim! The City of Fridley's major growth will occur within the employment sector, again due largely to its proximity within the metropolitan area and growth of existing businesses and services. While Anoka County and the Metro area anticipate significant growth, the City of Fridley is essentially fully developed and will not be able to accommodate much population growth. The City of Fridley will most likely see limited household and population growth as a result of redevelopment initiatives over the next 20 year period. � Information for historical population growth was extracted from an article titled "Fridley From the Beginning" printed in a 1974 Fridley Silver Anniversary newspaper. Author unknown. Data for recent �ears is taken from US Census data. Peterson, Guy. "LCA A,�'ordability Limits-1999" Report to the Metropolitan Council on the Livable Communities Act—Affordability Limits. September 15, 1999. • Plan Overview - 10 - :^, � ,'"`� � •u •. .,,. � Land Use PaYt of u GYeateY Region Fridley is part of the Twin Cities Metropolitan Region, and as such its existing land use patterns reflect patterns that we might see in many similar communities of the region. The Metropolita�t Council is the responsible government agency when it comes to planning for the region. The "Regional Blueprint" is a guide that was established by the Council to help communities' plan locally, but within the context of the region. The Blueprint defines Fridley as a developed urban azea. (see the Figure 1) Figure 1 Regional Grnwth Strategies Policy Areas. Metropolitan Council. R�I,.....� r ..w�, e..e.e.... ■ � � C C � .• .• .� Sou -1- Fridley Comprehertsive Plan Draft 1. December 10, 1999 The City of Fridley is lacated on the fringe of a major urban city (Minneapolis). As such, the �''� City of Fridley is commonly refened to as a subwban community to the major central business districts of Minneapolis and St. Paul. As the region continues to grow both in terms of jobs and housing, inner ring suburban communities such as Columbia Heights, St. Anthony, Roseville, St. Louis Park, Edina, Richfield and others are beginning to take on more of an urban character. • Taller buildings, higher density development, parking structures, and other elements represent a more metropolitan or urban character. The City of Fridley also fits this pattern as exemplified by the plans for the Medtronic offices, which may be as high as 10 stories and employ over 3,000 people when finished. The City of Fridley must recognize the changing environment and shape the form of urban development that best represents the community's collective vision. As part of the urban area, the city plays many roles in the region primarily providing places to work, live, and recreate. In the future the region will look to Fridley to continue its current role. However, given regional growth presswes and urban expansion concerns, the Metropolitan Council will look to communities within the urban area such as Fridley to take on more of a role in redevelopment, job growth, development of affordable and life-cycle housing and reducing vehicle trips. The following is an abbreviated list of potential roles that Fridley will play in the future of the Metropolitan Region. o As a job center employing over 24,000 people today .(and a significant contributor to the fiscal disparities pool), Fridley will be expected by the region to encourage more higher density (multi-story office buildings for example) economic development especially along the I-694 conidor. Fridley's role will be to foster an urban form of development that includes more compact, mixed-use, pedestrian friendly and transit oriented design. � v Fridley will play an important role in preserving and increasing the regional supply of life cycle and affordable housing especially through housing diversity. �'"� o As roadways become more congested due to an increasing population in the region, Fridley's role will be to help reduce dependency on the single occupant vehicle to help increase mobility and help minimize traffic congestion. ❑ Transit is a key component of Fridley's role in the region, especially as it is a potential recipient of both commuter and light rail transit. The City's role will be to foster development around these transit ways and ensure the public is connected to tra.nsit to support its use. o The Mississippi River is a regional resource. Fridley will be expected to protect the quality of the river and preserve the rivers availability to the public. Protection of regional supply of clean air and water are other roles that Fridley will be expected to be a part of. Fridley is also home to regional park and trail components along the river. Land Use � - 2 - Fridley Comprehensive Plan Drafi 1. December 10, 1999 ^ The Community Vsion Most of the elements that comprise the community's vision have a direct correlation to land use. In many respects, land use controls how a community looks and functions by impacting roadways, public infrastructure and facilities, housing, commercial and industrial services, park and recreation areas, open space and employment areas. Essentially, the objective of the community vision is to work towards achieving a balance in Land Use that promotes lasting livability and results in a quality place to live, work, shop and play. The following list of the key objectives of the land use plan were summarized from the vision statement and guiding principles. ❑ Providing choices for housing through redevelopment and new development ❑ Reflect a quality image of the community through effective and efficient land use patterns. ❑ Establish linkages and connections to the Mississippi River o Preserve and enhance opportunities for business retention and expansion. ❑ Integrate open space and protection of environmental features with the built environment. ❑ Support technology and innovation that advances community accessibility and competitiveness. � o Establish opportunities for public gathering places. Current Land Use Definitions In the process of analyzing the existing conditions in Fridley, the current land use was categorized into a series of land use definitions. These definitions were provided by the Metropolitan Council in an attempt to create a uniform land use system for all local government jurisdictions in the metropolitan area that would better enable regional governments to assess regional needs based on regional land use patterns. This information is intended to inventory what is there today and assess its impact on regional systems. These definitions are as follows: Single-family residential: Lots or parcels of five acres or less containing single-family detached housing, including manufactured homes. Multi-family residential: Lots or parcels containing multiple dwelling units such as duplexes, bungalows, twin homes, townhouses, quad homes and apartment complexes.. Commercial: Lots or parcels containing retail sales, services (including professional), hoteUmotels and all recreational services that are predominately privately owned and operated for profit (for example, theaters, bowling alleys, and riding stables). Included are private institutional uses (convalescent homes and rest homes in which medical or surgical services are not a main function of the institution), but not hospitals. � Industrial: Lots or parcels containing the buildings and the associated and adjacent landscaping, recreation facilities and parking for uses that include the following: horticultural specialties (e.g., Land Use _ 3 _ Fridley Comprehensive Plan Drafi 1. December 10, 1999 greenhouse), general contractors (building construction and all non-building construction), '�`` manufacturing of all kinds, goods movement faciliries, communications, utilities and wholesale trade. ,--. � r"�� Public, semipublic: Buildings and lands owned by schools (public and private), hospitals, churches, cemeteries, ice arenas and all facilities of local, state and federal governments including the entire boundaries of existing schools and Unity Hospital. Parks and recreation: The entire boundaries of pazks (local, regional or state), playgrounds (not including school yards) and similar areas. O�en water: Any public waters of the state as defined by Minn. Stat. 103G.005, Subd. 15 (the state's county-by-county inventory of lakes, rivers and other public waterways in the public domain) including the Mississippi River, Rice Creek, Farr Lake, Moore Lake, Harris Lake, Spring Lake, Locke Lake and Springbrook. . Roadwavs: Includes all rights-of-way for existing highways, streets and alleys. Existing Land Use Inventory Table 1 includes a detailed breakdown of land area by specific land use in the community as of the fall of 1999. Figure 2 is a map of e�cisting land use coverage as of fall of 1999. Table 1 Existing Land Use Calculations (Worksheet A from planning handbook). Land Use Cat o Acres Sin le-famil Residenrial 1,957 27.4% Multi-famil Residential 301 4.2% Commercial 321 4.5% Industrial 1,048 14.7% Public/Semi- ublic 594 8.3% Parks and Recreation 578 8.0% Roadwa s ri t of wa 1,301 18.2% en Water 695 9.7% Railroad 110 1.5% Vacant Land � 216 3.0% Vacated Ri t of Wa 29 0.4% TOTAL LAND AREA 7,147 100% 1999 GIS Data from Plansight, LLC Land Use - 4 - I� i+ �°� Melro Locator Mao H Ki 3i w��o..�iw�x u �cr�.exE swz a�m k:�tc�:� n��sso f..�: te�z� sn.ize� � City of Fridley Comprehensive Plan Map Series 1999 Existing Land Use Ma p Key Existing Land Use - 10/8/99 � SFR - Single Famlly Residentlal 1,956.8 P7.4 % �MFR-MuItIpleFamllyResidential 301.2 42% LOM - Commerclal 720.6 �.5% �_� IND - Industrlal 1048.1 74.7 % � P-SP � PubIIG5am1-PUbllc 584.1 8.3% � P- 7ark 8 Racraatlon 578.J 8.1 % VAC - Vavan[ Lands Y75.9 9.0% RAIL-Rallroatl 77p.y �,5•/, VAC-ROW - Vacatatl Rlghboi-Way 28.8 0.4% ROW-Rlghbof-Way 7,J00.8 18.2% WaterFaaturas 694.6 9.7% Totals; 7147.1 100.0% Fridley Compreherrsive Plan Drafi 1. December 10, 1999 ^ Residential Land Use (single family and multi-family) Residential land use comprises approximately 32% of the city's total land area. These forms •include single family detached housing, mobile homes, multi-family apartment complexes, individual apartment buildings, townhomes, twinhomes and condominiums. The majority of the residential land use pattern reflects a 1960s and 1970s development style of 30 to 34 foot wide residential streets with average lot sizes between 9,000 and' 10,000 square feet. Early residential development in Fridley occurred on the west and east sides of the city, west of the ra.ilroad tracks (close to the river) and east of Moore Lake and Old Central Avenue. This development consisted almost entirely of single family detached housing. Later housing developments in the 60's and 70's filled in the central portions of the �ity and included more multi-family housing types. Recent residential developments have occuned on infill lots or through redevelopment projects such as Christensen Crossings and have included in some instances a mixture of single-family and multi-family housing types. Single family residential From a land area standpoint, the dominating land use in the community is single family residential comprising neazly 27.4% of the total land area including single family detached and mobile home residences. This figure is lower than or similar �.,, to other first tier suburban communities in the metro area. The majority of single family residential development occurred in the 1960s and 1970s. Existing residential densities within single family detached neighborhoods generally range between 3 and 4 units per net acre. Future opportunities for new single family residential development will only be achieved through redevelopment and infill development initiatives. Multi family residential Multi-family residential land use comprises just over 4% of the total land area of the community. This housing type consists of a few lazge apartment complexes (generally over 300 units) including the Georgetowns, Spingbrook and River Point Apartments and many smaller complexes (less than 150 units) like Moore Lake, River Road East and Highland Park Apartments. There exists a large number of scattered apartment buildings with generally 24 to 35 units in neighborhoods like Hyde Park, Oak Hills, Summit Manor, Bonny or Brookview. Also of significant area relative to multi-family residential land use are the various condominium/townhome projects such as Innsbruk, Black Forest and Rice Creek. Finally, two-family units are scattered throughout the community primarily located within neighborhoods that abut major roadways such as University Avenue, Central Avenue or East River Road. The existing density within multi-family housing developments is as high or higher than 20 units per acre in some places. Future opportunities for new multi-family residential are also limited due to little available land but aze more likely to occur as part of �„� redevelopment initiatives. Land Use " 6 " � � Fridley Comprehensive Plan Draft 1. December 10, 1999 The following table breaks down the various residential average densities in the community. Table 2 Residential Average Densities Land Use Type Average Densi Sin le Famil 3.5 Multi-Famil 9.0 There are currently 31 acres of vacant land zoned for residential development in the City. The following table represents the total inventory of vacant land according to its current zoning classification. Table 3 Vacant Land Inventory Vacant % of Total Zouing Classification Developable Vacant Acres Lands Sin le-Famil Residential 28.3 13.3% Multi-Famil Residential 2.7 1.3% Commercial 37.2 17.5% Industrial 144.0 67.9% TOTAL 212.2 100% Commercial Commercial development is primarily located along the major north-south arterials of the community, University Avenue (TH 47) and TH 65. Concentrations of commercial activity occur at intersections with major east-west roadways such as I-694, Mississippi Street and Osborne Road and 57�' Street. At the time that Fridley saw its greatest growth, the popular type of commercial development was the "strip mall" which accounts for many areas of land use in Fridley particularly along University Avenue and TH 65. This strip mall type of development tailors primarily to the needs of commuters traveling through the city but also to adjacent neighborhoods. Recent commercial development has been more focused on a"nodal" form of development where commercial land use intensifies at an intersection or other focal point or "node". Existing commercial development can be classified in the following manner: Neighborhood Commercial This is the smallest scale form of commercial land use. It includes small scale shopping and service uses such as bakery, hair salon, independent offices, and � convenience and gas sa.les. It is intended to serve primarily the sunounding neighborhood (either residential or business uses). There are very few Land Use ' " � " Fridley Comprehensive Plan Drafi 1. December 10, 1999 � ' neighborhood commercial land use patterns in Fridley. Many of the areas that serve the neighborhood level are the strip centers along major roadways. Community Community commercial development is the next larger scale commercial land use pattern. It includes services that are more oriented to the entire community. These typically include grocery stores, recreation centers, restaurants, medical facilities (such as the Unity Hospital and surrounding services), and larger scale retail needs. Good examples of these land use patterns include Moore Lake Shopping Center, City Center or the Holly Center. Community centers are more of an automobile oriented destination rather than a pedestrian oriented neighborhood center. Regional Regional centers are those that are more focused on the regional roadway network, for instance I-694 and University Avenue or TH 65. These centers provide for the lazger scale retail uses, restaurants, theaters, etc... They are intended to draw customers from the region in addition to Fridley residents and workers. Fridley is located in close proximity to other regional retail draws such as Northtown Shopping Mall and Brookdale Shopping Mall. Regional roadways (I-694, TH 65 and University Avenue) make Fridley an attractive market for regional commercial users despite competition from nearby regional centers such ,....� as Brookdale and Northtown Shopping Centers. /"� Office or Business Park (Corp. Campus) Fridley is also known for being home to several corporate headquarters and prominent business enterprises. Several commercial areas in the community are comprised of office buildings in business park setting. These azeas include the East River Road Business Center on the southeast quadrant of F,ast River Road and I-694, the existing Medtronic offices, the Cummins (Onan) campus, Unity Hospital and the future Medtronic Site at TH 65 and I-694. Center City The Center City area provides a central area of the community where government services are combined with places to live, work, shop and play. The commercial uses for this area include a combination of all the previous categories with a greater focus on community or neighborhood retail services. Minimal vacant land is available for future commercial or retail development. In fact, there aze currently less than two acres of vacant land zoned for commercial use based on the existing zoning map. Future commercial development will have to be a result of redevelopment initiatives. Land Use - 8 - Fridley Comprehensive Plan Draft 1. December 10, 1999 ,--� Industrial The City of Fridley has a significant portion of land area devoted to industrial use. The focus of industrial development started out on the river and eventually gravitated towards the railroad corridor and East River Road utilizing these transportation routes to move goods throughout the country. A prominent piece of Fridley history is the industrial development known today as the Armament Systems Division of United Defense. This was the first major industry that brought many residents to the Fridley area as well as many business interests. At one time in the 1940s, this industry employed over 11,000 people. Several more manufacturing and distribution companies have since located in the community. Today the primary focus of industrial uses occur in three locations: along the railroad tracks from the south border of Fridley to 61 � Avenue, in the northern �art of the community between the railroad tracks and University Avenue north of 79 Way and along Central Avenue around the Onan and Medtronic campuses. These locations have seen development occur over a long period of years, with not any one area developing all at once like the residential areas developed. In many instances, land use conflicts exist between industrial uses and adjacent uses. Public, semi-public Approximately 8.3% of the community's land area is developed as public or semi-public uses such as schools, religious institutes, government facilities or other non-profit � agencies. Aside from local government facilities, the City of Fridley also has a county library. Four school districts share boundaries within the City of Fridley and in addition to many elementary schools there are two high schools within the City's boundaries including one private High School (Totino Grace.) Many religious organizations are located within the community as well. Park and Recreation The City has approximately 578 acres of land dedicated to park, open space and recreational uses. These lands are managed and owned by either the City of Fridley or Anoka County. Many of these park facilities are connected to one another by on or off road trails and bike paths. The park system is comprised of community and neighborhood parks that offer different levels of recreational opportunities as well a regional park along the Mississippi River that offers a combination of active and passive land uses. There cutrently exists an adequate amount of park land to serve the Fridley community. More analysis on the park and open space system is provided in the park and open space chapter and the Fridley Park Service Area Study completed in 1997. Right-of-way � Road right-of-way and railroad right-of-way make up almost 20% of the communities land area. The predominant right of way is the local roadway system that services the Land Use " 9' Fridley Compreherrsive Plan Drafi 1. December 10, 1999 �...� various individual neighborhoods. Other owners of right-of-way include the State and County Highway departments and the Burlington Northern Santa Fe (BNSF) or Minnesota Commercial Railway (MNNR) railroad. � Open Water Major bodies of open water in the City of Fridley include the Mississippi River and Rice Creek, Farr Lake, Moore Lake, Harris Pond, Spring Lake, Locke Lake and Springbrook'. These bodies of water carcy a multitude of government regulations including local, federal and state agencies such as Local Watershed Districts (Six Cities Watershed Management Organization and Rice Creek Watershed District), Minnesota Department of Natural Resources (DNR) and the US Army Corp of Engineers. Table 4 Open Water Bodies Water Bod Name DNR ID Number NWI Wetland T Acres Mississi i River NA River NA Rice Creek NA Creek NA Farr Lake 2-78P 4—Dee Marsh 5 Moore Lake 2-75P Lake 98 Harris Pond 2-685W 4—Dee Marsh 8 S rin Lake 2-71P Lake 55 Locke Lake 2-77P Lake 24 S rin brook 2-688P 4—Dee Marsh 37 Land Use -10 - n, � � Fridley Compreherrsive Plan Drafi 1. December 10, 1999 Future Land Use The overall land use pattern in the short term will remain lazgely unchanged. However, in the longer term (5 to 10 or more years from now), several forces have the opportunity to greatly affect the land use pattern in certain azeas of the community. Forces like the potential for light or commuter rail transit, the growth of Medtronic and its corporate offices and the community's ability to carry out desires for improved image along major highways. New growth that will occur in the City will primarily be a result of the City's proactive approach towards redevelopment to shape and guide the development around some of these forces. At the same time redevelopment is being encouraged, new growth will continue to fill in some of the underutilized parcels within the city. In either case, the intent of the future land use plan is to guide future gowth in a way that best achieves the community's collective vision and provides a balanced land use pattern. The following figure illustrates the various components of Fridley's future land use plan in a very general sense. These components contain issues unique to Fridley that were identified through the community vision sessions held in 1998. Figure 3 Land Use Components of the Fridley Vision Iafrastructure ' Quality ' Adequary • Cost Effective Park and Recreation ' Cormectione�i.inkages ' Active�PassiveRecreadon * Changing Pazk Deanands Housing Industry ' Diversity • Reterdian * Affordability � Expansion • Co�mections�L.inkagea • Tax Base + Quality +' Jobs Public�Semt-pubtic Facilities * AdaptiveR�se • Quality Public Savices ' Cormectiot�s�Linkages Commercial � Neighborhood Services ' Community Shopping • Gathering Places • Entettainmerlt USE Transportation • Public Transit " Mobility AltemaUves • Cotmections�Linkages ' T�c Cangestiar►ReGef Understanding the interconnectedness of the various land use planning components can often be complex and confusing. Many components including transportation and how roadways are built, how they function, and what they look like impact certain land use types. Land use types and patterns in turn impact the roadway system depending upon the number of driveways onto a roadway or the volume and type of trips that are generated by the land use type whether it's a work trip, shopping trip or simply running an enand. Industry and commercial viability depend on the quantity and quality of housing in the community to provide jobs as well as household purchase power. Public services enhance the quality of life in the city, which benefits commercial and industrial uses. Land Use - 11 - Fridley Comprehensive Pdan Draft 1. December 10, 1999 /'`�, Key Issues Many key issues relative to future land use decisions face the City of Fridley both now and in the future. These issues were identified during the course of the vision sessions and through previous studies and inventories. Some of these issues are not at all new to the community while others are very recent or even somewhat futuristic. The issues include the following. o Community Ima�e: Image is of utmost concern to the community, patticularly with respect to University and Central Avenues, but also with miscellaneous junkyards and outside storage. v Future Development as a result of Medtronic Corporate Campus: Outside forces such as decisions made by Medtronic and the potential for rail transit create opportunities for the community to increase tax base, upgrade rental housing and improve transportation connections and linkages both internal (within the community) and external (to regional destinations) o Move Up Housin�: The City has identified a need for move up housing to diversify the housing stock and create more of a life-cycle community. With little land available (especially with features that enable higher end housing) the City needs to look at possibilities for redevelopment or better utilization of lands for new housing opportunities. /`1 v Economic Stabilitv: Fridley is a regional employment center, having more than 24,000 jobs in the metro area. The City needs to ensure that appropriate steps are taken to retain existing businesses. o Transit (rail and east west bus service�: Travel patterns in an east west fashion are difficult both at a community level but also at a regional level from suburb to suburb. These patterns are made difficult by such features as the Mississippi River or the Railroad Tracks as well as a predetermined north south orientation of major roadways. o Traffic Congestion alternatives: Tra�c will continue to be a problem in the community but more so in the region. The issue is what alternatives to congestion are most appropriate to Fridley. Development design techniques that encourage transit usage are just one alternative. o Park and Recreation needs: Park and recreation needs have slowly been changing and will continue to evolve to meet the needs of different demographic profiles. ❑ Commercial Areas: Commercial areas are limited in the City of Fridley and lacking in certain neighborhood retail services. Opportunities existing to provide the community with social gathering places and activities within the city rather than forcing residents to leave the city for entertainment or basic retail needs. ❑ Bikewavs/walkways: Bikeways and walkways are reemerging as an important ^ element in the physical landscape of Cities for two reasons, recreation or exercise, and a mobility alternative. Land Use � -12 - Fridley Compreherrsive Plan Drafi 1. December 10, 1999 ,--, Future Residential Land Use The future residential land use pattern will not change significantly from present day land use except where redevelopment is designated. Opportunities for future single family detached housing development will primarily exist in the form of infill development and redevelopment in already built up residential neighborhoods. Unfortunately, single family housing is not a likely component of plann� redevelopment projects. Financial constraints and the small size of typical redevelopment projects malce single family housing unlikely except when combined with other higher density housing developments. Some opportunity may exist, however, for move up housing on lands adjacent to the Mississippi River that are cunently utilized as a campsite by the Girl Scouts of America. While this land is currently being utilized as a public space, nothing prohibits the organization from selling the site. Given the strong desire in the community for move up housing, this site presents possibly one of the last opportunities for this type of housing. Multi fa»rily housing on the other hand is more likely to occur through tedevelopment. Future redevelopment in targeted areas benefit from a higher density of housing development to support other job intensive or commercial intensive redevelopment. Furthermore higher density housing is more likely to create a higher property tax return for redevelopment projects that may utilize such property tax intensive tools as Taac Increment Financing. Where possible, future redevelopment projects should look to incorporate a mix of housing styles at a mix of income levels. This avoids creating concentrations of poverty and provides for opportunities to create visual relief from one constant form of � development (i.e. row upon row of ramblers or split-levels for example). In addition to a mix of housing, redevelopment sites should plan for con�ections to surrounding neighborhoods through trail and open space elements. Close proximity to neighborhood commercial services, transit stops, and recreational services are also key features of future redevelopment sites involving residential development. � Future redevelopment should plan for densities that match surrounding development patterns. For example, redevelopment nea.r the Medtronic corporate campus should be of a higher density, ranging from 12 units per acre upwards to 30 units per acre for larger scale, high-end apartments. Developments of this nature should be focused azound a central element such as open space or a gathering space that gives the development character and identity. Surface parking should be minimized and structured parking should be utilized when possible to provide for shared parking arrangements. This form of development is compatible with higher density office uses such as the Medtronic development and takes advantage of being close to the regional roadway system and transit services. Creating a higher density development pattern within close proximity to employment centers promotes the livable community theme, creating opportunities to live within walking distance to places to work and shop and transit opportunities. Redevelopment near potential Light Rail Transit (LRT) or Commuter Ra.il station stops should also be of a higher density. These developments must be sensitive and compatible with adjacent neighborhood developments and should be well planned with a process that involves the public in order to educate the opponents of higher density, multi-family housing and affordable housing. Land Use -13 - Fridley Comprehensive Plan Draft 1. December 10, 1999 ,-� Future Commercial Land Use Future commercial development will continue to operate in its elcisting fashion of regional shopping and offices along I-694, community services and shopping at the City Center and at the Moore Lake area. and neighborhood services at various strip malls along major roadways. Commercial development will also be intended to Ue a component of future redevelopment projeets to the extent that neighborhood services can be supported. Many of the existing commercial shopping centers in the City were also developed during the 1960s and 1970s to take advantage of prime highway frontage. As such, these centers were designed for automobiles first and turn their back on pedestrians, neighborhoods and to an extent, the whole City. Many of these centers are aging and ace in need of significant improvements. Existing commercial strip malls should be targeted for aesthetic improvements, land use efficiency improvements (determining if the site contains an efficient building mass or if there is too much parking) and circulation improvements (both pedestrian and vehicular but more so for pedestrian movements). By rethinking the pedestrian orientation of some commercial strip centers, the City and neighborhoods, may be able to connect these shopping centers with residential neighborhoods increasing the viability of the commercial center and reinvesting that economic benefit into the appearance and function of the center. Future Industrial Land Use Industrial land use in the community will continue to comprise a significant portion of � land area, contributing heavily to the City's strong tax base. Future industrial development will consist of mostly infill development within existing industrial parks and business pazks. Attention should be given to ensuring quality architectural controls and compatibility with adjacent developments. In addition, consideration should be given to ensuring adequate expansion opportunities of industrial uses without encroaching into non-industrial uses. Storage of outside materials should be carefully screened to minimize visibility from major transportation corridors, the Mississippi River and residential land uses. Redevelopment should be considered for older outdated industrial facilities that can be more efficiently utilized as modern industrial uses and will result in a more environmentally friendly, aesthetically pleasing development pattern. Industrial development is an important component to the economic success of the community and future expansion and development opportunities should be kept open. Redevelopment Redevelopment is a form of community revita.lization that transforms undesirable elements into desirable elements that reflect the community's collective vision. Redevelopment also provides opportunities to identify environmental concerns and then take conective action on them. The areas identified as redevelopment should be priority areas, where the geatest impact can be made in improving the issues that threaten the community's ability to be a quality . place to live, play, work, or shop. They also represent areas where forces (that may be outside the public realm) are influencing large scale change. Through redevelopment /� planning, the City has the opportunity to shape that change to best reflect the needs of the Land Use - 14 - Fridley Comprehensive Plan Draft 1. December !0, 1999 �,,.� greater community. The City has limited resources, and as such needs to focus its efforts on projects that best meet the city's needs. Some areas of the community have been identified as possible redevelopment areas. These areas were identified based on previous planning studies and reports, through cunent development projects such as the Medtronic office project on the northwest quadrant of I-694 and TH 65 or through input from the community vision sessions. Figure 4 generally identifies these areas; however, the boundaries are not to be construed as exact boundaries for redevelopment projects. Exact boundaries should be refined through more detailed analysis. Each site is further described below. Redevelopment Site 1 Redevelopment site 1 is located on the northern city border between Central Avenue and TH 65. This area was identified based on windshield surveys and community input at the community vision sessions and through community surveys. Generally, this azea consists of several miscellaneous industrial uses, automobile repair and salvage uses and other commercial service oriented uses. The primary purpose for redevelopment in this particular area is to clean up the site to improve communi�y image. This area represents a gateway into the community from the north and as such provides a first impression to the community. Redevelopment should seek to clean up salvage yards, identify and clean up environmental problems, reduce the number of non-conforming uses and � redevelop as a higher quality and aesthetically pleasing development. . Redevelopment in this area may consist of both commercial and residential land uses. Redevelopment Site 2 Redevelopment Site 2 includes primarily the intersection of Mississippi Street and Old Central Avenue but would be extended southerly along Old Central Avenue to include the various commercial and vacant parcels along the highway. This area was identified through previous redevelopment studies and field survey. Existing commercial uses in the intersection contribute to a negative community image and appear underutilized. Redevelopment within this area should improve upon community image and offer neighborhood commercial services to the sunounding residential neighborhoods. Redevelopment may include commercial and residential land use. Redevelopment Site 3 - Redevelopment site 3 includes the area surrounding the intersection of I-694 and TH 65 extending west to the River to include the potential commuter tail station site and then south encompassing the University Avenue Corridor. This area ^ presents a major gateway to the community and is cunently changing due to the development of Medtronic's corporate campus. Further complications are Land Use -1 S - Fridley Comprehensive Plan Draft 1. December 10, 1999 , , �\ presented with major retailers (Target and Menards) and the reliance on large surface parking lots, which contribute negatively to community image. These major shopping attractions could be better oriented toward the community and better contribute to a gateway image. � �'�'1 The area also includes the land area west of the new Medtronic campus extending over to the possible site for a potential future commuter rail transit station at 61 � Avenue and Main Street encompassing the Hyde Park neighborhood. Redevelopment Site 3 is identified primarily because of the redevelopment opportunities that are presented by the Medtronic development and the potential future commuter rail station. It also presents an opportunity to tie in the two areas and the Hyde Park neighborhood to transit and places to work. Redevelopment within these areas might include public open space, offices, commercial services of a community and regional nature, and higher density housing. Redevelopment should be transit oriented and include a mixture of low, moderate and high-income housing. For the sake of planning for traffic and utility impacts, a rough estimation of potential new development is made for each redevelopment site. These estimates are based on assumptions made with respect to desired development intensities as described in the Comprehensive Plan. Table 5 Area Impacts from Redevelopment Redevelopment Time Net Growth Net Growth Net Growth Net Growt6 Area Frame Residential Commercial Industrial Office Units S ace S ace S ace Redevelo ment Site 1 Z000-2005 0 NA NA NA Redevelo ment Site 2 2000-2010 72 0 0 0 Redevelo ment Site 3 2000-2010 NA NA NA NA Land Use -16 - Fridley Comprehensive Plan Drafi I. December 10, 1999 , 1 � Figure 4 Redevelopment Areas � �""� Developmmt of 2 Posmtial Commu Corridor Lwes Poor Image Poor Housing Co :�� Lend IIu Conflick Vacant Land PoorImage cianry m FMedtroaic J 1000 0 1000 ?A00 3000 Fe� Land Use � -17 - � 'H K 3i o�.�wv� rv.n�y n.. xe ��o� e'tsul nx+.�sso� Islll 5)1��18i Fin W t�amweFmv.e qan 19w City of Fridley Comprehensive Plan Map Series 2020 Future Land Use Map Key Future Land Use - 2020 SFR - Single Famlly Residantlal 17<7.7 2A.6 % MFR-MUItIplaFamllyResitlantlal 189.5 i.6% COM � Lommarclal 161.1 P.P% IND-IntlustrWl 540.8 7.6. P-SP-Pub11G5emi-Publlc 348.8 0.9% P� Park 8 Ratreatlon StP.S 7.2% RatlevalopmenlNea '147t.t 7B.8°/. VAC � Vavant Lands 11Y.7 1.57•/. RAIL-Rallroatl 710.4 'I.5°. VAC-ROW - Vaca[ed RlghPO/-Way 20.4 0.3°/. ROW-Rlghboi-Way 1,700.8 782% Watar Featuras 694.8 9.7•/. Totals: 7147.1 100.0 % Fridley Comprehensive Plan Drafi 1. December 10, 1999 � � Definitions: The future land use plan is organized in similar land use categories as identified in the pervious section (Existing Land Use). It is imperative that the users of this plan (the community, but primarily City officials and staffl understand the terminology used throughout the plan. The following section provides definitions for goals, policies and strategies as used throughout the Fridley Comprehensive Plan. . Goals: The American Heritage Dictionary defines a goal as "a desired result or purpose; objective" An objective is "something worked for or striven for; goal" The two words can be somewhat interchangeable. The term Goals will be used throughout this plan to define the City's desired status relative to the key community issues. Policies: The American Heritage Dictionary defines a policy as "a general principle or plan that guides the actions talcen by a person or group." This plan will identify various policy directives that will guide the City in making critical decisions that impact the future of the community. Policies will reflect the City's general intentions. Policies will guide the community in atta.ining its goals. Strategies: The American Heritage Dictionary defines a strategy as "a plan of action." Strategies will outline how the various elements of the plan will be implemented in order to achieve the identified goals. Strategies will be in the form of specific actions that the city can take such as amending its zoning �"1 ordinance or creating a specific type of funding program. a Future Land Use Goals The following land use goals are intended to provide a"desired resulY' to address the key issues identified by the plan: 1. To ensure adequate opportunities exist for the development of a variety of housing types at a range of affordability levels including low, low-moderate and high cost housing to meet the life-cycle needs of Fridley residents. 2. To preserve the elements of the natural environment that add value to neighborhood livability and aesthetics and to preserve and strengthen the character elements of existing neighborhoods (both residential and commercial neighborhoods). 3. To create and improve upon access to and linkages between various land use types, improving upon pedestrian mobility and access to transit. 4. To create sustainable, self-reliant, mixed-use and mixed-income neighborhoods that contribute positively to the quality of life and image of Fridley. 5. To assure the highest quality living environment attainable while maintaining the economic and environmental well being of the community. Land Use -19 - Fridley Comprehensive Plan Drafi 1. December 10, 1999 � e F � 6. To revitalize and redevelop existing underutilized commercial strip centers and industrial brownfield sites and enhance coinmunity image through redevelopment. 7. To assure adequate opportunities to provide a variety of high quality commercial services and employment opportunities to Fridley residents and businesses. 8. To ensure adequate opportunities for business expansion and growth within the community in order to retain the present industrial and commercial tax base. 9. To enswe a diversity of livable wage jobs locally available to Fridley residents. Future Land Use Policies The following statements are intended to provide the community with policy directives that will guide the City in achieving the above mentioned goals and community vision. It is the policy of the City to: 1. Encourage development that provides a mixture of housing types and styles at a variety of income levels while promoting housing diversity and affordability through education of the general public: 2. Require pedestrian connections (in the form of trails and sidewalks) between future residential housing developments and neighborhood commercial shops, employment centers, parks, schools, churches and other logical trip destinations. 3. Evaluate higher density developments associated with redevelopment projects near major transit ways or major job concentrations. 4. Encourage redevelopment projects that integrate housing with jobs and transit services. 5. Promote preservation and rehabilita.tion, where possible, in order to retain neighborhood character. 6. Encourage neighborhood participation in redevelopment and revitalization projects through active citizen participation and involvement in the process. 7. Encourage redevelopment projects to include travel demand management (TDM) and urban design techniques and principles that promote alternative forms of mobility and transit such as busing, carpooling, walking, biking or other forms of mobility. 8. Require appropriate amounts of recreational amenities within future redevelopment projects. 9. Cooperate with major landowners in the redevelopment of underutilized commercial properiy encouraging landscaping and fagade enhancements and promoting high quality site design and quality architectural materials. � 10. Encourage new economic growth that provides quality jobs and services for Fridley ^ residents and businesses. Land Use - 20 - Fridley Comprehensive Plan Drafi 1. December 10, 1999 � A s �„r, 11. Require public and private sector compliance with environmental laws and regulations. 12. Encourage the preservation and protection of existing wetlands as well as the re�toration of wetlands that were previously lost to urban development. 13. Reyuire an assessment of environmental impacts and conective action plans if needed associated wi� all future redevelopment projects. • 14. Promote the protection and preservation of open space and greenspace in redevelopment planning efforts. 15. Encourage, where feasible, the integration of housing within commercial redevelopment projects to promote sustainable and wallcable communities. • 16. Ensure the public infrastructure system is adequately maintained and available to service all commercial development within the community. 17. Encourage and facilitate infill commercial and industrial development on remaining vacant parcels to ensure maximum efficiency of land use. 18. Regulate use of outside storage areas for long term storage of trucks, equipment or industrial product. 19. Encourage shared driveways and parking facilities to reduce impervious surface � coverage where possible. � Future Land Use Strategies The following are future land use strategies. l. When evaluating commercial development or redevelopment projects, prioritize uses which do not currently exist within the City or are complimentaty to the Medtronic Corporate Campus. A high quality hotel and quality restaurant uses should be actively pursued as well as other general retail uses which can be supported by the market place. 2. The southwest quadrant of TH 65 and I-694 should be evaluated for redevelopment to take better advantage of underutilized land area within the quadrant. 3. Complete a zoning and impact analysis of areas in the City where industrial and commercial properties may be causing adverse impacts on adjacent residential properties. Where appropriate, eliminate land uses which are not well placed for commercial and industrial usage and may be causing complaints for neighboring residents. 4. Evaluate the Central Avenue corridor for redevelopment projects which meet local housing and commercial needs. Land Use - 21- Fridley Comprehensive Plan Drafi 1. December 10, 1999 . f � 5. New development and redevelopment along the I-694 corridor should be architecturally compatible with the Medtronic Corpora.te Campus and shall use high quality building materials. � �1 6. Create gathering spaces in strategic locations in the City, and enswe that they aze recognizable as gathering spots. Further, ensure that there are good "connections" between them whether it be a transportation connection (road or bikeway/walkway) or a visual connection of street amenities like decorative light fixtures or fencing. 7. Evaluate whenever possible structured parking as a means to preserve land for additional development which meets the city's land use needs. 8. Implement a spectrum of options to "rediscover the river" a. maintain and enhance existing park facilities along the river b. ensure that there are proper bikeway/walkway facilities accessing the park c. consider where appropriate, redevelopment projects which may use the river as an attraction. 9. Complete a detailed housing, land use, and transportation analysis to take advantage of the market opportunities which may be byproducts of the location of the Medtronic Corporate Campus. Endnotes �"City of Fridley Wetland Inventory" Westwood Professional Service, Inc. Peterson Environmental Consulting, Inc. February 1994. Table 3. Land Use � - 22 - e _ , /�� r"� � � �� . '�I� � Introd uction Housin � Housing is a critical and essential component of City life. The availability of a variety of housing types and styles (at a vaziety of price ranges) that allow residents to move through the life-cycle housing chain is a key factor in maintaining a community's sustainability. Among other things, the diversity, affordability and quality of housing in a community plays a critical role in attracting and retaining businesses by providing places to live for a local work force. The City of Fridley has recognized the importance of housing, and has taken many steps in order to preserve the quality, diversity, and affordability of its housing supply. The city has been aggressive with adapting and planning for the changing housing market by initiating housing redevelopment programs, facilitating home improvements through technical assistance and loan assistance, and providing for the needs of seniors. Like many communities, Fridley's vision is to provide a diversity of high quality places to live in safe neighborhoods with adequate public and private services, transportation linkages and recreation opportunities. A significant portion of Fridley's vision is attributable to housing as reflected in the following guiding principles: • Quality housing that reflects a full range of choice... (life-cycle housing) • An image and identity that reflects the place... (sense of community/housing maintenance) • Celebrate diversity... (housing choice to meet changing demographic needs) • Transportation linkages...(mixed-use, linking transit services to housing and strengthening alternative modes of travel by how and where housing is developed) • A comprehensive community se�-vices network...(assisted living, homeless, affordable housing, senior housing needs) • Many parts, one community...(directly related to the other aspects of community development that make a community "whole.") Housing development in the City of Fridley, and the region in. general, has largely been shaped by two forces: the return of GIs from World War II in the late 40s and early SOs, and the evolution of the baby boomers. Portions of Minneapolis and many first tier suburbs such as Fridley, Columbia Heights, Richfield and St. Louis Park for example, saw the first boom in housing development in the late 1940s and 1950s driven by WWII veterans returning to the states. The second force, the baby boomers reaching first time home buyer status, influenced development in many of the first tier suburban communities and expanded to outer ring first tier and second ring suburbs such as New Hope, Golden Valley, Crystal, New Brighton, Arden Hills, Plymouth, Bloomington and Roseville. With such a large demand in entry level housing sparked by the baby boom generation coming of age, these latter communities saw the greatest boom in housing starts in the 1960s and 1970s consisting of smaller one level and split-level homes (starter homes) and apartments. At that time much of the first and second tier suburbs also had vacant land inventories to satisfy this housing demand. -I- Fridley Comprehensive Plan Drafi 1: 10 December, 1999 In the late 1980s, the baby boomers were growing into their late 30s and early 40s. At this point � in life, the typical baby boomer's were earning the most income, spending the most dollars and had reached a maximum household size. Housing becomes an issue, as families desire more living space, extra garage space and a bigger yazd and can typically afford more of a house than they currently live in. This demand for larger homes has historically been met in outlying suburbs where land is available and raw land costs are less. Fridley, however, developed prior to ' this trend, and a limited supply of vacant land has prevented the development of move up housing in the community to meet this demand. Today Fridley residents are faced with difficult decisions when their lifestyles change and they need (or want) more space or a different housing style. They are faced with the choice of investing in major improvements (which they may or may not get back financially) or moving out of the community in order to move up. Today the baby boom generation is moving into a new life cycle. As this demographic cohort moves into senior status, one-level maintenance free housing (townhouse/condominium) is becoming the prefened housing type. The majority of this housing development, as expected,. is occurring on the urban fringe, where vacant land is readily available for development at reasonable costs. Some of this development is occurring in urban areas through infill and redevelopment; however, one-level housing consumes a lot of land, and is not considered an optimal land use for urban redevelopment projects (mostly from a financial perspective). Recent trends have shown a renewed interest in living closer to the urban core; either within the inner cities of Minneapolis or St. Paul or within first tier suburbs. This renewed interest is partly in response to increasing congestion on the regional roadway system. Roadway congestion is forcing longer, more stressful commutes, not only during rush hour but also during day to day trips. Regional statistics have shown that the rush "hour" period has been slowly expanding and r"'� is no longer only one hour but more like two or three hours. This new desire to live "closer in" also has to do with being closer to urban environs such as the neighborhood coffee shop or bakery, "downtown", employment centers, cultural centers and public transportation services. While suburban development may provide some of these services and amenities, the development pattern in suburban areas is much less compact and pedestrian oriented than in the older more traditional neighborhoods which posses a greater sense of place. Recent political initiatives have been focusing redevelopment dollars into older neighborhoods of the inner cities and first tier suburbs to promote better use of existing infrastructure and less reliance on the automobile and roadway infrastructure. These same initiatives promote mixed-use development that includes housing integrated with commercial services, employment opportunities, transit services, public open space and reereation areas and gathering places. Changes in household composition have also had an impact on how housing has historically developed and how it might be expected to develop in the future. Over the last decade the number of persons per household has declined. Households today are more likely comprised of one or two person households as children have grown up and moved out of the household. Other impacts on household composition include increasing trends of divorced households, and marriages that occur later in life. The increasing number of single parent households has led to increased demands of 3 or more bedroom affordable housing units. This type of rental housing is of very little supply in the entire metropolitan area. Another force that has shaped housing development and housing needs has been the pattern of economic development in the metro area. The northern communities, starting with north Minneapolis, have always contained more of an industrial, blue-collar work force. The housing in ^ many of tl�ese communities reflects a more affordable price range to provide housing consistent with the communities household income levels and wage rates. Housing - 2 - Fridley Comprehensive Plan Drafi 1: 10 December, 1999 ^ Finally, a strong economy as of recently has allowed interest rates to remain at a low rate enabling many persons who normally would not be able to afford a new home, to buy into home ownership. This has increased the demand for housing to a point that demand is beginning to exceed the supply. This is evidenced by the booming construction industry, aside from the short time that a home for sale is listed on the market. Housing values have seen a sharp increase due to this imbalance of demand and supply. � /"\ This chapter of the comprehensive plan is based on several recent housing studies that have been undertaken to understand the current trends and issues with housing in Fridley and the Metropolitan Region. The following studies were the primary sources of information for this chapter and should be refened to for a more in depth discussion on specific housing issues: ❑ Maxfield Research, Inc. Update of Housin� Needs for City of Fridlev. "Draft" July 1999. ❑ Short Elliot Hendrickson, Inc. Housin�; Action Plan. City of Fridley. 1996 ❑ Community Partners, Inc. Anoka County HRA Housin� Stud� 1995 ❑ City of Fridley. Redevelopment Priorities and Housin� Prog�am Focus Areas. 1994 Housing - 3 - ,,'"� /�`� !."�1 Fridley Comprehensive Plan Drafi 1: 10 December, 1999 Existing Housing Supply In order to develop a plan for housing, an analysis of the existing housing stock was performed. This analysis Is based on a combination of sources such as 1990 Census, City surveys and inventories, building inspection data, Anoka County Assessing data, data from the Minneapolis Association of REALTORS, and Maxfield Research's 1999 Update of Housin� Needs For Cit,�f. Fn•dlev as referenced on the previous page. Age of Housing Stock The majority of the City of Fridley developed during the 1960s. Single family homes were the first major housing type to be built in large quantities followed by apartment or multi-family housing approximately 10 years later. The following table identifies age of the housing stock. Table 1 Age of Housing Stock Age of Owned Rental Total Housiag Stock No. %Total No. %Total No. %Total Pre —1950 613 8.1 112 3.1 725 6.5 1950 —1959 2,296 30.4 246 6.8 2,542 22.8 1960 —1969 2,407 31.8 1,326 36.9 3,733 33.5 1970 —1979 1,515 20.0 1,114 31.0 2,629 23.6 1980 —1989 517 6.8 747 20.8 1,264 11.3 1990 —1998 210 2.8 5 l 1.4 26l 2.3 Totals 7,558 100.0 3,596 100.0 11,154 100.0 Maxfie[d Research, Inc. U�date ofHousing Needs,%r Cit�,oiFridle� 1999. Table 17 Page 3S Housing Type The predominant housing type in the community is the single-family detached home. However, Fridley is well diversified in its multi-family housing stock maintaining a variety of multifamily housing units including townhomes, condos, duplexes, fourplexes and a variety of apartment buildings of different sizes. The following table represents housing units by type. Housing - 4 - � Fridley Comprehertsive Plan Drafi 1: 10 December, 1999 Table 2 Dwelling Unit by Type (1998) Housing Unit Type Estimated Percent of Total Units Total Units Single-Family Detached 6,631 56.91% Mobile Home Units 400 3.43% Total Single-family 7,031 60.34% Multifamily Duplex/Double Bungalow 366 3.14% Townhouse 476 4.09% Condominium 280 2.40% Apartment Building (10 or less units) 476 4.09% Apartment Building (10 or more units) 3,023 25.94% Total Multifamily Units 4,621 39.66% Total Units 11,652 100.00% 1998 Anoka County Assessing Data. Maxfield Research, Inc. The predominant housing structure type in the community is the one level rambler, most of which have full basements. These structures were commonly built during the 1950s and 1960s. As one level housing, these units are more compatible to elderly residents, allowing the elderly to remain in owner occupied single family detached housing units for longer }ieriods of time. The multi-level (split level and split foyer) housing style was � a decade behind the rambler and came into popularity in the 1960s and 1970s. Recent housing styles have consisted mostly of the townhouse and condominium and some infill single family detached housing units. ,� Table 3 Housing Structure Type Residential Structure Types Percent of Total Rambler 54.0% Split Foyer 11.0% Split Level 6.5% Other 6•5°�a Townhouse 5.9% Mobile Iiome 4.9% Two Story 3.6% Condominium 3.4% Duplex/Dbl Bungalow 2.3% Apartments 2.0% Total 100.0% 1998 Anoka County Assessors Uata. HKCii Housing - 6 - n � Fridley Compreherrsive Plan Draft 1: 10 December, I999 General Occupancy Owner occupancy dominated the tenancy of the housing stock in the early stages of development in Fridley until the 1960s. A significant number of apartrnents were developed in the 1960s, 1970s and 1980s. The majority of renter occupied housing units are located along the major north south corridors in the community and near neighborhood and community commercial centers. Also a significant number of single family homes are also available as rental units. These homes are well scattered throughout the community's residential neighborhoods. Table 4 Housing Occupancy,1970--1998 Occu anc 1970 1980 1990 1998* Owner Occu ied 5,922 6,941 7,364 7,658** p (74%) (67%) (67.5%) (66%) Renter Occupied 2�081 3,47�5 3,545� 3,94�5 (26 /o) (33 /o) (32.5 /o) (34 /o) TotalOccupied 8�003� 10,41�6 10,909 11,603 (100%) (100%) (100%) (100%) SEH, Housing Action Plan.1996 Table 9. Page 12. * 1998 Anoka County Assessors Information. Data is based on Homestead and Non-homestead classifications and excludes Mobile Homes. *' Includes 400 units of owner occupied mobile homes. General Condition of Housing Analyzing the condition of housing is a very subjective process. The phrase "beauty is in the eye of the beholder" is often offered when discussing housing condition. There are two reasons to assess the condition of housing in a community. One is to address the community image issue. Neighborhood vitality and quality is often judged by the condition of a community's housing stock. An analysis of housing conditions in a community may indicate where the community needs to focus its efforts on code enforcement. The other purpose for assessing housing condition is to determine where resources• may need to be focused for improving upon energy efficiency items such as new windows, roofs or siding. The City performed a comprehensive windshield survey in 1994 ranking housing conditions based on a number of standards limited to the general condition of exterior features such as siding, roofs, gutters, windows, doors, etc. This ranking was recorded into a database and linked to the City's Geographic Information System (GIS). This analysis helped form several conclusions: • The majority of single family detached housing units were in good condition. • Properties that were not in good condition only had minor flaws. • Some neighborhoods had clusters of homes with fair to poor conditions. (Hyde Park, Plymouth Addition, Melody Manor, Riverview Heights, Hackman Circle) Housing - 7 - Fridley Comprehensive Plan Draft 1: 10 December, 1999 • Multi-family housing buildings were more likely to have exterior conditions which � required repairs, most of which only needed a few repairs. ,� • Most of the multi-family housing buildings that did not receive good scores were isolated to a few areas. (Hyde Park Neighborhood, Satellite Lane, Island Pazk Drive/Charles Street, Cheri Lane, Channel Road) Since this study, the City has talcen an aggressive approach to target and allocate resources to these areas in order to help revitalize deteriorating conditions. These efforts have resulted in 366 rehab loans and grants, and 30 scattered site acquisition projects. Figure 2 1994 Windshield Survey Results by Neighborhood Housing - 8 - Fridley Comprehensive Plan Draft 1: 10 December, 1999 � Housing Valuations sales and assessed valuation r Housing values can be analyzed through a variety of sources. US Census data provides housing value information based on census surveys, however this information relies on the accuracy of value that the homeowner submits on the survey. The regional REALTOR association maintains data through the Multiple Listing Service (MLS) that records transactions completed through licensed REALTORS; however, not all' transactions are recorded through the MLS. The County and City Assessors receive certificates of real estate value (CRV) for all residential sales. CRVs include sales information used to help assessors determine fair market value. The CRV is probably the most accurate tool to determine trends in housing values; however, this data is not always readily available for analysis. In Maxfield Research's Update of Housing Needs for City of Fridlex, 1999 housing value information was analyzed from both city assessing information and from data from the MLS. From this analysis, it was estimated that roughly 69% of Fridley's single family housing stock is assessed at below $100,000. Less than 4% of the housing stock is assessed at over $150,000. Table 5 1998 Assessed Valuation of Owner Occupied Housing Est. Assessed Value Number of % of Toial Range-1998 Units in range Less than $60,000 453 6.2 $60,000 to $99,999 5,027 69.2 $100,000 to $149,999 1,540 21.2 $150,000 to $199,999 214 2.9 $200,000 to $249,000 19 0.3 $250,000 or more 16 0.2 Total 7,269 100 Mcarfield Research, Inc. Update of Housing Needs for Cit�ofFridley. Draft July 1999. Table 11 Page 23. 1998 Assessors data indicates a mean value of approximately $94,000 for all single family homes that have been assigned a state tax code of homestead (1 A), partial- homestead (.51 A, .51 AB, .51 B), blind homestead (1 B) and non-homestead single family homes (4BB). In analyzing the MLS data, the 1999 Maxfield Research report found that the percentage of single family homes that have sold for less than $100,000 as a percentage of all single � family homes sales in 1997 was much higher in Fridley (53.7%) than some adjacent communities. Conversely the percentage of single-family home sales in Fridley between Housing - 9 - Fridley Comprehensive Plan Drafi 1: 10 December, 1999 � $100,000 and $149,999 (39.6%) and for $150,000 or more (6.6%) as a percentage of all single-family home sales in the City, was much lower than for some adjacent communities. � However, in 1998, sales for homes priced over $100,000 increased dramatically, indicating an interest in higher end housing in Fridley or conversely, an interest in selling due to the current housing market. Table 6 Sales of Single-Family Properties through the MLS from Jan. to Oct. 1998 Number of Sales Number of Sales Sales Price Range City of Fridley Fridley Region'� No. Perc. No. Perc. Under $69,999 4 1.8 57 1.9 $70,000-99,999 49 21.7 678 22.8 $100,000-149,999 147 65.0 1,814 6l $150,000-199,999 23 10.2 343 11.5 $200,000 or more 3 1.3 81 2.7 Total Sales 226 100 2,975 l00 Source: Apartment Search Profles• Maxf eld Research, Inc. Undate oiHousing N �eds for Ciiv of Fridlev. Draft July 1999. Tables 13 Pages 26. Regional MLS of Minnesota. * Region includes Fridley, Blain, Brooklyn Center, Brooklyn Park, Columbia Heights/Hilltop, Coon Rapids, Mounds View/New Brightorr/St. Anthorry Village, and Spring Lake Park. Rent Ranges Over 70% of Fridley's rental units are almost 20 years or older. Because of this, many of the apartment units lack the amenities that are often desired by persons looking for apartments in today's housing market. Such amenities include underground parking, community rooms, in unit laundry, and updated appliances. For this reason, as well as others, Fridley's renta.l units have been maintained at a fairly affordable level. The following table represents average monthly rents for rental units in Fridley and the surrounding communities. Table 7 Average Monthly Rents Third Quarter 1990 and 1998 Unit Type 1 BR 2 BR 3 BR 1990 Fcidley Fridley and Spring Lake Surrounding Park Area Communities* $420.53 $429.61 $501.83 $514.94 $622.80 $627.69 1998 Fridley Spring Lake Park Area $494.69 $603.17 $763.00 Fridley and Surrounding Communities $520.64 $633.14 $800.17 * Surrounding communities include Spring Lake Park, Blaine, Brooklyn Center, Brooklyn Park, Columbia Heights, Coon Rapids, Mounds View and New Brighton. �,.,1 Source: Apartment Search Profiles. Mazfreld Research, Ina Update of Housin�Needs for Citv of Fridlev. Draft July 1999. Tables 20, 21 and 22 Pages 47, 48 and 49. Housing ' - �� - i AnobcounryASSessor viansqnc, uc I nas�rq�o� Kae9kr cmuo m�� I Iwo� sa.:e. v. �� i � ,u-,- i "� � �� `_�P,��s�9„t �� }�G!S UNLcASHEJ ,� ,� �C -�~ , � 2Y G F�Ja k�.-•plm�t nre nE nqM rY�r.�e 5H33i361 �e11� S]2 11V0 fa: (fil�l S'1 ')2l AFL�ID JL� � � �� _� �� a �� ❑ ��m. - � � � ! O � i I � ��i � �� I�� _ � � � 6��- ��i ; a��/�-�t�., �' --�.-'� �� i � � , _ _ � i ��'�- ! '-- � �`�_ V E-�y - -� �,� ,I � � . �� . �1 � _, J ! _ � ..� ;� _ �� '; ��i � > ��1!! ��.�� i' !�°. -' J _.�'- P�. �i � � ��-�,;� �F . 9�: �r �!-:J . �.i:ir-'— ��- , City of Fridley Comprehensive Plan Map Series Housing Assessed Values 1998 Figure 3 -. . �. I�_--`; J. '� —__ Map Key Assessed Valuation of Owner Occupied Housirg Less Than ;60,000 $60,000 to #99,999 � ;100,000 to #149,999 � ;150,000 to #199,999 � $200,�0 to $249,999 � $250,000 or Mo2 Residential Propeity without Building Valuation Water Features � Railroad Fridley Compreherrsive Plan Draft 1: 10 December, 1999 ^ Publicly-Assisted Housing A portion of the City of Fridley's housing stock is maintained at affordable levels through public subsidy. These units and subsidy types are summarized in the following table. Table 8 Publicly Assisted Housing 1998 Subsidized Housing Type Number of Percent of all Units Rental Units Section 8 vouchers 140 4% Federally Assisted General 100 2.9% Occu anc Rental Federa.11y Assisted Senior 154 4.4% Rental All Publicly Assisted Housing 394 11.3% Mazfield Research, Inc. Undate of Housing Needs for Cit�of Fridleu Draft 7� 99. Table 30 Pg. 64. The City uses a significant majority of its CDBG allocation each yeaz for housing improvement grants (approximately $120,000/year), and the City's HRA also utilizes HOME funds for rehab grants in certain areas of the City. In addition, the City HRA owns one four-plex that is managed by Anoka County Community Action Progam (ACCAP) for transitional housing. The City has also authorized leasehold cooperatives, which according to State law, establishes a lower tax rate for these properties. Habitat for Humanity has also constructed two homes in recent years. � ,� Rental and Owner occupied housing vacancies Housing vacancies are at an all time low in the metropolitan area. Single family homes rarely sit vacant due to high demand for owner occupied housing and the level of cunent interest rates. Rental vacancy rates are also at an extreme low. A healthy vacancy rate, one that best equalizes the supply and demand, is said to be around 5%. As illustrated in the following table and discussed in the Ma�cfield study, vacancy rates are well below 5% making the rental market a tight market for would be renters and a good market for landlords who are able to ask a premium rent. Table 9 Vacancy Rates for all Rental Units by Type Third uarter 1998 Vacanc Rates Communities Studio 1BR 2BR 3BR TOTAL Fridle /S rin Lake Park 0% 0.2% 1.7% 0.0% 0.9% Blaine 2.5% 0.3% 0.4% 1.4% 0.5% Brookl n Center 0% 0.7% 1% 0% 0.8% Brookl n Park � 0% 5.1 % 2.1 % 0% 3.8% Columbia Hei ts 0% 0% 2.4% 0% 0.5% Coon Ra ids 3.8% 0.7% 1% 1% 0.9% Mounds View 0% 0% 1% 0% 0.5% New Bri ton 0% 0.3% 0.4% 0% 0.4% Maxfield Research, Inc. Update of Housing Needs for Citv otFridlev. Drafi July 1999. Table 19 Page 46. Housing ' 12 ' � � Fridley Comprehensive Plan Dr� 1: 10 December, /999 Life Cycle and Affordable Housing A guiding principle for Fridley is "quality housing the reflects a full range of choice." In essence, this defines life-cycle housing. Life-cycle housing includes different forms of housing that fulfill persons needs as they evolve through life. The following figure illustrates life-cycle housing. Figure 4 Life-Cycle Housing Chain Rpurlmenls Sr. Huwin�� .��rl�.��,��`�. � = n� ��%,�::�`!. =1/ , � ;'� ei :ii ;i � � �� ; _..� �, .,� ii' u �i _� � -- -- ��_� °�'�- �� ,. The Life Cycle Housing Chain �;�V � �. .`�� --- � i �/ �!r,�il:� �, 1 1 Cf � P � �� ,l � �+�� ,_.._, �� /-�\ � ( �'Jr:'1 �`'� � •� �� _- / \ � The Ciry of Fridley is a participant in the Livable Communities Act, and as such is required to strive to achieve its goals for life-cycle housing and housing affordability. The City of Fridley maintains a good supply of affordable housing in both the rental and owner occupied tenancy based on the regional definition of affordable housing. The northern suburbs have historically maintained a greater supply of housing at the Metropolitan Council's affordability thresholds then other suburbs. Similarly, the City currently has a good mixture of life-cycle housing (apartments, single family detached housing, townhomes, condos, mobile homes, etc...); however, the City is lacking in the area of move up and higher end housing. As required by the Livable Communities Act (LCA) legislation, the Metropolitan Council has provided communities with a definition of affordability. This definition is based on HUD defined median incomes for the Metropolitan area and based on a households ability to provide for basic housing costs with no more than 30% of their total household income. (i.e. if a household made $3,000 gross income in a month, they should not have to pay more than 30% or $900 for monthly housing costs including mortgage and property tax payments or rent including utilities, and insurance). Housing - 13 - Fridley Comprehensive Plan Dr� 1: 10 December, 1999 Affordability limits were established for both owner occupied housing and renter ^ occupied housing to determine affordability. Affordability limits for owner occupied housing were based on a household earning 80% of the area median income as determined by HUD. For renter households, the affordability limit is based on households earning 50% of the area median income. HUD has determined the median income for 1999 to be at $63,600. Given cunent interest rates (assumed at 7.5%), a home priced at roughly $134,250 is considered affordable. Figure 4 identifies affordable housing in Fridley based on this limit. In order for rental housing units to be considered affordable; rents must fall within the range of $556 for efficiency units to $859 for 3 bedroom units.� � �� Table 10 Affordable Housing Units,1998 Occupancy Owner Occupied * (< $134,250) Renter Occupied** (rents < $750) Total Affordable Units Units Affordable I Total Units I% of Total 7,013 2,169 9,182 7,659 91.6% � 3,495 62.1 % 11,154 82.3% * Based on number of properties in 1998 Anoka County Assessors data base classified as homestead or partial homestead that have an assessed value at or below $134,250. This includes approximately 400 units of mobile homes estimated to fall below the a,Jj''ordability limit. ** These figures are based on a survey by Marfteld Research of apartment owners and mangers in Fridley that included 1,627 rental units in the City. The survey resudts were extrapolated to derive estimates that reflect the total number of rental units. Variations may be noticed in the total of rental units due to the extrapolation and estimation process. Source: Maxfield Research, Inc. Undate ofHousing Needs or Cit}� of Fridlev. Drafi July 1999. Table 29 Page 62. It is important to recognize that basing affordable housing on the regional median income may not be a totally accurate depiction of the affordability of housing to Fridley residents and workers. Fridley has lower average per capita and household income than much of the region and as such, one would expect housing affordability should reflect this. Also, wage levels in Fridley are typically lower than other communities, reflective of more manufacturing and skilled labor jobs. Because there is no good local data to reflect local median incomes and wages, communities are forced to rely on regional data to assess median incomes and thus housing affordability. The following table reflects revised City Index for the Livable communities Act. Table 11 Livable Communities Act Housing Goals Rental � Owner/Renter Mix Housing Goals Agreement, Metropolitan City Indeg I Benchmark 1995 1999 90% 92% 56% 62% 42% 40% 64/36% 66/34% tble Communities Act 77-87% 45-50% 33-41 % (64-75)/(25-36)% City of Fridley. HKGi. Housing - 14 - Fridley Comprehensive Plan Draft 1: 10 December, 1999 , d � � General Conclusions Several general conclusions can be drawn from the analysis of the existing housing supply. They include: • Housing is generally in good condition except for a few pockets of older housing stock. • Housing values and rent levels aze generally lower than in the metropolitan area. • Strong income growth coupled with a tight job market has enabled stxonger owner occupancy trends. • An active real estate market, limited land supply, and low interest rate has caused significant increases in housing costs and rent levels from past years. • Demand for housing is high for all types of housing, owner and renter occupied housing resulting in very low vacancy rates. • Fridley has a higher ratio of jobs to labor force and jobs to housing than other communities in the metropolitan area. • The predominant housing style of one-level ramblers has allowed seniors to remain in owner occupied housing longer. ^ • The City has fewer opportunities for move up housing, both from an owner occupancy and rental occupancy standpoint. � r"'1 Housing _ � 6 _ Fridley Comprehensive Plan Draft 1: 10 December, 1999 „ � � Future Housing Plan Future Housing needs and demands The following headings identify the key housing needs and demands for the City of Fridley: � Move up Housing The City of Fridley has little opportunity for higher end housing that allows residents to move up to bigger and more luxurious lifestyles. In order to work towards a complete life-cycle housing chain, opportunities for move up housing should be increased. This is a demand that has been voiced at the various public meetings and through the community vision session. Housing Diversity The majority of the owner occupied housing stock in the community consists of the single-family rambler. The City needs to incorporate new housing styles such as townhomes and condominiums in order to accommodate diversity in life-style choice. The rental housing stock is in a similaz situation with the majority of rental units being one and two bedroom apartments in buildings or complexes � with few modern amenities. The city needs to ensure adequate resources aze available to remodel older housing units to meet the needs of modern lifestyles. The city also needs to take advantage of opportunities for new housing development. Housing Affordability While Fridley maintains a significant portion of its housing supply as affordable housing, there exists a need to diversify the affordable housing stock. Much of the City's very affordable housing consists of 400 mobile home units (owner occupied) and one or two bedroom apartment units (renter occupied). One particular need is for larger rental units to accommodate the needs of low-income families. Specifically in high demand are affordable units with 3 or more bedrooms. Recent figures obtained through the Anoka County Housing Coordinator from Metro HRA indicated that there were 125 Anoka County families on the waiting list for housing assistance in September of 1999. Of that 125 families, 92 were in need of 3 bedroom units. Of the 92 Anoka County families waiting for 3 bedroom units, 19 or 16% were Fridley families. Housing Maintenance As the community ages, so does its supply of housing. As much of this housing supply is affordable housing, there exists a need to ensure adequate resources are made available to the community to ensure maintenance needs are met. Pockets ^ of housing have been identified through various analyses, which need to be targeted and prioritized for revitalization and redevelopment efforts. Today's Housing " � � " Fridley Comprehensive Plan Drafi 1: 10 December, 1999 � , `,� homebuyers are less willing to accept significant deviations from their desires as housing prices increase. This usually means that housing that is undesirable remains undesirable and the neighborhood is gradually cut-off from significant reinvestrnent. �"� � Connections Changes in consumer behaviors and demands force developers and communities to plan, design and develop alternative forms and styles of housing that are interconnected with other forms of land use, thus enhancing the quality of life of individua.l neighborhoods as well as the community. The planning and designing of future housing projects in the City needs to consider linkages and connections with places to work, gather, play and shop creating opportunities to foster a strengthened sense of community identity. Empty Nesters and Senior Housing Due to changing demographics, strong market demand for Empty Nesters and Senior Housing will continue both in the form of maintenance free living, general senior housing and assisted living quarters. Additional demand for commercial retail services close to housing will also result from this demographic change. The City also needs to consider alternative forms of senior housing including accessory apartments that allow persons in need of care to live on the premises but still maintain physical separation of living quarters.. More Housing The Metropolitan Area is going to continue to grow over the next 20 years, adding a projected 300,000 households to the region. As development expands at the urban fringe, the Metropolitan Council is seeking to redirect growth to areas within the existing urban service area including Fridley. The need for more housing is a regional accommodation in order to reduce the regional burden to develop more roads and reduce the region impact on the environment. By better utilizing lands with existing urban servi�ces already to them, the City will help accommodate this need. In addition, adding more households creates new opportunities and demands for different types of retail shopping and services within the City of Fridley. The Maxfield Research report indicates a housing demand of roughly 500 housing units over the next 20 years in Fridley; however, given redevelopment opportunities, the City has the ability to greatly exceed an additional 500 housing units in the next 20 years. Housing - 18 - Fridley Comprehensive Plan Drafi 1: 10 December, 1999 , � � � Housing Goals, Policies and Strategies Housing Goals The following are the City's goals relative to housing: 1. To achieve the benchmarks for life-cycle housing and housing affordability as established through the Livable Communities Act. 2. To achieve a balance of housing supply, with housing available for people of all income levels. 3. To accommodate all racial and ethnic groups in the purchase, sale, rental 'and location of housing within the community. 4. To ensure a variety of housing types for people in all stages of the life-cycle. 5. To ensure housing development respects the natural environment of the community while striving to accommodate the need for a variety of housing types and costs. 6. To ensure availability of a full range of services and facilities and the improvement of access to and linkage between housing, employment, recreation, shopping and transit services. � 7. To strengthen neighborhoods and improve upon the quality of the City's housing stock. 8. To diversify the housing supply to include move up housing both in the form of rental and owner occupied housing. Housing Policies It is the policy of the City to: 1. Encourage continued private investment on improvements to standard and substandard housing. 2. Maintain public infrastructure such as streets, curbs and gutters, stteet lighting, signage, and neighborhood park facilities to support and compliment private investment in housing. 3. Continue to provide housing resource information in the form of literature, staff assistance, and contractor contacts. 4. Seek funding for housing rehab and redevelopment assistance. 5. Promote increased efforts for energy conservation techniques in the r--1 maintenance of its existing housing stock and consider incentives for innovative energy related home improvements. Housing - 19 - Fridley Compreherrsive Plan Draft 1: 10 December, 1999 ti � r �.. 6. Promote education efforts on up-to-date methods for energy related home improvements. �"1 7. Stimulate the construction of multi-unit housing for both owner occupied and renta.l. 8. Promote housing densities at a level consistent with surrounding land use patterns. 9. Require housing development to be connected to area ariractions and necessities such as transit, commerciaUretail services, jobs and recreation opportunities. 10. Promote use of design techniques that provide for safety and security with multi-family housing projects. (Crime Prevention Through Environmental Design program) 11. Evaluate the use of public incentives to stimulate the development of affordable and life-cycle housing. 12. Evaluate land areas for redevelopment to residential uses to fulfill unmet housing needs. 13. Periodically review zoning ordinances in order to consider new approaches and reduce barriers to housing development. 14. Encourage the construction and conversion of existing housing to serve people with special needs such as congregate housing for the elderly. Housing Strategies The previous two sections of this plan identified various goals and policies for housing maintenance and development. While many of the following strategies are similar to the policy statements listed above, the strategies are more specific as to immediate actions that the City may begin to explore in implementing is housing plan. 1. Investigate existing R-3, Multiple Family sites for new development or additional density to meet market demands. The City should study existing areas zoned for high-density housing to determine if there are any further opportunities for high-density housing without rezoning areas. 2. Work with apartment owners to determine an appropriate array of rehabilitation prograhrs The City has made a commitment to invest in housing maintenance to ensure residential neighborhood stability. The City should work directly with apartment owners to tailor rehabilitation programs to apartment needs and to leverage private investment. ^ 3. Investigate all avenues for maintaining the City's housing stock and businesses and industry: The City is currently taking many steps to Housing � _ 2 p _ Fridley Comprehensive Plan Draft 1: 10 December, 1999 t - r ^ ' assist residents with housing maintenance needs. As circumstances change, it is important for Fridley to continue to look at alternative avenues for addressing housing maintenance needs such as to: � a. Evaluate the adoption of a housing maintenance code for all types of properties. b. Work with other surrounding cities to determine if joint housing maintenance or truth in sale ordinances are better enforced on a multi-city basis as opposed to individual cities enforcing the same ordinances. c. Evaluate a certificate of occupancy program which would require new and existing businesses to comply with current applicable codes. 4. Investigale zoning code amendments which can meet the housing needs of residents: The official controls (or zoning ordinance) frequently contain provisions that prevent alternative housing types that may be needed due to a changing demographic profiles. The following areas should be evaluated for changes to the zoning code: a. Consider permitting mother in law apartments b. Consider reducing setback requirements to permit appropriate living area and garage additions to existing housing. c. Investigate amendments, which permit mixed-use (commercial uses on the first floor and housing units on upper floors). Housing Programs� The Fridley Housing and Redevelopment Authority (HRA) provides a variety of housing programs to help Fridley residents maintain and improve their homes and apartments. The following is a summary of the programs available. All of the single and multiple family programs are administered under contract by the Center for Energy and Environment (CEE), a non-profit agency based in Minneapolis. Single Fami[y Housing Programs Revolving Loan Fund: This program offers loans up to $25,000 at 5% interest. Maximum repayment term is 20 years. The program is available to any homeowner with an income up to $58,650 per year. Some credit restrictions also apply. Loans can be used to improve owner-occupied properties with up to four units. Funded through the Fridley HRA. Other pro�s can also be used in conjunction with this program. Minnesota Fix-Ua Fund: This progam offers loans up to $Z5,000 at interest rates from 2 to 8%. The interest rate is based on income. The r"� maximum repayment term is 20 years. Income limit is $49,000 per household. Borrowers who qualify for a 6% to 8% loan are placed under Housing _ 21 _ Fridley Comprehensive Plan Drafi 1: 10 December, 1999 � � � the HRA's Revolving Loan Program. Borrowers who qualify for the lower rates (2% or 4%) can remain in this program or transfer to the Revolving Loan Fund. Funded through the Minnesota Housing Finance Agency. � Home Ener�v Fund: Provides a fixed-rate loan (8%) up to $8,000. Funds must be of $ 5,000 or more for energy related improvements only. No income restrictions apply. Loans are secured. . Funded through the MHFA. Home Imnrovement Grants: For low-income homeowners who are unable to qualify for a regular home improvement loan, this program provides up to $15,000 in assistance. The funds are provided in the form of a deferred-payment loan, which is reduced by 10 percent each year for 5 years. At the end of 5 years, the remaining balance must be repaid. To qualify, applicants must meet certain income guidelines, which are based on household size and have less than $25,000 in assets. Funded through the Community Development Block Grant (CDBG) and HO.ME programs. Matchine Deferred Loans: This program is available only in the Hyde Park neighborhood and is intended to be an incentive for homeowners and landlords to fix-up their properties. Up to $4,000 per unit is available and must be matched by the owner. The owner may use their own funds, a bank, or any of the loans previously mentioned (except the last resort program) for the required match. Homeowners with incomes up to $55,000 are eligible. Additional underwriting must be met as well. Funded through the Fridley HRA. Rental Property Housing Programs Rental Rehabilitation Loans: This program provides loans up to $10,000 per unit (max. $100,000 per structure) for improvements made to rental property. A 6% interest rate is charged to owners and the maximum repayment term is I S years. Applicants must meet additional underwriting criteria. The Minnesota Housing Finance Agency funds the program. Rental Ener�v Loans: The Minnesota Department of Public Services finances this program which is intended to address energy-related repairs and improvements. The maximum loan is $10,000 at 4% with a 5-year payback. Housing Replacement Program The Housing Replacement Program was established in 1995 for the purpose of revitalizing neighborhoods by removing older, substandazd housing stock and replacing it with new housing. n The substandard homes are acquired on a voluntary basis, torn down and the vacant lots are sold to homebuilders. Since initial efforts began in 1993, a total of Housing ' 22 - �; � Fridley Comprehensive Plan Drafi 1: 10 December, 1999 � 27 properties have been acquired and 17 new homes have been built or are underway. As a way of recouping some of the project costs, the Fridley Housing and Redevelopment Authority (HRA) can collect the increased taxes generated by the new home for 15 years. From time to time the HRA has lots available for sale. First Time Homebuyer Program This program provides below market rate mortgage loans at 5.89% (6.65% annual percentage rate) and purchase price limits of $112,563 for existing homes and $128,000 for new homes on special city-owned sites. To qualify, a borrower must have good credit, be able to meet normal underwriting requirements and be within the following income limits: Household Size Income Limit 1 $33,450 2 $38,250 3 $43,000 4 $47,800 5 $51,600 6 $55,430 7 $59,250 8 $63,100 Fridley Home Remodeling Fair � In addition to the programs and services mentioned, the Fridley HRA has sponsored three Home Remodeling Fairs. The fairs hosted displays by more than � 60 contractors, workshops on various home improvement topics and drawings for free door prizes. The Fridley HRA will continue to co-sponsor the remodeling fair with other communities (Blaine, New Brighton, and Mounds View). Remodeling Advisor This is a free service available to all Fridley homeowners. The program offers advice and other information on various home improvement topics. In addition, the Home Remodeling Advisor can provide referrals to other important resources such as home improvement financing, building code and zoning issues and methods of selecting a contractor. Also available at no charge to Fridley residents is the Fridle� Remodeling Handbook. The handbook contains suggested floor plans and much more for the remodeling and expansion of the typical Fridley rambler homes. The Fridley HRA also participated in developing a second planbook with 14 other cities in 1999. "Cape Cods and Ramblers: A Planbook for Post World War II Houses" was written by a residential architect and focused on three different case studies of families who live in different types of ramblers and cape cod houses. The suggested plans were aimed at providing practical solutions to common family/household situations in an effort to encourage existing residents to stay in their homes as opposed to moving to outer ring suburbs. Housing - 23 - Fridley Comprehensive Plan Drofi 1: 10 December, 1999 N � T �\ � � Rental Assistance Program (Section 8) • The Section 8 Program is a federal housing program, funded through the U.S. Department of Housing and Urban Development (HUD), that assists in providing affordable housing for low- and moderate-income families. The purpose of the program is to provide families rent assistance by utilizing the existing housing stock. The program allows families and individuals to rent all housing types in a variety of areas to avoid large concentrations of assisted housing. The success of the Section 8 program is largely due to the willingness and cooperation of nearly 2,000 property owners and managers. Nearly 5,000 families throughout Anoka, Carver, Hennepin, and Ramsey Counties, (excluding St. Paul, Minneapolis and small cities) participate in the Section 8 program. Who is Eli�ible? Initially a family or an individual is eligible if their gross annual income does not exceed the federal income limit guidelines. 1'he family must comply with the "Obligations of the Family on the Section 8 Program" policy of their certificate or voucher. A family becomes eligible for the rent assistance program, not a housing unit. The owner screens and selects tenants. • Section 8 Advantages • Tenants more likely to make timely rent payments. • Reliable monthly checks from Metro HRA. Owners may terminate lease at any time for lease violations or without cause at lease end. The intent of the rent assistance program is to lessen the financial burden on the family so they are better able to make timely and full payments to owners. Owners can expect to receive a portion of the rent from Metro HRA on the first of each month. Although it is the owner's responsibility to screen prospective tenants, Metro HRA can supply the owner with such information as previous addresses and landlords. This information may assist the owners in selecting lease-abiding tenants. Owners provide the lease, including terms that they enter into with the tenant. Metro HRA provides a lease addendum, which outlines the term of the lease, rent portions and prohibited lease provisions. The owner may terminate the lease without cause at the end of any initial lease term and any term extensions. Owners may terminate a lease at any time for serious or repeated lease violations. Housing _ Zq _ Fridley Comprehensive Plan Draft 1: 10 December, 1999 � �- A Housing Quality Standards (HQS) inspection of the unit provides valuable 0--1 information to owners about recommended or required repairs. Timely maintenance can help reduce costly repairs later, improve resale value and aid in re-renting the unit. �1 � � Peterson, Guy. "LCA Affordability Limits-1999" Report to the Metropolitan Council on the Livable Communities Act—Affordability limits. September 15, 1999. Z Data for existing housing programs was extracted from the City of Fridley's web page www.ci.fridlev.mn.us. Housing ' - 25 - !"1 � � � .., ; ; Introduction T��ns o�tation p The purpose of the transportation system is to provide a safe, cost effective, convenient and efficient means of mobility for moving both people and goods within and through the community and region. The primary emphasis of Fridley's transportation plan will be to manage, preserve and maintain the existing roadway network and expand the mobility alternatives available to Fridley. The principal elements of Fridley's transportation system include: • Roadways • Railways • Transit Facilities and Services • Bikeways and Walkways (trails and sidewalks) Throughout the Metropolitan Region, transportation has become an extremely important topic of conversation and debate and it will continue to be at the planning forefront for many years to come as the region and its communities deal with urban growth and development. Impacts caused by increasing traffic congestion at the regional level (interstates and major highways) are spilling onto the local street networks of local communities and neighborhoods and affecting the quality of life of the entire metropolitan area. As the region continues to grow, pressures for an expanded roadway system also increase. However, the ability of the region to expand the roadway system is fiscally (and spatially) limited. In addition, the effectiveness of reducing traffic congestion by expanding the physical roadway is highly debatable. Therefore, the region and its communities are challenged to provide alternative strategies that minimize tra�c congestion, improve mobility and safety and enhance the overall quality of life. Relative to transportation planning the City of Fridley must focus its efforts in the following general areas: � Maintenance of the existing local street system. • Safety and traffic flow improvements. • Local and regional traffic congestion relief. • Transit services and facilities. • Easdwest mobility (connecting suburb to suburb). Many issues were identified through the community vision meetings held in 1998. The issues focused generally on traffic control along many of the major north south conidors and on public transit issues such as rail transit and east west bus services including suburb to suburb connections. -1- Fridley Comprehensive Plan Draft 1: 10 December, 1999 � Existing Transportation System Roadways The City of Fridley, being a mature city with regard to development, also has a mature roadway system. Transportation demand functions very strongly in a north-south direction. This daily demand is highlighted by home-work trips to and from the Minneapolis central business district by Fridley residents and residents to the north of Fridley. The City has three strong north-south roadway corridors, namely TH 65, University Avenue (TH 47), and East River Road (CSAH 1). East-west travel is more sub-regional and local in nature with the obvious exception of Interstate Highway 694 located in the southern part of Fridley. Typically, roadways are identified by what "role" they play in the transportation system. This role is defined according to a roadway's physical design, traffic load and capacity, land use patterns served by the roadway and the roadway's local and regional function. Functional Class The Metropolitan Council uses a"functional classification" system to assign the various roadways and assist with metropolitan area transportation planning. The Metropolitan Council uses a roadway's functional class to determine roadway design, speed limits, and access guidelines. Criteria important in the selection of a roadways functional classification include land use, accessibility, trip types, � roadway spacing, and system connections. The functional classification system of the Fridley roadway system follows the Metropolitan Council guidelines and characteristics as identified in the Metropolitan Council's TranSportation Policy Plan. Appendix. of December 1996, tables F-1 through F-6. The following are descriptions of functional classifications for the roadway system. Principal Arterials are comprised of the major roadways that make up the metropolitan highway system. These roadways typically consist of interstates or freeways and in some cases divided highways such as TH 65. The main role of the principal arterial roadway is to connect the region with other intrastate and interstate attractions and to connect major trip generators and receivers such as major business concentrations, central business disficts, and Minneapolis/St. Paul International Airport. The emphasis on Principal Arterials is on mobility rather than accessibility. Access to Principal Arterials is limited to interchanges and intersections with other arterials or major collector roadways. A and B Minor Arterials are the other categories of arterial roadways in the highway system. The difference between A and B is that A is more regionally significant and plays more of a backup role to the Principal Arterial roadways thus qualifying as a federally fundable roadway. An example of an A Minor . roadway is University Avenue (TH $7). B Minor Arterials on the other hand are less significant on the regional level but still serve an important role in regional r"� mobility. An example of a B Minor Arterial is Osborne Road (CSAH 8). The Transportation _ 2 _ Fridley Comprehe»sive Plan Drafi 1: 10 December, 1999 emphasis on Minor Arterials is still primarily on mobility, however, some access ;--� is allowed at major business concentrations. ,� Collectors are primarily made up of the streets that connect neighborhoods to other neighborhoods and to regional business and commercial concentrations. Collectors usually connect to major or minor arterials and are allowed greater levels of access than arterial roadways; however, access should still be limited to major development concentrations. 73`� Avenue is a goad example of a collector street in Fridley. Local streets generally are the feeders to the collectors providing the greatest level of accessibility from residential and business areas to the roadway system. They generally serve short trips at low speeds and for the most part aze City owned with some privately owned streets. Jurisdictio� Roadways are organized according to their jwisdictional responsibility (federal, state, county, city or private). Jurisdiction is determined by characteristics such as roadway length, function, design, and daily traffic volumes. Table 1 illustrates the relationship between functional classification and jurisdiction of roadways in Fridley. Most arterial roadways fall under the jurisdiction of the Minnesota Department of Transporta.tion (MnDOT) or Anoka County while most local roadways are the responsibility of the City. Transportation - 3 - Fridley Compreherrsive Plan Draft 1: 10 December, 1999 � Table 1 Ezisting Roadway Functional Classification and Jurisdiction-1999 � � Roadway Segment Functional Jurisdiction Thru Classification Lanes Interstate 694 Principal Arterial Federal 6* US Trunk Highway 65 (from I-694 north) Principal Arterial State 4 Central Ave (US Trunk Highway 65)(from I- «A" Minor Arterial State 4 694 south University Ave (US Highway 47) "A" Minor Arterial State 4 East River Road (CSAH 1) "A" Minor Arterial County 4 Mississippi Street (CSAH 6) (from E. River «B„ Minor Arterial County 2. Rd to Central Ave Main Street (County Road 102)(&om 57 ��g» Minor Arterial County 2 south to Coun Road 2 Osborne Road (CSAH 8) "B" Minor Arterial County 4 Rice Creek Road "B" Minor Arterial City 2 57 Ave (CR 102) (Main St to University �•g» Minor Arterial County 2 Ave) 44�' Ave (CSAH 2) (E. River Rd to Main St) "B" Minor Arterial County 4 49`� Ave (CR 104) from Main St to TH 47 "B" Minor Arterial County 2 Central Ave (CSAH 35) Collector County 2 73'� Ave Collector City 2 69�' Ave Collector City 2 Mississippi Street (County Road 106)(from Collector City 2 Central to New Bri ton Border 61�` Ave Collector City 2 Gardena Ave Collector City 2 53`� Ave Collector City 2 Main Street (from 57�' Ave to 61 �` Ave) Collector City 2 7�' Street NE (from Mississippi Street South) Collector City 2 West Moore Lake Drive Collector City 2 Other Roads Local City or 2 Private Source: Anoka Countv 201 S Transnortation Plan. Julv 1998. BRA Inc. * 1-694 west of TN 65 has 3 through-lanes in each direction, plus additiona! auxiliary lanes. Trarrsportation _ 4 _ ,.-. --. � � .o,,.�., ��K .e Mf f f�l] 11�1 in If: el »is�il:e) City of Frid ley Comprehensive Plan Map Series Exisitng 1999 Roadway Jurisdiction Figure 2 --. � �� lanslght �B �5 tlNlEr�6flED ��,:,��, «.,,.d., �,.,..r.P.� . M a p Key 2 Lanes /'�4 Lanes �'�/ 6 Lanes Fridley Comprehensive Plan Draft 1: JO December, 1999 � Trip Types Three general types of trips can generate traffic volumes in the community. The first type of trip is the local trip or the internal to internal destination trip. This type of trip is usually generated by a resident who is traveling to a local destination such as to school, the grocery store, library, City Hall, gas/convenience store or some other typical errand. The local trip generates the greatest volume of trips on the Fridley system. The second type of trip is the regional trip that originates or ends at a Fridley (ocation. This trip called to the internal-external trip, typically includes workday commuter trips or regional shopping trips and will use a combination of local, sub-regional and regional roadways to complete its trips. The final type of trip is the regional "through" trip or the external-external trip. This type of trip typically uses the major roadways to travel through the community with neither an origination nor a destination point in Fridley. Many of these trips originate in greater Anoka County or beyond and many have the Minneapolis Central Business District or other suburban attraction as their final destination. TH 65, TH 47, East River Road, and I-694 are the primary recipients of through trips, however, when these corridors become congested, many of these trips may look for shortcuts using the local street system. � Traffic Volumes/Capacity � Existing and past traffic volume data was obtained from traffic flow maps provided by the Minnesota Department of Transportation. Data concerning daily volumes along roadways in Fridley were obtained back to the year 1986. The most recent available data, consisting of 1997 volumes, is shown on Figure 4. The 10-11 year historic trend of daily volumes on the arterial/collector roadways in Fridley has been tabulated and that data is shown on Table 2. From the data in that table, it can be concluded that, for the most part, north-south travel corridors have seen a minimal increase in traffic during the past eleven years. These increases measure less than one percent per year. In the east-west directions, the annual increases are variable. Some east-west roadways (Osborne and Mississippi Streets) have stabilized while 73`d Avenue has seen a 3 percent annual increase: It could be expected that, with the exception of roadways in the vicinity of the proposed Medtronic's campus, growth in traffic will be a product of land use changes in communities to the north of Fridley that may cause the north-south corridors to continue the minimal growth of approximately one-half to one percent per year. Transportation - 8 - Fridley Compreherrsive Plan Draft 1: 10 December, 1999 ,-� Table 2 Traffic Volumes Trends (1986-199'n � � Dail Volumes Annual % Roadway Segment 1986 1988 1991 1993 1995 1997 Change 1986-1997 I-694 Brid e 97,000 101,000 118,000 129,000 146,000 146,000 East of TH 47 85,000 88,000 108,000 118,000 131,000 13 t,000 TH 65 Moore Lake 37,800 36,500 36,000 35,000 36,000 36,000 -0.4 North of Mississi i St 34,000 34,000 34,000 35,000 37,000 37,000 +0.8 South of Osborne Rd 32,000 32,000 32,000 36,000 37,000 37,000 +1.4 Universi Avenue 4 South of Mississi i St 32,500 37,500 35,000 33,000 35,500 35,500 +0.8 South of 73 Avenue 35,500 37,800 34,800 35,000 38,000 38,000 +0.6 North of Osborne Road 32,000 37,000 33,000 35,000 37,000 37,000 +1.4 East River Road CSAH 1 North of Osborne Road 22,700 22,000 16,500 16,700 17,700 17,700 -2.0 South of Osborne Road 26,300 27,000 18,500 18,000 18,000 18,000 -2.9 South of Mississi i Street 29,000 30,500 23,500 21,000 21,000 21,000 -2.5 Osborne Road West of Universi 12,800 10,500 I 1,500 11,000 11,000 11,000 -1.3 East of Universi 10,700 11,200 12,000 12,800 13,000 13,000 +1.9 East of TH 65 5,900 6,100 6,100 6,100 5,600 5,600 -0.4 73 Avenue East of Universi 7,700 7,950 10,000 10,000 10,200 11,000 +3.9 East of TH 65 5,900 6,300 6,700 7,100 6,300 8,000 +3.2 Mississi i Street West of Universi 9,400 10,200 9,700 9,000 9,000 9,000 -0.4 West of TH 65 6,500 6,700 9,600 5,700 6,300 6,300 -0.3 East of Central 4,400 4,500 4,600 4,400 5,000 4,800 +0.8 61$` Avenue 1991-1997 East of 7 Street NA NA 3,900 4,100 4,100 4,600 +3.0 West of 7 Streef NA NA 4,400 6,500 6,000 6,700 +8.7 Moore Lake Drive 1991-1997 West of TH 65 NA NA 4,000 3,500 3,150 3,850 -0.6 East of TH 65 NA NA 8,400 9,000 10,500 11,000 +5.1 Rice Creek Road East of Central 3,900 4,200 4,300 4,600 4,600 4,600 +1.6 Matterhorn 1991-1997 I-694 NA NA 2,900 2,900 2,500 3,100 +1.1 Central Avenue Northeast of TH 65 8,300 8,800 8,600 8,200 8,300 8,300 0.0 North of Mississi i St. 7,900 8,400 8,400 7,400 8,800 8,800 +I.O ' Daily traffic volumes from MnDOT Traffic Flow Maps Transportation -9- �� 3\P,��,9ht �� 5 UNlEA5NE5 ��-�. , '�° ,j,� :� �:; ,. � �,a� �� lt Wwash � HE �.uW. n�n��ea� sN12�13N �c (6L' ) ll2� J590 rc(6i:�" 1-1]e! r,w :� lVLiai�: Y` �7 � �; L < _ �-. � i � rt � � i ; , � � � ,�� `- - , �� -,� ' „� �- ( � ��.F� ��T�i�'�I��;_ l � �-i--. �. � 1�} ,� t � �� - � — �� • .� — � 1 �r 1 � '_�.t� r� p' —''I�I �� IT �` ;� � �� ,� ,�- '�� '� ��' � . �. ,� � a - �iM1C1��NW�onurNrnm�vty��99 � City of Fridley �� _ � Comprehensive Plan Map Senes Existing and Projected Traffic Volumes 1997 & 2020 Figure 4 ;..� � ,<:::��,NF .,:_ -- - -- 1� , — � �-� }----� : ' l� " �--� ' ,� , ; � � - - --, - -�� ,� _ _�� . �- _ „�= � _ ..y - � � � ._.� � �� - �� ;� m �_ �.:i � �'; —�l . � � ` -.° r ' � w � ? � ,,� i.�.r ._ 1 —,�t-- M a p Key �i�t�� F�cisting Traffic Volume Projected Traffic Volume I Water Features � Railroad Fridley Comprehensive Plan Drafi 1: 10 December, 1999 � The ability of a roadway to accommodate the volumes of traffic using the roadway involves the calculation of the capacity of that roadway. The capacity of a roadway is dependent upon many variables, but the Metropolitan Council, in their Transportation Polic,�Plan. December 1996, has provided a set of capacity values that can be used for planning purposes. The values stated are lane � capacities per hour for divided and undivided arterial roadways. Peak hour daily traffic assumptions and directional split values are also provided in that document. The lane capacity of arterial roadways is stated as follows: � ➢ Divided Arterial — 700 - 1,000 vehicles per lane per hour ➢ Undivided Arterial — 600 to 900 vehicles per lane per hour Utilizing various data sources and capacity calculation methods, a set of planning values can be established that provides the daily capacity of various roadway types. The daily capacities used for this transportation element are as follows: Table 4 Daily Traffic Capacities for Level Of Service D Operation The above values can be used as planning guidelines for judging whether the daily volumes on a specific roadway are at or above level of service D capacity. The daily planning capacities have been utilized to test the capabilities of the primary roadways in Fridley to accommodate the existing daily volumes. Using the mid-range capacity values listed previously, the daily volume/daily capacity ratios for the primary systems are shown on Figure 5. The previous discussion concerned daily volume/daily capacity analyses. A more detailed capacity analysis can be provided for peak traffic hours along major roadways given the ability of more detailed traffic volume data. Such data is available along TH 65 as a result of the analyses that have been provided for the Medtronic development west of TH 65 on the north side of I-694. According to analyses contained in the Alternative Urban Areawide Review (AUAR) for the Medtronic Corporate Campus project, improvements to TH 65 are needed to accommodate existing and future volumes. The key issues of concern to the City along TH 65 are the impacts from the volume of throuQh traffic, especially from the intersection just south of Moore Lake to about 63`� Avenue. Congestion along.the corridor has negative impacts on adjacent supporting streets and neighborhoods, be they commercial or residential. 1'he City actively supports transit alternatives because they will help reduce the through tr�c demand on highways like TH 65. Transit alternatives � in and of themselves, however, cannot solve or eliminate the congestion on TH Transportation � _ 12 _ Fridley Comprehensive Plan Draft 1: 10 December, 1999 ' 65. The City supports legitimate improvement projects that improve operations �"� and improve the safety of TH 65. As part of the traffic analysis completed in the recent AUAR analysis, a"no build" alternative was evaluated for k�y intersections around the site. Using a 1 percent yearly growth rate from existing volumes, projections for 2010 show a Level of Service (LOS) rating of E in afternoon peak hour at the TH 65/Cental Avenue/Lake Pointe Drive intersection, and LOS F in 2020. The LOS at the TH 47 and 57�' Avenue intersection will operate at LOS D in the peak hour in 2010, and E in 2020. Without any development in the immediate vicinity, the high volumes of through traffic on TH 65 and TH 47 will cause congestion along the corridors. T'he LOS of the TH 65/Cental Avenue/Lake Pointe Drive intersection with the Medtronic development will drop to LOS F in 2020, but will be no worse than the no build condition described earlier. In other words, even if the Medtronic development did not happen, this segment along TH 65 would still be experiencing high levels of congestion. Application has recently been made for T-21 funding to assist with planned improvements to TH 65. MnDOT recently commissioned an operations study for TH 65. The fnal report was published in 1999. The purpose of the study was to assess traffic operations and identify capacity and safety improvements to address the problems along the corridor. � The study identified the TH 65/Cental Avenue/Lake Pointe Drive (West Moore Lake Drive) intersection as having the highest number of traffic �accidents in a three-year period as compared to all of the intersections on the conidor. The study also conoborated the PM peak hour projections for the intersection in comparison with the build alternative analyzed in the AUAR. Finally, and more importantly, the study supported the concept of adding additional through lanes to serve the volume of through traffic in the area north of I-694. It noted the improved level of service identified in the AUAR. �� The University Avenue corridor, north of I-694, also experiences congestion similar to TH 65. The City of Fridley is not proposing that widening of this corridor be pursued. The adjacent land uses, frontage roads, and general corridor width makes widening difficult. The City is identifying University as a light rail transit corridor to serve person movement demand through this corridor. Additionally, the rail conidor to the east of East River Road is identified as a commuter rail corridor, the Northstar corridor. Pursuit of this commuter rail service would help to serve north-south trips in and through Fridley. The volume-capacity ratios on other east-west roadways in Fridley indicate that these facilities were presently operating at good levels of service. Transportation - 13 - �� pl�nslght � �GIS JNL_ASdED � �� ':, � �r�� o� �,..�.�,,... IF4.vu� /+e Nt. �Nty. M�vrxde 55i;E13m ne 16 V I SR�l55O Mr. (6L`I i:l-VI) aL'v' - � � -.� : . � � .� < ��. � � � City of Fridley � Comprehensive Plan Map Series Daily Volume/Daily Capacity Ratios for the Primary System Figure 5 o.sa _ �:� �:�;;��: a�� — 9 .� o.1B �' _ - � ass a � � � �— � � �, , `�"� � . _ . a �: _- "�' `_c� o�5d —. E . . �a - � q 5?�-� . _ ' ��,. � �� -_.- - . - - . .- ':` _ . . 0.51. - _ R -#'� t � - '— a � _. OJ@ . . - s - ay9 - � i �- — . �.49 = ��_.. _ - _ .-. � - .m $ � � ��1 3 ---�. �� i. ' - °F '. � � - � -. amo- ' .0 � __.. :.� I . � to ' /,�+ � ' ♦ � �. aaac'° � � 7� ' �� _ yi� � -�s.z�: y �1 � @� �i..: �°° 1 � -� :9 , �E' � . , _,M = _ � � o � � �� _ -.. _- ; , . - � - � , ;I ; ��, � � - � � I - � 4 — \ � ; �'�F � IF \ �� F ; 1 \ � � . �� ,JS ; .o-, Ilt � I � ,�,r-: � - ; -� : ;��° . � , -� o. � � � ; ( �\ _ \. \` \� F�)Er.,.iv�H3C YMIY15lFR - �.qXi++fk��i�nret�nr.eWnl9A Map Key 0.50 Daily Volume/Daily Capacity (Based on LOS D) °��3 Existing Traffic Volume Water Features � Railroad Fridley Compreherrsive Plan Drafi 1: 10 December, 1999 Railways Rail has historically played a significant role in the Fridley transportation system primarily as a mover of goods. The railroads were originally built in the middle to late 1800s connecting parts of the Midwest to a growing center of commerce and trade in Minneapolis. Located along the Mississippi River, Minneapolis became a milling town and the railroads were built to move the goods from the river cities further inland. At that time railroads were also used as a means of moving people from villages in and out of the city, however, the use of automobiles and busses has virtually eliminated passenger trains. Today, freight traffic remains heavy and railroad companies have made significant investment in infrastructure to support rail use. Recent pressures and inveshnents have re-ignited the prospective use of railroads as passenger trains carrying commuters into and out of the Twin Cities central business district. Both commuter rail and light rail are being discussed and planned for within the City of Fridley, Anoka County and the region. Descriptions of the different rail components of the transportation system follow: The Movement of Goods The Burlington Northern and Santa Fe (BNSF) Railway Company owns and operates a major railroad (Class I as defined in the Metropolitan Council's Transportation Policy Plan) and a railway switching yard within the City of Fridley. The switching yard facility is located betw�en Main Street and East ^ River Road in the southwest quadrant of the City with tracks running in a north- south direction through the entire length of the City. Spurs branch off of this . railway to serve industrial companies along Fridley's industrial corridor. The Minnesota Commercial Railway Company maintains a regional rail line into the City of Fridley, primarily to serve the shipping needs of Onan Corporation. This is a short track that originates from a junction with the Canadian Pacific Railway in New Brighton and terminates in the central portion of Fridley neaz University Avenue. A new transfer facility has recently been opened at the end of the railway near University Avenue. This railway is designated as a Class III railway by the Metropolitan Council's Transportation Policy Plan due to its limited use and duration. The Move�nent of Peop[e Through Fridley, railways are currently used entirely for freight travel. However, in many major metropolitan areas, rail is used to move commuters between suburban and urban areas. Commuter Rail (The Northstar C0771C�OP�: The BNSF line is currently being studied for commuter rail service. This type of passenger rail service would _ involve a passenger train running on the same BNSF tracks as existing freight trains. Commuter trains would run essentially into the City during the a.m. hours and out from the City in the p.m. hours catering primarily to workday commuters. Occasional weekend services would also be provided. The Northstar � Corridor Development Authority (NCDA), including representation from the Transportation - I S - Fridley Comprehensive Plan Draft 1: 10 December, 1999 � City of Fridley, is studying this project. The Northstar Comdor is a 70-mile transportation corridor, which runs along TH 10/47 from downtown Minneapolis to the St. Cloud area. This is the fastest growing comdor in the state and has been identified by Mn/DOT as one of the corridors with the highest potential for . successful commuter rail service. The Northstar Corridor Commuter Rail would have intermodal connections to transit services within the corridor and to future transit corridors in the metropolitan area. �, The Major Investment Study completed in 1998 by the NCDA determined that commuter rail is a feasible alternative to provide transit service in the comdor. The NCDA Board is currently evaluating 12 station sites along the route. A potential site for a station in Fridley within the vicinity of 61� Avenue and Main Street is being considered. The City of Fridley will need to coordinate with the NCDA to determine the exact location and design of a potential station. ' In order to serve the station site, bus service would need to be enhanced and would most likely come from University Avenue to 61� Avenue or 57`� Avenue to Main Street north to the site on d l� Avenue. The commuter rail service will potentially serve as another means for residents to commute to Minneapolis, or more importantly, will allow commuters who live in outlying suburbs to commute to their workplaces in Fridley. For example, Medtronic Inc. has already filed a letter of support with the NCDA for this type of service based on the location of their employees. In 1997, the Deparhnent of Economic Security reported that the number of jobs in Fridley has increased from 23,453 in 1996 to 24,123 in 1997. The second Medtronic campus at I-694 and TH 65 will add up to 3,000 new jobs in the next ten years. The secondary impacts of this development will also occur in the next ten years, which will spur additional job growth. The NCDA's cunent environmental review pracess is identifying the consequences of the No Build Alternative and a variety of Build Alternatives which include the commuter rail project and a number of highway improvement projects. One of the alternatives would include expanding University Avenue to a 6-lane expressway. While the right of way may be available, the City is opposed to this type of an improvement. University Avenue and East River Road should be the primary candidates for improvements to the transit system, either bus or rail alternatives (see Light Rail discussion below). Second, while University Avenue and East River Road serve a mobility function, they also serve major residential neighborhoods. An expansion project to widen these roadways would significantly change the character of the neighborhoods and would complicate efforts to encourage transit oriented development. Finally, 6- lanes would jeopardize the ability to install the light rail transit route along the corridor. Tra»sportation - 16 - _ 11 _ e _-- , _�� —._ � — — � - '', —. _ — �4I_ ey� _ 1 � � '� �4 _- _ _ � Q C � c � � V ; � _._ . — _ __ _ .'__— _`__� " ' __— � _ _ y - M L __ C � � m � �Fy,� — - �' : — � . � � . .............�,.� _ _ � _.�_.�__— y9---- — _ ° i - V ... C'i lL _-- ___ _ _ ." _ _—._+,N _ _ � \V � . . . ..`''jr " 0 � ! � � r�� , � -- ---- � �� -_!_- � �roa-- .$G� � J ; �-_ , - J� � c - _- 1 . � � _,� --" � � � - - _ - � � � a �, �,- - `� � � , � � �� ' � 3 G �z � F � ^ � 5�. �� LOL NW � � Jy � � _:��:,��=.H,;��- f J i�^�.� - - -- _ _ _ P__-.__ �__ —._' ._'. _ _._ ._ . . 5 f � / N •� _ . _ �, ,�'� 696 Sfl � .. '� - � " s a - ,s � � -- _ __ n � � ; � _ i � � m== —�- r�_ --� .Q �. = � � � :;� �- - �;. � - _ - � � . ��. � ��. � ��, _Qi _ a �' � � - -� +f / V = i � :� — � '�"' � � � � � O �' � � � '� _ � I � � � m , ; ; --e ri ,:, y � ; —, ,�'� _ �� _ _ -- - -- �- _ - _ _ �`C - : sz � W �„�: � a,Q —� �' � �� j � � °' � � �� Q ��w` J��' - - � a � � � zy �� ^° �° s�,,: � � `��' e�`� � � ' ��' �' W , N ��' �� W � ' x. � a _ � _ � -.., �' """.�� - � �. , . ._, � � , � � -a , o . ,, � ca �' � ~- Y� � z � � _ � �� _—,_-��. - - - ---- - �. s;,vw _ / �� O F �� J � W � Q N z � � � 3 � � � � � � � O � _ I- Fridley Compreherzsive Plan Draft 1: 10 December, 1999 �.,,� � Light rail transit (LRT) • Termed the Northtown Light Rail Line, LRT has also been studied within the City of Fridley to run on the east side of TH 47 connecting downtown Minneapolis with the Northtown shopping center. LRT is different than commuter rail in that it stops more frequently and runs on separate tracks dedicated to light rail service. Light rail transit focuses more on moving people from point to point along its route throughout the day as opposed to an origin and destination affiliated with commuter rail. Light rail service would provide further alternatives to mobility and would be intended to have intermodal connections to other forms of travel. The Northeast Corridor Light Rail Transit, Draft Environmental Impact Statement (EIS) completed in May of 1991 jointly by the Hennepin and Anoka County Regional Railroad Authorities (HCRRA and ACRRA) documents LRT planning efforts. r-� The City actively participated in the preliminary engineering phase of the project in 1988 and 1989. The Northtown route was planned along the east side of University Avenue between the currently existing frontage road and the northbound travel lanes. Appropriate stations sites were also planned. While the ACCRA has not initiated final engineering of this route because of other regional issues affecting light rail, the Northtown route was one of the top three routes that had the highest projected ridership. Over the past ten years, the City has worked to reserve easements when appropriate on affected properties to preserve potential park and ride/walk and ride sites. Public Transit Public transit provides the community with an alternative means of travel to automobile or pedestrian travel. Transit services in the City of Fridley include local and regional bus services. The primary provider of transit services is the Metropolitan Council through its Metro Transit division. Metro Transit provides both express and non-express bus services to Fridley and the metropolitan region. Metro Transit is funded by regional taxes levied on cities that fall within the Transit Taxing District, which the City of Fridley is entirely within. The Anoka County Traveler and Anoka County Transit also provide bus services on a more local level. Metro Mobility and the Anoka County Traveler together provide paratransit services to those of the public that are unable to use the fixed route system as required by the 1990 Americans with Disabilities Act (ADA). Metro Transit (Services and Facilities) Metro Transit provides regular fixed route bus service to Fridley through several routes. The following are the major routes serving Fridley: Route 10 loops through the City of Fridley traveling northbound on TH 65 then to Old Central Avenue through Northtown shopping center and returning southbound on University Avenue. Route ] 0 runs continually throughout the day providing hourly transit services to downtown Minneapolis. Route 24 follows University Avenue northbound from downtown Minneapolis and returns to Minneapolis via l-94 express during a.m. and runs the same route ^ in reverse order during p.m. peak periods. Primary users of Route 24 are commuters destined to Minneapolis Central Business District. Route 24 connects Transportation _ 18 _ Fridley Comprehensive Plan Draft 1: 10 December, 1999 ,^-� to Northtown Shopping Center and to destinations further north in Blaine and Coon Rapids. Route 25 provides services to Fridley through adjacent communities of New Brighton and Spring Lake Park. This route also eventually connects with downtown Minneapolis and Northtown Shopping Center. This route runs throughout the day with a focus on peak periods. Route 27 follows East River Road through Fridley serving Anoka County and downtown Minneapolis. This route primarily is a northbound route originating in downtown Minneapolis in the AM and acting as a reverse commute to Fridley. Fridley residents can utilize this route to travel to suburban destinations north of Fridley. Once this route gets to Anoka, it returns to downtown Minneapolis as an express route. Route 27 also operates on holidays and weekends. It stops at major park-n-ride lots and trip generators such as the Georgetown Apartments and United Defense along East River Road. Route 29 follows TH 65 southbound in the morning peak period carrying commuters into downtown and returning during p.m. peak periods. This route only runs during peak periods and provides services to the park-n-ride lot at St. Phillips Church north of Moore Lake. Exnress Route 35N begins at Northtown Shopping Center and provides express services to downtown St. Paul during a.m. and p.m. peak periods. Residents are able to use other routes to get to Northtown where they can transfer to this /� express route. Park and ride lots in Fridley are located formally at St. Phillips Church off of TH 65 at West Moore Lake Drive (with 20 parking spaces reserved by Metro Transit) and informally at some religious institutions or commercial shopping centers that are close to major bus lines. Other park and ride sites that currently serve Fridley are the Foley Boulevard park and ride and the Northtown Transit Hub. Metro Transit facilities provide bus shelters located along major routes such as TH 65, University Avenue and East River Road. Anoka County Transit Anoka County Transit has established limited fixed routes, which generally connect major transit hubs with major trip generators such as County facilities, major employers, educational institutions and retail hubs. Routes 805 and 831 serve the City of Fridley through the Northtown Shopping Center and are scheduled to provide timed transfers to Metro Transit bus routes. Anoka County Traveler (Dial-a-Ride) The Anoka County Traveler provides transit services based upon demand primarily through dial-a-ride services where the consumer calls in advance for a ride and an Anoka County Traveler vehicle is dispatched. The Anoka County Traveler has limited service hours and can provide coordinated transfers to /"'� Anoka County Transit and Metro Transit bus routes. The entire City of Fridley is within the dial-a-ride service area. Transportation - 19 - � /'\ n Fridley Comprehensive Plan Draft 1: 10 December, 1999 Private Transit It is important to recognize that the private sector also provides a limited amount of transit services, primarily through taxi and bus/van charter companies. The operation and capital expenditures of these local transit services are generally small, producing a minimal impact on citywide transportation patterns. Transportation - 20 - Fridley Comprehensive Plan Draft 1: 10 December, 1999 n Figure 7 Existing Transit Services and Facilities FORTHCOMING ^ ^ Transportation - 21 - Fridley Comprehensive Plan Draft 1: 10 December, 1999 � Bikeways and Walkways Bikeways and walkways serve multiple purposes depending upon the character of the community. In more urban communities, bikeways and walkways (or trails and sidewalks) serve as a travel route where residents are not as reliant on the automobile to go to the store, library, school or church and where land use patterns are more conducive to pedestrian travel. They also are a place for children to ride tricycles, bicycles, or play hopscotch. In the typical suburban community, bikeways and walkways were frequently not included in development plans and are therefor almost non-existent in most neighborhoods. Instead of on sidewalks, pedestrian travel is mixed with automobile travel on less busy and typically wider suburban neighborhood streets and children play in driveways that are located in the front yards as opposed to sidewalks. This latter description typifies trail and sidewalk development in Fridley. Recent bikeway and walkway development links neighborhoods to schools, churches, community center, City offices and the regional trail system. Today, trails are most often used for biking, walking, running, roller-blading or recreational activities. Existing Trail System Existing bikeways and walkways in Fridley consist of two types: the designated bike lane and the multi-purpose trail, which is designed for both bicycle and pedestrian traffic. The designated bike lanes are most often found along collector �.,� and B Minor Arterial roadways such as Main Street or 7`h Street. Off street bikeways are located along stretches of TH 47, TH 65, East River Road and Central Avenue. The multi-purpose trails are primarily found along the Mississippi River and the Rice Creek Regional Trail Corridor. Figure 8 reflects the existing trail system in Fridley. Recent Trail Improvements include: • TH 47 added muiti-purpose trail north of 73`d to 85`" Avenue-1997 • Central Avenue (CSAH 35) added multi-purpose trail –1996-99 • East River Road (CSAH 1) created multi-purpose trail-1994-99 • TH 65 underpass at Rice Creek Regional TraiUpark-1998 In Fridley, trails are owned and maintained by either Anoka County or the City of Fridley. The County maintains park land along Rice Creek and within that area maintains the Rice Creek Regional Trail which extends from the Mississippi River into and beyond New Brighton. The County also maintains various segments of trails along the Mississippi River as well. Future Trail Addition Suggestions Figure 8 on the following page suggests locations for trail additions. These suggestions are based on making logical connections between pedestrian destinations such as schools, parks, or employment centers to the city trail system and the regional trail system thus providing alternatives to driving. The specifics ^ of the trail (design, use, and signage for example) should be established at the neighborhood planning level. Transportation � - 22 - Fridley Comprehensive Plan Draft 1: 10 December, 1999 � Figure 8 Bikeway and Walkway Plan /'1 n FORTHCOMING Transportation - 23 - n Fridley Comprehensive Plan Draft 1: 10 December, 1999 Key Problems in the Transportation System As evident through the previous analysis of the existing transportation system, Fridley has a relatively good transportation system; however, some areas of the transportation system will become inadequate over the years as consumer's behavior change and as urban growth continues to occur. This section summarizes the key transportation problems facing Fridley as the City moves into the new millennium. TH 65 Capacity Prob[ems Existing roadway capacity problems in Fridley are evident along TH 65. This is supported by the volume/capacity ratios reported earlier. In addition, the TH 65 corridor was analyzed by MnDOT Metro Division through a TH 65 Traffic Operations StudX a draft of which was completed in June of 1999. Generally, the analyses revealed capacity deficiencies along the corridor and supported the addition of a third through lane in each direction to help serve the high through traffic volumes in the morning and afternoon peak hours. The recent improvements to the TH 65/I-694 interchange area have increased the capacity and safety of that segment of TH 65. Specifically, the improvements to the TH 65/Central/Lake Pointe Drive intersection help to solve the immediate and some of the long term problems that have been envisioned for that intersection. The problem that continues to exist concerns the absence of ^ sufficient northbound and southbound through traffic lanes from the TH 65/Central/Lake Pointe intersection then proceeding northerly through the City. The lack of an additional though lane in each direction causes peak period congestion along TH 65 and at the signalized intersections along this corridor. TH 47 Capacity Problems The TH 47 corridor has some problems that are similar to the TH 65 corridor. The through traffic volumes are quite high and congestion occurs during the peak periods at signalized intersections along the corridor. The land uses along TH 47 are more residential in nature than the land uses along TH 65. In addition, planning for Light Rail Tranist precludes the addition of lanes to improve capacity along TH 47. East-West Transit Services Transit services in the City are oriented along the major roadways through Fridley, which happen to be north/south roadways. One problem facing the community as roadway congestion increases is accessibility to transit services. Little east west transit service is available in the community forcing residents to drive to transit facilities rather than catching a bus on a local collector roadway. Another trend that has uncovered a problem for Fridley residents is the emergence of major "suburban" employment hubs. Because of the metropolitan ^ highway systems orientation to and from the major Central Business Districts and because of the physical barriers (Mississippi River, wetlands, creeks, Transportation _ ZQ _ Fridley Comprehensive Plan Draft 1: 10 December, 1999 � railroads and County boundaries) inter-suburban mobility in an east west fashion amongst Northern suburbs is limited. Truck TraJfic Also of concern to the City is the extensive amount of truck traffic on major corridors throughout the City. There is little the City can do about truck traffic that does not originate or terminate in the City ("through" traffic). The City has, however, sought to minimize the impact of truck traffic through residential neighborhoods wherever possible. In 1997, the City established a moratorium on warehouse development to examine industrial properties to determine the impacts of large distribution warehouse facilities on surrounding properties and roadways. Prompting the need for the moratorium was the development of over 500,000 square feet of warehouse facilities within eighteen months prior to the moratorium. The City had recorded a number of resident complaints regarding truck traffic and the parking of trucks and trailers near residential properties. In 1996, the City established several residential streets south of I-694 as "no truck tra�c" routes in response to truck traffic from the industrial properties along Main Street. Complaints centered on the large numbers of trucks traveling through neighborhoods causing noise and fumes typically not experienced in residential areas. The City's analysis resulted in two zoning ordinance amendments: 1) amending the M-1 and M-2 zoning districts to prohibit the location of loading �,.� docks across from residential areas; and 2) creating a new industrial district for manufacturing uses only, and prohibiting distribution warehouses. The City also rezoned certain properties to the new M-4, Manufacturing Only District. � While truck traffic is a necessary part of commercial and industrial land uses, traffic patterns must be planned to minimize truck traffic impacts on residential neighborhoods. Transportation - 2j _ � Fridley Con�prehensive Plan Figure 9 Transportation System Problem Areas �� Q : nu �-+tQ � � t� i L� �� : �� o � , �� . , k �� Better east-w�st conne�tions n�eded IMPR�V� TR, Cil'Y OF FFi1Di.FY Transportation ��—�-. enuy ATION Draft I: 10 December, 1999 East Riv�r Road � Un(var�Ity Avarrue , Gentrcal �hv�nue /,� a• : : � , =� ��: Major �ough str�et important interssctior Main �ntry po�nt Rail �orridor R�ii crossing - � ��... e�.� �,.. �.. -26- Fridley Comprehensive Plan Draft 1: 10 December, 1999 � Future Transportation System Transportation planning for the future of Fridley and the region in general is critical to maintaining the desired quality of life. Transportation plays an important role in attaining the community's collective vision by linking neighborhoods in a creative, safe, convenient and attractive manner. The following goals, policies and strategies are intended to provide the City of Fridiey with guidance in managing and enhancing the City's transportation system. Transportation System Goals The following are the City of Fridley's goals for its Transportation System: 1. To provide the optimum accessibility to land and the optimum movement of people, goods and services that emphasize safety, efficiency and conservation of energy while minimizing the adverse effects on the natural, physical and social environment. 2. To provide for a high level of maintenance to assure that the transportation system is free of all obstacles, and maintained for safe efficient flow. 3. To assure effective and alternative choices of transportation modes to the City's residents, employees and businesses. 4. To reduce congestion and improve circulation and safety within commercial areas. ^ Transportation System Policies Relative to transportation and transit, it is the policy of the City of Fridley to: System Maintenance and Management l. Implement reconstruction and maintenance programs presently being utilized on the City street system. 2. Limit access on high traffic volume roadways such as arterials and major collectors. 3. Maintain sidewalks so that they are free of hazardous obstacles including snow and ice. 4. Utilize preventative maintenance strategies (patching, resurfacing, sealcoating, etc...) to extend the life expectancy of existing and future roadways, bikeways and walkways. 5. Enforce weight restrictions and truck route regulations to ensure longevity of the roadway system. 6. Explore alternatives to the use of deicers that may be detrimental to the n environment for use on City Streets. Transportatron _ 27 _ Fridley Comprehensive Plan Draft 1: 10 December, 1999 r� � Transportation System Improvements 7. Support vital improvements on regional transportation facilities such as TH 65 to accommodate regional traffic demands while working with government agencies to ensure local needs are met as well as regional and statewide needs. 8. Implement access management and land use planning strategies to compliment roadway improvements along principal and minor arterials particularly as properties redevelop. 9. Preserve right of way along major roadways such as TH 47 and TH 65 for future improvement programs. (Light Rail along TH 47 and potential expansion along TH 65). Transit Services and Facilities 10. Support efforts to increase transit ridership, pedestrian mobility and carpooling. 11. Work cooperatively with Metro Transit, Anoka County and adjacent local governments and agencies in seeking solutions to transportation issues through the effective and coordinated use of public transit. 12. Encourage and support private service agencies and groups in providing /� transportation and transit services to special groups including seniors and handicapped persons. /'� 13. Reyuire that the planning and design of redevelopment areas take public transit into consideration by incorporating transit oriented design (TOD) principles (such as orientation of building entrances to bus shelters, walkways, and trails relative to transit stops) and evaluating ridership potential. l4. Encourage travel demand management (TDM...see description below) provisions as an element in redevelopment agreements. 15. Advocate for improved transit service (particularly additional routes on east west streets) to satisfy the needs of Fridley residents especially the transit dependent population. 16. Support and advocate for an expansion in public transit offerings over time to include suburb-to-suburb, off-peak, circulator service in addition to the existing Minneapolis express bus service and specifically for creation of new transit routes along east west roadways. 17. Advocate for the inclusion of transportation system management improvements such as HOV lanes and dedicated lanes for busses. Transportation _ 28 _ Fridley Comprehensive Plan Draft I: 10 December, 1999 18. Work with the Northstar Corridor Development Authority and the Anoka and �' Hennepin County Regional Railroad Authorities to evaluate the possibility of rail transit services and station locations within the City of Fridley. Roadway Design 19. Follow Municipal State Aid (MSA) design standards when developing or redeveloping major street segments in the City. 20. Explore and evaluate alternative street designs in instances where unique traffic problems are present and where opportunity exists to provide character and identity to a neighborhood. Bikeways and Walkways 21. Periodically evaluate the City trail system to ensure adequate pedestrian connections are present among City and Regional parks and trails, schools, neighborhoods and major commercial nodes. 22. Reyuire future development or redevelopment plans to incorporate trail and sidewalk plans that encourage bicycling and walking as a means of travel. 23. Consider bikeway/walkway trails on both sides of major streets (greater than 2 lanes) where there is a strong presence of pedestrian traffic oriented destinations such as parks, schools, gather places, commercial nodes or ^ public services. Implementation Strategies Changes to the Future Roadways Functional Class Additions to the existing functional classification system are recommended to complete connections of residential areas to the regional roadway system. The following changes are suggested to the functional class system. North Innsbruck Drive be added as a COLLECTOR as it provides a direct link through New Brighton to Silver Lake Road and an eventual connection to I-694 at Silver Lake Road. • Matterhorn Drive be added as a COLLECTOR from Gardena Avenue to 53`d Avenue NE as it provides an alternative route crossing I-694. • The loop consisting of 53`d Avenue NE, heading west from Matterhorn Drive NE to Fillmore Street NE and then north to Cheri Lane NE eventually connecting to TH 65 should be added as COLLECTORs. This route provides a route for trips to cross I- ^ 694 getting to and from TH 65 without passing through the interchange area. The Transportation _ Zy _ Fridley Comprehensive Plan Draft I: 10 December, 1999 � Matterhorn, 53`d Ave, Fillmore Street and frontage road provide a logical collector to serve portions of southeast Fridley and western New Brighton. � Changes to the Future Roadways Jurisdiction Changes to the existing roadway jurisdiction are recommended to better enable local management of roadways and to better enable MnDOT and Anoka County to focus improvements on the regional system. MnDOT and Anoka County have proposed jurisdictional realignment for the following stretches of roadway in Fridley: • Remove TH 47 and TH 65 south of I-694, from State jurisdiction and transfer to County jurisdiction. • Turn Back County 35 (Central Avenue) from the Rice Creek Road intersection to TH 65 from County jurisdiction to City jurisdiction. The City of Fridley is concerned with these jurisdiction changes as the County and the City may not be positioned to handle the maintenance and upgrades that these roadways would require. The City wilt not support such changes until adequate funding is made available for turnbacks and maintenance and the roadways are improved to current standards. Corridor Improvement Strategies TH 65 Corridor Pursue the improvement of providing an additional northbound and southbound though lane along TH 65 from the Central/Lake Pointe Drive intersection to the Moore Lake Drive intersection. This improvement should be an immediate priority corridor management improvement. Continue to preserve and manage the capacity of the TH 65 corridor by providing the additional north and south through lanes along the TH 65 corridor in Fridley. These improvements have been deemed to be necessary to serve future volume needs along this major north-south corridor. The City of Fridley will continue to advocate for adding additional lanes to increase capacity and to continue to work on operational improvements. TH 47 Corridor Continue to support and help implement development of commuter rail along the Northstar Corridor and continue to support and help to implement the provision of a light rail transit line along TH 47. Both of these alternatives are long term solutions, light rail longer term than commuter rail however. Further encouragement of transit ridership and alternative travel modes should help relieve traffic congestion on TH 47. Additional strategies should be applied to streetscape improvements and aesthetics along the corridor to help improve the ^ City's image along TH 47. Transportation - 30 - � .-. �. .•• . �• , � �. 'QUU o�.r-n i�.w.� ewe�Enco�wvumrxoxcrsvw:��oo�rs,oe aa a r,ein �.�v,�<aM vw i93r Fridley Comprehensive Plan Draft 1: 10 December, 1999 . ., . � Alternative Congestion Mitigation Strategies The City supports the following strategies to help mitigate growing traffic congestion in the Metropolitan region. Access Management The purpose for access management is to limit or control the points of access on to the regional roadway system such that minimal interruptions to the movement of traffic occur. This results in safer and more efficient roadways. Access management can include consolidating driveways, building service or frontage roads, driveways and curb cuts to alleys or rear lots and other strategies. Access management is most typically applied to arterial roadways and some collectors. The City of Fridley will implement access management standards as established by Anoka County to the greatest extent possible for all principal and minor arterial roadways. As redevelopment occurs along these roadways the city will reduce the number of access points to public roadways by consolidating multiple points of access. High Occupancy Vehicles (HOi� One of the growing trends in travel behavior is the single occupant vehicle. An �..� obvious solution to traffic congestion is to reduce the number of vehicles on the roadway at a given time. One method is to encourage car-pooling, van pooling and mass transit. In order to get single drivers out of the luxury and privacy of the auto, the City must be willing to support incentives for HOVs including dedicated lanes, ramp meter bypasses, parking incentives, or other incentives. i"� The City of Fridley should consider starting a car pool or ride share program under the Metro Rideshare program on its web page or at City Hall to allow residents to sign up for prospective car poolers. Under this program, rideshare participants are given parking discounts at many CBD parking garages and at some participating businesses. In addition, commuters who car-pool can take advantage of dedicated HOV lanes and bypasses. Travel Demand Management (TDM) TDM strategies are other methods to reduce the number of vehicles on the road at any one time. These include such strategies as flex work time, alternative work hours, telecommuting, home-based businesses, and ride sharing programs. TDM strategies are best employed at areas with a high concentration of jobs. The City should strongly encourage existirrg large employers to establish TDM strategies and should require future redevelopment projects that involve large employment concentrations to include TDM plans and strategies. Transportation ' - 32 - �� , F � � Fridley Comprehensive Plan Draft 1: 10 Decem6er, 1999 Transportation System Management (TS11� TSM strategies include physical improvements that offer time advantages to transit or HOVs. These might include dedicated traffic lanes, ramp meter bypass lanes, signal preemption devices, or park and ride lots. TSM strategies are employed primarily along the regional system or within major retail or employment centers. Improve Transit Services and Facilities Transit services need to be improved to enhance mobility via transit in an east west fashion. An opportunity exists to work with regional transit providers to enhance service in conjunction with planning for potential commuter rail or light rail transit. The City should work with neighboring communities of Columbia Heights, Spring Lake Park, Moundsview, and New Brighton in addition to Metro Transit in order to improve east west transit services. Circulator routes could be designed to travel suburb to suburb in an east west fashion along the secondary roadway system (collectors and minor arterials). These routes might originate at either Northtown Transit Hub or a future rail station and stop en route at major employment hubs such as the Onan or Medtronic Campuses. The City of Fridley's role in creating this improved transit service is to cooperate with the regional service providers and to get the discussions on these ideas rolling. The City should consider a collaborative effort with the above mentioned agencies at completing a study documenting ridership demand. Ongoing Traffic and Transportation Studies A key strategy for implementation of the Transportation plan is to continue monitoring "hot spots" within the transportation system. These "hot spots" are particular areas where potential impacts of redevelopment or regional policy decisions can create unexpected changes. Medtronic Corporate Campus Impacts 1. Monitor traffic operations and travel demand patterns from the Medtronic Corporate Campus, especially, the east west movement from Medtronic Parkway to 7`h Street to 57`h Avenue to University Avenue. Evaluate the operation of these intersections and roadways and determine if any improvements or realignments may be necessary. 2. Monitor traffic operations for the northbound right turn movement from 57`� Avenue to TH 47. Determine if an additional northbound right turn lane is appropriate. Increased Transit Service 1. Create a transit connection between MCTO's north south routes and connect ^ the Medtronic Corporate Campus with the proposed commuter rail station and then back to the regular route service on University Avenue. Transportation - 33 - Fridley Comprehensive Plan Draft 1: 10 December, 1999 2. Advocate MCTO to provide additional bus service to connect existing routes �` with the Medtronic campus to the commuter rail station. /'\ � 3. Work with the City of Columbia Heights to coordinate supportive vanpool or bus services to employers and residents to transport them to the commuter rail station site. 4. Evaluate reducing parking requirements for industries that actively use and promote transit options for employees. Transportation - 34 - � Pa�ks and Rec�eation O � Introduction Fridley's parks, trails and open spaces are important elements of the community. As Fridley developed over the past five decades, the city established an estensive network of park and recreation facilities. Today, the Fridley park system offers azeas for active and passive recreation, it preserves natural habitat, and it provides non-vehicular connections to points of interest within the community and beyond Fridley's borders. Fridley's park system is not likely to expand in future years because the city is fully developed. If additional pazks aze acquired or if expansions take place, they will result from specific opportunities and circumstances such as redevelopment efforts or changes in land uses. Community Input In May and June of 1998, the city of Fridley held two public meetings that focused on an_ analysis of the community and on gaining input on establishing a vision for Fridley that � could guide the comprehensive planning process. A number of the responses and comments collected from Fridley residents pertained to parks. When asked to identify their favorite place in Fridley, specific park sites were frequently mentioned. Out of about 75 people, 20 identified the Springbrook Nature Center as their favorite place in the community. Others identified Commons Park, Manomin Park, the Rice Creek Pazk corridor, Riverside Park, and bikeways and walkways. Parks were also a defining element for the community. When asked what characteristics defined Fridley, some of the elements included the "nature center and its programs" and "high quality, convenient pazks." When the public was asked to help define elements of a vision for the city, two categories related to parks emerged. The first was titled, "river recognition." Respondents stated that they would like to see additional riverfront development (redevelopment) including housing, shopping and recreation. They felt that public open spaces along the river should reference and celebrate the heritage of the Mississippi River. The second category was, "enhance parks and open spaces." Related to this category, residents stated that they want to preserve parks and open space areas, boost environmental conscientiousness, enhance communiry beautification, and maintain the quality of Springbrook Nature Center and Moore Lake Park and beach. Finally, meeting participants were asked to prioritize the importance of a number of ^ identified desired future community characteristics. Enhancing pazks and open space was ranked either very important or important to the vast majority of ineeting attendees. A � � �� FridleyCompreh�n,srie: !'�u�T Revued 1996 Parks and Recreation � � °:: DruJr l December 6, 1999 PAAK SYSTEM GUIDE _ CITY OF �, FRIDLEY � o.�. �.�. - .: . . .. -- -- -------- `-- , .::., � I,�,b,,., I ___ �'. ,..,,. - - —a—�. _ _. _-- � � �� ; �� ; ► �i� � �; 1N� T� MR � j � � C � i � � i�r.ae� � �� i� � � �� „` y �- � �/ . �ta . ...:�.. _.. _. _ MuvC � ' L �pp ►aY i ,� f_ r �a � �.... . F '"" � �= � �- � � ... � �: r c � r. � ;, r I' : i: � !� -� �: i � -� � , "�' � i � """_� � '�a �• : ; i i ; � �' � :iiN G�Nc Oma _ ! � r..c waa. ; /�i j� � �... ►d. ,',/� I aw.... . ' Y �_ �'I � � M. ! �� ,�-�„�- 1 � ;:w � ,,... ! : I /� � �� . ..v,.�� .�» F,Ye� � ' . . /Grd� CM � ^ � - .._ .1 _ ..: ' '.. �_ �Pan lau ...... . . . . .. . Part I _ II� NM . ... . . . . waiM'� P� � Yft�� .. �PaY � _ � � OYI KEY: � City or Fridley Parks � Anoka County Parks � Waterbodies Wc vu�. Pvk CfTY OF FRIDLEY Recreation Office . . . . . . : . . . . . . . . . . . 572•3570 Springbrook Ivature Cente; . . . . . . . . . . 5723533 Fndley Senior Cen�er . . . . . . . . . . . . . . . 571-1304 Park �laintenance . . . . . . . . . . . . . . . . . 572•3�66 Anoka Counry Pazks . _ . _ 757•3920 '�- 0 l�i��_l!�•� c'„n��,ri�ir�rr.�tr� l'lc1�i Parks and Recreation Areas Aitura. 5445 A�ture Road Briardale, 6�7t Rice Creek Onve City Plaza. 6431 Unrverslty Avenue Commons. 555 61st Avenue Community, 7o0e university Avenue Craig, 410 79th Way Creekridge, 1380 Creek Park Lane Creek View, 6801 Ancka Street Ed Wilmes, t50 6a 1/2 Avenue Edgewater Gardens, 6700 Ashton Avenue Farr Lake, t5t0 Nonh Innsbruck Flanery, 1487 Onondaga Street Glencoe, 661 Glencoe Street Hackmann, 1071 Hackmann CirWe Harris lake, t620 Mississippi Street innsbruck Nature Center, 58� 5 Arthur Street Jay. 652G 2nd Street Jubilee, 5334 Sth Street Locke, 6917 University Avenue locke Lake, 6625 Ashton Avenue Logan, 155 Logan Parkway Madsen, 735 73rd Avenue �� Meadowlands, 6641 Kennas;o� Street Moore Lake, 5890 Centrel Avenue Oak Hill, 539t 7th Street Plaza, 170 69th Avenue Plymouth Square, a80� Main Street Ray Thompson Little League, 5875 Jefferson Rive� Edge Way, � 5a P,iver Edge V�lay Riverview Heights, 48' 79th Avenue Ruth Circle. 8t6C Ash�on Skyline, 5880 2nd Stree: Springbrook, 8155 Broad Avenue Springbrook Nature Center, 100 e5th Ave. Summit Square, 5201 Capitol Street Sylvan Hilis, 6205 ,)upiter Drive Terrace, 5735 7th Street West Moore Lake, 6901 West Moore Lake Dnve PAR KS�ANQ K;q�,,�l."f]�iCt; Anoka County Riverfront. 5100 East River Road Islands of Peace, 200 Cnarles Street LoCke, 7700 University Avenue Manomin, 6666 East River Road Rice Creek Trail West, tat0 69th Avenue SCti00l:'�'FAC.IL�T E Community Education Center, 6085 7th Street Fridely Senior High. 6oC0 west Moore Lake Drive Fridely Middle, 6t00 West Moore Lake Drrve Hayes Elementary, 6�5 Mississippi Street North Park Elementary, 5575 Fiitmore Street �� Stevenson Elementary. 6u50 East River Road Woodcrest Elementary, 880 Osborne Road - i enntes _ r. �� istr�rt um er f'�u-ks an�i RCCreation 2.8 0.9 23 21 2.8 2.2 0.8 7.9 0.4 1.8 0.4 16.7 14 3.5 1.3 7.4 3.6 1 95.3 10 46.7 32.9 10.5 7 13? 8.5 1�i•�1/� ! D��c�nih�r h, l V�1�1 1-L Hill Cans a Fun vl.r c«,�.. Arana c.��« �� ?oo� -1' (�ric(Icv Cnmprc�hen.si�c Plan �-. Mini-Parks Standard: .5 acres per 1000 people Drcrft l. Decernh�r h, ! 999 Comments: i�[ini-parks are facilities that are intended to serve concentrated populations residing generally within '/4 mile of park sites. Because ot the timited purpose of such parks, they typically contain one acre of land or less. Mini-parks were popular in the 1970s and 1980s as a means of supplying convenient recreational facilities. Throughout the 1990s, many communities elected not to include mini-parks within their overall park systems because of maintenance and budget concerns. Numerous small parks are more difficult and costly to maintain than fewer, but larger neighborhood parks. Existing Supply/Need: Fridley currently contains eleven sites that aze classified as mini- pazks ranging in size from .4 to 1.1 acres. Application of the standard for mini-pazks results in a deficiency of 7.25 acres in 2000 and 2010 and 7.5 acres in 2020. Although the standards indicate a deficiency of mini-parks, the distribution of neighborhood parks and school sites generally provides convenient recreational opportunities to most Fridley neighborhoods. Therefore, Fridley is not likely to develop any additional mini-parks in the future because of the availability of existing facilities and concerns for maintenance costs associated with additional small park sites. Neighborhood Parks n Standard: 2 acres per 1000 people n Comments: Neighborhood parks are recreational facilities that are intended to serve populations residing within a'/z mile radius of the site. Neighborhood parks typically contain open space areas that accommodate uses such as field games, court games, play equipment and other uses. Although ten acres is generally recognized as an ideal minimum for neighborhood parks, smaller tracts of land can be used due to natural conditions or in azeas where larger land parcels are not available. Existing Supply/Need: Fridley currently has 18 neighborhood parks. These parks range in size from 1.8 to 9.9 acres. Application of the recommended standards for neighborhood pazks results in an excess of 13.6 acres in 2000 and 2010 and an excess of 12.6 acres by 2020. Because Fridley is bisected by a number of major roadways creating distinct residential boundaries, the current supply of neighborhood parks provides a convenient network of neighborhood recreational activities. Accordingly, it is unlikely that Fridley will reduce its supply of neighborhood parks in the future. Based on the application of standards, the community will not need to add additional neighborhood park sites unless opportunities arise to provide better service through the acquisition of vacant land or through redevelopment efforts. If a new neighborhood park were established in the future, it would be appropriate to e�camine the supply of mini-parks in the area to see if their functions can be incorporated into the new neighborhood park. Parks and Recreation -� Fric!!�y Cnm/�rchcnsn�� Plun DruJt l. December 6, 1999 �,.,� The emergence of Tiger Woods as one of the world's most preeminent golfers has substantially boosted interest in the game of golf, particularly among young people. The popularity of in-line skating and skateboarding is a fairly recent occurrence. "Extreme" sports are gaining in popularity. What trends are likely to impact recreation over the next 20 years? ' n While it is difticult to accurately predict the next popular sporting trend, it is possible to reflect on some of the factors that are likely to impact the public's interest in recreation in the years ahead. This information is not conclusive enough to suggest immediate changes but should be monitored on an annual basis as part of an ongoing process to supply recreational facilities that meet local needs. Based on national and local information, the following trends and issues should be continually monitored to assess their impact on the Fridley recreation system: 1. Changing Demographics The population is generally getting older. As a result, in the future, the city may see higher demand for passive recreational facilities such as walking trails and seating areas in neighborhood parks. In Fridley's case, the general aging of the population may be accompanied by the strong retention of younger segments of the population. This may occur due to the fact that the housing supply in Fridley is relatively affordable and attractive to younger families with younger children. 2. Desire to Preserve Open Space and Other Natural Features Communities throughout the Twin Cities Metropolitan Area have expressed an interest in preserving open space azeas and key natural features. In many instances, voters have approved bond issues to provide funds for the acquisition of such properties. In Fridley's case, the lack of vacant land restricts the ability to acquire new azeas simply to preserve open space to balance development within the community. In all likelihood, however, this trend will result in a continued strong interest in preserving the natural areas that currently exist in the community. 3. Continued Growth in Organized Youth Activities Growth in youth athletic programs such as soccer �vill likely continue to challenge the city's ability to meet local demands. 4. Increased Interest in Trails Regional trends point to increased interest in the development of trails both for recreational purposes and to provide a non-vehicular transportation option. Fridley has been active in developing a trail system that links neighborhoods, � parks, commercial areas and other points of interest. Parks and Recreation �9 Fric!l�.ti• Cunrpreirc�nsiti•� Plun DruJt !. D�cemhcr b, l999 C. The City should continue to cooperate with other governmental and non- �` governmental agencies in the development of trails that compliment the local system. 4. The City should continue to maintain all park and recreation areas to a high level of safety and cleanliness. Maintenance practices should be designed to conserve energy and minimize costs. 5. The City should continue to cooperate with other govemmental and private organizations in providing pazk, open space and recreation areas. 6. Design and reconstruction of pazk facilities should be done in a manner that minimizes crime and vandalism. 7. The City should continue to include citizen participation in the planning and improvement of the local pazk system. 8. The City should provide programs that meet the needs and interests of local residents. A. The City should continue to encourage active citizen participation in recreation planning and programming of activities and programs. , � B. The City should continually re-evaluate and reorganize programs to best meet the changing needs of the community. � C. The City should coordinate recreation programming with other governmental agencies and private organizations. D. The City should provide skilled professional and volunteer leadership for recreation programs and activities. E. The City should encourage cultural development, arts, historic preservation and special activities where possible. F. The City should serve as a primary source of information on recreation programs and activities. ' 9. The City should provide a wide range of recreational activities for its residents including active team sports, active individual sports, passive activities, and special leisure time activities. Parks and Recreation � 1 �