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Res 2015-35 CP 15-01 RESOLUTION NO. 2015-35 RESOLUTION CONSIDERING A COMPREHENSIVE PLAN AMENDMENT, CP #15- 01, TO UPDATE THE ECONOMIC AND REDEVELOPMENT AND TRANSPORTATION CHAPTERS OF THE FRIDLEY 2030 COMPREHENSIVE PLAN WHEREAS, the Fridley Planning Commission held a public hearing on the Comprehensive Plan Amendment , CP #15-01, on May 20, 2015 and recommended approval; and WHEREAS, the City Council also conducted a public review of the Comprehensive Plan Amendment to consider the Amendment language and contents at their June 8, 2015 City Council meeting; and WHEREAS, the Metropolitan Land Planning Act (MN Statutes 473.851 – 473.872) requires that local government units prepare and submit amendments to their land use plans to the Metropolitan Council; and WHEREAS, the City of Fridley has notified all surrounding jurisdictions and special taxing districts of the proposed amendment as required by MN Statutes 473.858; and WHEREAS, the City has reviewed the Comprehensive Plan changes to Chapter 4, Economic and Redevelopment, and Chapter 6, Transportation, shown in the attached Exhibit A; NOW, THEREFORE, BE IT RESOLVED, that the City Council of the City of Fridley hereby requests City staff to submit the proposed amendment, Comprehensive Plan Amendment, CP #15-01 to the Metropolitan Council for consideration. th PASSED AND ADOPTED BY THE CITY COUNCIL OF THE CITY OF FRIDLEY THIS 8 DAY OF JUNE, 2015. ________________________________ SCOTT J. LUND – MAYOR ATTEST: ____________________________________ DEBRA A. SKOGEN – CITY CLERK Chapter 4, Economic and Redevelopment Plan Page 29 Exhibit A Chapter 4 Economic and Redevelopment Plan 4.0 Local Economy The City of Fridley is fortunate to have an abundance of employment sources right in our community. According to 2000 Census data, there were 11,542 more jobs in Fridley than the number of workers age 16 and over. It is interesting to note that, despite the strong local access to jobs, most Fridley residents work outside of Fridley. The most common place of employment for Fridley residents is not Fridley. It is other cities in Hennepin County and, secondly, Minneapolis. Only 21% of the 15,221 Fridley residents in the work force in 2000 were actually working in Fridley. Most of the 26,763 people working in Fridley in 2000 were traveling to Fridley from a metro county other than Anoka or Hennepin. The second most frequent place of residence was Hennepin County, not including Minneapolis. The third most common place of residence for Fridley workers was a city in Anoka County other than Andover, Coon Rapids, or Blaine. The distance people are commuting to work certainly has an impact on the transportation demands on the community and the region. It also poses challenges to a public transportation system that is focused on getting workers to and from the central cities. The local economy is predominantly manufacturing. Education and health services are also a predominant employment source. This too poses challenges for public transportation, as these types of jobs are often second and third shift jobs. Commuter rail, designed to transport workers during rush hour would not be Table 4.1 able to be used by second and third shift employees. represents the breakdown of the local economy by industry as of the 2000 Census. Table 4.1 Industry of Employment, City of Fridley (2000) % of Employed Industries Persons 16 years and Over Agriculture, forestry, and fishing, hunting, mining 0.36 Construction 6.34 Manufacturing 20.47 Wholesale trade 4.56 Retail trade 13.24 Transportation, warehousing, utilities 4.79 Information 2.39 Finance, insurance, real estate, rental/leasing 7.95 Professional, scientific, management, administrative, 9.82 waste management Educational, health, social services 16.78 Arts, entertainment, recreation, accommodation, food 5.75 services Other services 4.25 Public administration 3.31 Source: 2000 Census Much has changed in the job market in Fridley since the 2000 census, however. Fridley has seen a decline in the number of jobs from 26,763 in 2000 to 23,845 in 2006. Fridley has lost more than 3,000 jobs in the past five years alone. Most of the decline has been in the area of manufacturing. Many manufacturing Chapter 4, Economic and Redevelopment Plan Page 30 Exhibit A businesses have been automating, which has reduced the number of workers they need for the same amount of production. Retail and service sector job numbers have also recently declined. of Employment and Economic Development. This is twice the percentage of unemployment that existed in the community at the time of the last comprehensive plan update in 2000. It is also slightly higher than Existing Employers Major employers within the City of Fridley include Medtronic, BAE Systems, Cummins Power, and Unity Medical Center. Other than Unity Medical Center, the major industries include manufacturing and research and design. The following table represents other major employers in Fridley: Table 4.2 Major Employers in Fridley (2006) Major Employers SIC Products/Services Employees Navig., Meas., Electromedical & Medtronic Inc 3845 3,076 Control Instrum. Mfg. Onan Corp/Cummins Manufacture Generators & Diesel 3519 1,700 Power Generation Engines General Medical & Surgical Unity Medical Center 8062 1,570 Hospitals Design, Develop & Product Test BAE Systems 3489 1,412 Major Gun Systems Design & Manufacture of Sensing Minco Products Inc 3625 748 Temperature Devices Target Distribution Center Warehouse for Retail 512 Target Superstores 5311 Department Stores 330 Contract Manufacturing Parts for Kurt Mfg Co 3469 286 Other Companies Wal-Mart 5311 Department Stores 230 Lofthouse Bakeries 5461 Retail Bakeries 215 Park Construction Co 1611 Highway & Street Construction 175 5211 Home Improvement Service and Menard Cashway Lumber 150 Retail Stores Home Improvement Service and Home Depot 5531 146 Retail Stores Grocery and General Merchandise Cub Foods 5399 101 Stores Electrical Contractor for Parsons Electric Co 1731 Commercial, Industrial, and 100 Institutional Healthcare Source: Survey completed by Fridley Planning Staff February 2007 While Medtronic Corporation experienced significant job growth of about 500 jobs since 1997, many major Fridley employers had significant reductions. The number of jobs at BAE Systems (formally United Defense) declined by nearly 400. Lofthouse Bakery) also reduced staff. Yet, some locations, like Unity Medical Center, gained nearly 200 jobs, as did Minco Products. Chapter 4, Economic and Redevelopment Plan Page 31 Exhibit A Building Permit Activity The number of building permits issued in Fridley each year over the past six years has consistently been between 700 and 1,000 permits. Residential building permit activity remains fairly consistent. However, large fluctuations in overall building permit dollar values occur in Fridley due to the significant influence of industrial building activities. In 2000, the number of permits and permit values were abnormally high with 982 permits for a total value of $102,840,549. The numbers were abnormally high due to the Medtronic World Headquarters construction. In comparison, 881 building permits were issued in 2006 for a total value of $3,452,089. Commercial building permit activity dropped to zero following the September 11, 2001 attacks on the World Trade Center and has Table 4.3 very slowly rebounded. See for more details. Table 4.3 Building Permit Activity Year # of Permits Residential Commercial Industrial Other Total Value 2000 982 $8,020,233 $1,475,696 $92,149,948 $976,299 $102,840,549 2001 754 $10,445,492 $1,866,586 $9,495,961 $2,399,548 $24,265,735 2002 851 $6,713,930 $0 $4,905,398 $2,932,563 $14,551,891 2003 746 $8,225,267 $697,000 $7,155,931 $1,469,601 $17,547,799 2004 716 $5,018,373 $6,405,214 $3,633,797 $8,076,423 $23,133,807 2005 851 $8,344,266 $15,715,149 $858,153 $1,596,898 $26,514,465 2006 881 $6,375,477 $11,929,955 $2,040,000 $1,411,208 $21,756,640 4.1 City Tax Base The City of Fridley has a large commercial and industrial tax base. As a result, Fridley is the only city in Anoka County that must contribute to fiscal disparities. Fridley was a $1.5 million net contributor to the fiscal disparities pool in 2007. Fiscal disparity is a law that was established as a 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 2007 tax base compositions for the City of Fridley compared to the Metropolitan Area. Chapter 4, Economic and Redevelopment Plan Page 32 Exhibit A Figure 4.1 Tax Base Composition Payable 2007 Fridley Tax Base Composition (% of total market value) Other Commercial 2% Industrial 28% Residential Homestead Residential 58% Non Homestead 12% Metro Area Tax Base Composition (%of total market value) Commercial Other Industrial 2% 16% Residential Non Homestead 13% Residential Homestead 69% Source: League of Minnesota Cities Chapter 4, Economic and Redevelopment Plan Page 33 Exhibit A Figure 4.2 Potential Redevelopment Areas Chapter 4, Economic and Redevelopment Plan Page 34 Exhibit A 4.2 Potential Redevelopment Areas A map of potential redevelopment areas has been developed based upon community input at the neighborhood planning meetings and staff recommendations. Redevelopment is a form of community revitalization that transforms undesirable elements of a site into desirable elements that reflect the accomplish one or more of the following: Remove older, blighted or outdated buildings Provide the opportunity for more efficient land uses Provide an opportunity to correct environmental problems Provide an opportunity to build new commercial, industrial, or residential facilities to meet the current market demand of the community Create additional job opportunities Strengthen the tax base Eliminate incompatible land uses Create opportunities for new streetscape improvements, such as lighting, decorative fencing, or landscaping Updates old utilities with new facilities and allows for the burying of above ground utility lines Through redevelopment planning, the City has the opportunity to shape the future and accomplish the needs of the greater community. Because the City has limited resources, it must focus its efforts on Figure 4.2 be acquired by the City for redevelopment. Rather, the intent of this plan is to identify these areas as focus areas for the City and HRA to prioritize its resources and redevelopment efforts. If, for example, a land use application is filed for a property that is highlighted, this plan should be used as a guide for the City prior to rendering a decision on that land use application. In the future, there may be redevelopment projects that are initiated either by the private sector or by the Fridley Housing and Redevelopment Authority. Establishment of these potential redevelopment areas as S-2, Redevelopment District, will give the City site plan review authority through a master plan process. Comprehensive Plan. Riverboat Mall There is a .9 acre sized parcel on the th corner of 79 Way and East River Road that is zoned C-1, Local Business zoning. The site contains a small strip mall and a gas station. The owner of this property has had a very difficult time keeping the property fully leased despite the fact that the mall is surrounded by a 301-unit apartment complex and located in a high traffic area with good access. The building is in poor condition and is not attracting high value tenants. Redevelopment of a site like this one Chapter 4, Economic and Redevelopment Plan Page 35 Exhibit A with underground gasoline tanks often involves contaminated soils, making redevelopment more difficult without government subsidy for extraordinary clean up costs. th 77 Way Industrial Site th The industrial building located at 99 - 77 Way is designed for manufacturing and is now being underutilized as it is only partially being used for warehouse. This single-use building with overhead cranes has poor lighting and may be contaminated due to the previous use. The 5 acre site, which is zoned M-2, heavy industrial, has another drawback in that the employee parking area is across th 77 Way. Three separate parcels, one zoned M-1, light industrial, and two zoned R-3, multi-family residential, were used by the previous owner for employee parking. There is a mid-block crosswalk for employees. This industrial site is located next to the BNSF rail line, but does not have a rail spur. The building may be encroaching into the BNSF right of way based upon survey markers observed by staff. Osborne/University Intersection This intersection has been selected by the Fridley Police Department as the most accident prone intersection in Fridley. It is in the midst of a busy retail area and located too close to the intersection of University Avenue and Osborne Road. In addition to the traffic safety issues of this intersection, some of the structures in this 11 acre area need to be redeveloped. These buildings include the old Lyndale Garden Center site at 7616 Osborne Road, which is -3, general shopping, and the building at 7550 University Avenue frontage Road, which contains the building that was the first CUB Foods store in the Twin Cities area. Both of these structures are beyond their useful life, have too much parking, which is in poor condition and are inadequately landscaped. Automotive Use Area near Hwy. 65 The Automotive Use area on the Redevelopment Area map is a 110 acre area which is a major gateway into the City of Fridley from the north along Osborne Road, Hwy. 65, and Central Avenue. It is also an area which strongly needs redevelopment. On the south side of Osborne from Baker Street to Highway 65, streetscape improvements are greatly needed to provide some curb appeal to these properties. Several properties in this area need updating to address issues with outside storage, lack of paved surfaces required by Chapter 4, Economic and Redevelopment Plan Page 36 Exhibit A current code, and poor site design. The City is currently working with the three automobile recycling centers in this area to bring their properties into compliance with current code. Due to the lack of paving and prevalent automotive use on many of these sites, contaminated soils are a likely problem in the area. Columbia Arena The old Columbia Ice Arena is an 11 acres site, which recently converted back from public zoning to industrial (M-2) zoning since it is no longer owned and operated by a public entity. The site is currently being marketed for warehouse space. However, there are many fire and building code issues that must be addressed before the building can be used for other purposes. Holly Shopping Center This shopping center on the corner of Mississippi Street and University Avenue was constructed in 1957 on about 9 acres of land. The strip mall structure, façade, parking, and landscaping, all need updating. The site is surrounded by residential property, yet has no pedestrian access. The mall is over-parked for the type of businesses it contains and is therefore informally used as a park and ride site. Maintenance is an issue as well, which was demonstrated by the fact that this site received more code enforcement complaints than any other single site in the city in 2006. Moon Plaza This strip mall, facing University Avenue suffers from poor access issues. Since the structure was built in 1964 towards the back of the lot, the building is not clearly visible from the highway. Access from either the south or north off of University is awkward for this 3.6 acre site. The building itself has suffered from many building and fire code challenges in the past. Wall signage is not uniform and unappealing. This shopping area is also over-parked for the level of business it receives, leaving an opportunity for truck drivers to use the site as a truck stop or storage yard. The site lacks landscaping, and what little green space it has is not adequately maintained. The site lacks curb and gutter, and it appears the site is also in violation of required this right of way should be considered in any future redevelopment of this site. Chapter 4, Economic and Redevelopment Plan Page 37 Exhibit A Moore Lake Area The Moore Lake Shopping Center area posed another opportunity in the City for a walkable downtown. The only form of public transportation in this 90 acre area is limited bus service along Central Avenue, but recreational trails and sidewalks exist in the area leading to Moore Lake Park. The Moore Lake Shopping area needs improved landscaping along the medians and right of ways. The Only Deals site needs updating. It could be combined with the site of the former Shorewood restaurant on Moore Lake and redeveloped into a mixed use site with fine dining on the lower level and condominiums overlooking the lake and park above. The area on the west side of Highway 65 contains a vacant Sinclair gas station site, which is non-conforming in size, and has sat vacant for years. The bowling alley site needs updating. If the senior condominium projects, which received approvals for the corner of Mississippi and Central, do not receive financing and lose their effective status, the City should continue to pursue high density, senior housing for these corners due to the demand for this type of housing in Fridley. Northstar Transit Oriented Development While the area around University thst and 57 and 61 Avenues rd between 53 Avenue and Mississippi Street is currently solely designed for automobile traffic, it is one of the main has immense potential for a public transit areas in the City hub. The th southbound bus stop at 57 and University is the last stop before the morning express route buses rush downtown, making it about a quick, 15-minute commute to work in the central city. Bus st stops are also heavily used at 61 and Mississippi Street on University Avenue. The Northstar Commuter Rail Station is just west of University Avenue st at 61 Avenue. Line will be going through Fridley on the existing BNSF rail line, starting in 2009. A st station site is proposed near 61 and Main Street next to t The Hyde Park neighborhood, in the heart of this area contains which has much affordable rental and homeownership opportunities for the surrounding industrial workforce. Metro Transit plans to route existing bus routes to the Fridley Northstar Station site, where park and ride opportunities will exist on both sides of the tracks. In addition, t Three of Fridlemployers have facilities within a mile of the proposed Fridley Northstar commuter rail s Station site- 694, is also in this area. The CUB Foods Fridley Market site in this corner has recently been going through extensive purchased and is being considered for redevelopment by the private owner, posing providing new retail opportunities and jobs for the area. In addition, a 25.5 acre, vacant, industrial site at the corner of I-694 and East River Road has been master planned for mixed use development is being considered for rezoning to commercial, which would create additional retail opportunities in the area. All of these components make this 355 acre area a great opportunity for transit oriented development (TOD). The Fridley Housing and Redevelopment Authority (HRA) also created is currently considering a redevelopment project along the east side of University Avenue between the Gateway East Townhomes Chapter 4, Economic and Redevelopment Plan Page 38 Exhibit A thst (near 57 Avenue) and 61 Avenue. The HRA has successfully purchased four several vacant, commercial properties in this area as they became vacant or available for sale and sold the cleared land to Trident Development to build 265 market rate apartment units in three phases. has a purchase offer out on a fifth. Commercial uses have struggled in this location for years due to poor access and shallow lot depths, which make it difficult for these sites to meet the parking requirements for many uses suitable for the commercial zoning of the properties. The HRA was selected to investigate possible redevelopment options through the Center for Neighborhoods Corridor Housing Initiative and recently held four neighborhood meetings for the purpose of developing recommendations to the HRA regarding redevelopment options for the area. A series of housing forums conducted with the surrounding neighborhood found that market rate apartments were acceptable in this the need for this type of housing in the community. Being close to transit is expected to make these units attractive to professionals working downtown. Islands of Peace Park On the west side of the BNSF railroad tracks, between the river and the Northstar Station Park and Ride location, lies a large multi-family housing area with buildings (see notation on Future Land Use map on p. 24). This area has often been considered for redevelopment by the Fridley HRA and City Council. The HRA did purchase a parcel of land at 6000 East River Road when it became vacant, anticipating the possibility of a larger redevelopment project in this area if more property became available for purchase. During their study, City officials have discussed the need to redesign and improve access to Islands of Peace Park. Currently, the national MRT bike trail leading to the park is hidden behind apartment garages and within the Stevenson Elementary School land, making it problematic quite unsafe and uninviting to the general public unfamiliar with the area. With this pedestrian/bike trail being a key alternative transportation connection between the park and to the Northstar Commuter Rail Station, there is renewed interest in pursuing options to make entrance to this park more accessiblevisible. The City owns two parcels of land that contain the Islands of Peace Park buildings and parking lot, however, the City has a joint powers lease agreement with the County to maintain the park. Anoka County Parks also has a lease agreement with a non-profit agency to use the park building. The City- owned parcels are also part of the regional Anoka County Riverfront-Islands of Peace Regional Park. In addition, the Mississippi River is a national park in this area, and the Northstar TOD area is in the center public, non-motorized access to the River. In 2012, the City of Fridley received a Metropolitan Council LCDA TOD Pre-Development grant to master plan the Northstar TOD area in Fridley. Since the LCDA funds could not be used for park planning, the city partnered with Anoka County Parks to finance and first develop a rough plan to show how the park could be reconfigured and redesigned to support redeveloped multi-family housing in the area and connect the single-family residential area north of Stevenson Elementary to Islands of Peace Park. The subsequent preliminary plan is shown here in Figure 4.25. Chapter 4, Economic and Redevelopment Plan Page 39 Exhibit A Figure 4.25 Chapter 4, Economic and Redevelopment Plan Page 40 Exhibit A After getting City Council, HRA, and Metropolitan Council approval on the park plan, the City proceeded with a public engagement process to master plan the part of the Northstar TOD Zoning District that was eligible to be included in a future transit tax increment financing district, which the City of Fridley has special legislative approval to create. The resulting Northstar Master Plan was approved by the Fridley City Council on December 8, 2014. The Illustrative Development Plan from the adopted Northstar TOD TIF District Master Plan is shown in Figure 4.26. The full plan is available for viewing on the City of Fridley web site at www.fridleymn.gov. The City plans to work with the County and the Metropolitan Council in pursuit of a reconfiguration plan for the park and bike trail access to it if the opportunity arises from a larger redevelopment of the rental housing in the area around it. The goal would be to maintain the current acreage of land dedicated to park use, but to reconfiguring the land mass so that a parkway access could be created from East River Road while still maintaining an adequate amount of parking. New connections to the Mississippi River Regional Trail could then be created along the river to capture this unique recreation amenity and along East River Road for greater recognition of the trail and bike/pedestrian access to the commuter rail station. Chapter 4, Economic and Redevelopment Plan Page 41 Exhibit A Figure 4.26 Chapter 4, Economic and Redevelopment Plan Page 42 Exhibit A South Industrial -694 have been redeveloped since the last comprehensive plan update, many more are still underutilized. The BAE Systems site is by far the largest industrial site in the City. Part of the site cannot be redeveloped due to soil contamination, but there is still potential for new uses. Many other industrial sites along Main Street are in need of updating. This redevelopment area represents 433 acres of land in the community. rd Hwy. 65/53 Avenue Area Now that the Target site has been redeveloped, three parcels to the east of it are now obviously outdated. Two of these parcels, which equal 1.3 acres total of land area, are of concern due to poor access - the gas rd station site on the corner of 53 and Central and the Embers Restaurant at 5400 Central Avenue. The buildings are also in need of updating and landscaping. 4.3 Economic Development and Redevelopment Goals and Objectives All four of the main goals from Chapter 1 of the comprehensive plan apply to this chapter; however, the following two goals are most pertinent to the topic of economic development and redevelopment. 1. Maintain Fridley as a desirable place to live 2. Maintain Fridley as a desirable place to invest in business While staff tried to convey the message that the City actually has very little control to attract certain types of businesses to the community without establishment of an economic development authority, the desire for certain business developments were strongly conveyed to staff at the neighborhood planning meetings regardless. Such objectives that were desired by the community included: 1. Create a walkable downtown area, with mixed use buildings with lower level shops and housing above 2. Provide more retail opportunities so folks can spend their money in the community in which they live 3. Provide more restaurants, especially fine dining opportunities 4. Keep taxes low 5. Maintain the commercial/industrial base we have and encourage growth 6. Provide more public transportation. Like Northstar Commuter Rail, so that road congestion can be reduced. 7. Provide more east/west vehicular, walking, and biking connections across the City 8. Redevelop eyesores and underutilized properties in the community 4.4 Conclusions and Action Steps A few conclusions can be drawn from the economic data compiled on Fridley. 1. redevelopment future right now than the establishment of a commuter rail station stop. Having a Northstar station site in Fridley is a key component that affects several of the objectives above. It will likely be key to creating a walkable downtown and key to the transportation needs of the community. It does little good for Fridley businesses to have an abundance of jobs if we have difficulty providing affordable transportation for those workers. Chapter 4, Economic and Redevelopment Plan Page 43 Exhibit A Action Step: The City should continue to pursue passage of special legislation that will create a st transit TIF district for part of the Northstar TOD area (Main Street to River and 61 Avenue to I-694) and also for authorization to pool funding from old TIF districts that would otherwise go unused. While this funding cannot be used to build the station itself, it can be used for other redevelopment around the station site. The City should also pursue Federal and State funding sources for redevelopment around the station site and for development of the station site itself. 2. The community spoke loud and clear at community meetings that they wanted to have more retail opportunities here in Fridley. They also spoke loud and clear that they saw three existing shopping th areas as eyesores that should be redeveloped CUB Foods (on 57 Ave.), Moon Plaza, and Holly Center. All three of these sites are outdated and are experiencing vacancy problems. Action Step: City staff needs to meet with private developers and owners of these existing multi- tenant shopping areas to encourage redevelopment of these sites. Any redevelopment plans for the CUB Foods site need to be orientated toward transit/pedestrian/bike access. 3. Creating a walkable downtown, providing another east-west connection, providing more restaurants and meeting affordable housing goals are objectives that could all be intertwined into a massive redevelopment project if the City desires to pursue these objectives. Action Step: The most sensible creation of a walkable downtown area in Fridley should be an area that is connected to the Northstar Station Site and located in the Northstar TOD redevelopment area Figure 4.2 shown on . Since the site at 5601 East River Road, owned by the JLT Group, is currently vacant, it presents a great opportunity for planning for a future bridge over the railroad tracks, th connecting 57 Avenue west to East River Road. This extension would provide emergency personnel a much needed alternative east-west route for reaching accidents on the freeway during rush hour bottlenecks on I-694. Figure 4.3 Laurel Tracy © 2007 Chapter 4, Economic and Redevelopment Plan Page 44 Exhibit A th The development of Medtronic Parkway from Highway 65 to 7 Street created an awkward th disconnect to 57 Avenue to the west has existed. Staff has long seen a need to provide better access The above plan would make Medtronic Parkway a continuous roadway from East River Road to Highway 65. This connects 4,000 employe River Road is rezoned to commercial. th The 57 Avenue bridge would provide another east-west bike and pedestrian access across the BNSF Railroad tracks. It also provides a more clear connection, both by car and foot to the Fridley Northstar stth Rail Station Site at 61 and Main Street. There are also bus stops at 57 Avenue and University Avenue, which are important to connect to surrounding neighborhoods with walkways. The residential area, which would need to be redeveloped to accommodate the new parkway, is currently primarily zoned multifamily residential. The redesignation of this area as redevelopment area would allow for some mixed use design, creating suitable areas for main floor retail (restaurants then include apartments or condominium spaces. There would be much opportunity for design of multi-level senior care facilities that would be in close proximity to public transit and walkways. Before proceeding with this concept, however, the City should consider conducting a market study to analyze the demand for this type of commercial development in this particular location. Figure 4.4 Mixed Use Streetscape Laurel Tracy © 2007 View of the mixed use buildings and public parking lot on the Medtronic Parkway extension looking west toward University Avenue A possibility is even designed into this City View plan for a street market. The plan is designed to include a small public parking lot nestled into a City park with a pedestrian walkway wrapped around it. The street leading to the parking lot could be blocked off for special market events like a Farmers Market. Chapter 4, Economic and Redevelopment Plan Page 45 Exhibit A Figure 4.5 Market Streetscape Laurel Tracy © 2007 4. The City of Fridley has very little vacant commercial/industrial land left. Most of our business growth will likely need to be on existing sites. Action Step: City staff should continue to use the weekly Development Review Committee meetings as a welcoming forum to help our existing businesses examine their possibilities for growth and expansion on their current sites or on suitable parcels within the community. 5. The Mississippi River is an underutilized amenity in Fridley. The City has few areas where the River is visible from major roadways. In addition, residents have long complained that the City is lacking a fine dining opportunity in the City. One economic opportunity that could help enhance an underutilized park would be establishing a fine dining restaurant along the River. Action Step: The City should initiate discussions with potential partners to see if there is an opportunity for a public/private partnership with a fine dining restaurant along the river. If a fine dining restaurant, combined with new housing, could be built overlooking the Mississippi River and recreation uses like boating were promoted, the river would become better utilized and viewed more as an asset in the community. 4.5 Summary It was clear during the neighborhood planning meetings that public desires to improve Fridley run deep. Members of the community want exciting redevelopment projects in Fridley that they see occurring in Chapter 4, Economic and Redevelopment Plan Page 46 Exhibit A other communities in the Twin Cities. They want places to live where they can walk to shops and walk to mass transit. They want recreational opportunities that are easily accessible and safe to enjoy. It is clear that significant redevelopment is not going to occur in Fridley unless the City initiates it. Staff has seen exciting redevelopment proposals conceptualized by private developers for many major projects over the past ten years, but none have materialized. This 2030 Comprehensive Plan needs to spark enthusiasm for a major project in Fridley a highly visible project that has the potential of stirring a new way of perceiving public transportation and pedestrian movement through the community. This is a great challenge for a community dissected by three major north-south highways and east-west by an interstate, but the City View site design has the potential of being that key project. Chapter 6, Transportation Page 75 Final The Northstar Corridor Commuter Rail The BNSF lines running through Fridley will be are also used for commuter rail service. The st Northstar is type of passenger rail service platform and stop in Fridley is located at 61 Ave. and st 61 Way. The Fridley station is accessible from both east and west of the BNSF lines, (East River Road and Main St.) with a tunnel beneath the tracks available for bicycle and pedestrian access. will involve a passenger train running on the same BNSF tracks as existing freight trains. Commuter trains would run weekdays into the City during the morning rush hours into downtown Minneapolis or north on the route to Big Lake. Northstar trainsand depart from downtown in the evening rush hours heading northward through the City of Fridley and south from the terminus toward downtown Minneapolis during that time. There will also be one reverse commute train during the morning and evening rush hours. Occasional Service is available on Saturday and Sundays, with occasional special trains for sporting eventsweekend services may also be provided. at a later date upon approval by BNSF. The Northstar Corridor Development Authority (NCDA), including representation from the City of Fridley, has studied this project. Schedules for the NorthStar train are updated frequently and may be found at: http://www.metrotransit.org/route/888 The Northstar commuter train covers Corridor is a 40-mile transportation corridor, which runs along TH 10/47 from downtown Minneapolis to the Big Lake area. The commuter rail will stops in six cities: Big Lake, Elk River, Ramsey, Anoka, Coon Rapids, Fridley and Minneapolis. With the exception of the downtown Minneapolis station, all of the stations will have park and ride facilities. According to MN DOT, the commuter rail service is expected to begin in Late 2009. Figure 6.4 Northstar Corridor Route Source: http://www.northstartrain.org/station_spotlight.html Chapter 6, Transportation Page 76 Final Source: Northstar Corridor Development Association Chapter 6, Transportation Page 77 Final This is the fastest growing corridor in the state and has been identified by MnDOT as one of the corridors with the highest potential for successful commuter rail service. The Northstar Corridor Commuter Rail has will have intermodal connections to other transit services, such as light rail, busing, bike trails (like the nearby Mississippi River Trail ing or car pooling, within the rail corridor and to future transit corridors in the metropolitan area. The commuter rail service will potentially serves as another means for residents to travelcommute to downtown Minneapolis, or more importantly, and also will allows commuters who live in outlying suburbs to commute to their workplaces in Fridley. The Fridley Northstar rail stop is located within Fridley-Oriented Development district.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. stst Avenue and 61 Way. The station site is planned to be accessed from both sides of the rail tracks form East River Road and University Avenue. The site is planned to include a 595 vehicle park and ride facility. Due to the increased cost of securing use of BNSF train tracks for the entire life of the Northstar Commuter Rail project, the NCDA currently does not have all of the funding necessary to complete the Fridley station. The NCDA is working with local, state and federal officials to secure the remaining funding for the Fridley station, and still hopes to complete the station in time for Northstar's planned launch in late 2009. Aviation The Metropolitan Land Planning Act requires local governments to include policies for land use encompassing and surrounding airports within the seven county metropolitan area. The Aviation Policy Plan, an element of the Metropolitan Development Guide, establishes policy for local communities to incorporate into local compressive plans. At the regional level, these policies are intended to: Resolve airport/community land-use compatibility issues around all airports in the regional system. Promote economic renewal and competitiveness of the region in the international market. The City is not within the influence area of any metro system airport; however it is within navigation. The Aviation Chapter of the Metropolitan Development Guide (MDG) includes policies on policies support the need to include both Federal and State safety standards, which must be a major consideration in the planning, design, maintenance and operation of air transportation facilities and services. The City will apply the following policy i Ensure its local codes and ordinances are consistent with state laws that regulate height of structures that may obstruct general airspace. The current statutory language is found within Minnesota State Statutes 360 and Aeronautics Rules and Regulations 8800.1200 Criteria for Determining Air Navigation Obstructions. Chapter 6, Transportation Page 78 Final Notify the State Commissioner of Transportation 30 days in advance of any proposal involving the construction or alteration that would exceed a height of 200 feet above ground level, or any construction or alteration of greater height than an imaginary surface extending upward and outward at a slope of 100:1 from the nearest point of the nearest runway of a public airport. The City has one heliport located at Unity Hospital, 500 Osborne Road. The landing pad is on the north side of the building. 6.3 Public Transit Facilities and Services 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. Fridley is within Market Area II. 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 provides 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). Agencies 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 has three types of services for Fridley residents, and is funded by the Metropolitan Council. Their City Bus program has one fixed route through Fridley, Rt. 801, which originates at the Brooklyn Center Transit Center and rd stops at University Avenue and 53 before continuing through Columbia Heights, New Brighton and culminating at Rosedale Transit in Roseville. It runs through Fridley only during rush hours in the a.m. and p.m. (Dial-a- Ride) Transit Link is a public dial-a-ride transportation that operates where regular fixed route transit is unavailable or distant. Transit Link eligible to anyone who is more than a ¼ to a ½ mile away from appropriate bus service (summer and winter distances vary). Those who use Transit Link are picked up at home and dropped to the nearest transit center which fulfills the direction of service needed. The third Anoka County Traveler program is Metro Mobility, a public dial-a-ride transportation for certified riders who are unable to use fixed-route transit due to a health condition or disability Both the Transit Link bus and the Metro Mobility bus are accessible buses. provides transit services based upon demand primarily through dial-a-ride services where the consumer calls in Chapter 6, Transportation Page 79 Final 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. Metro Transit Services Options for market Area II include regular-route locals, all-day express, small vehicle circulators, special needs paratransit (ADA, seniors), and ridesharing. Metro Transit provides bus service to Fridley through several routes and the use of Park and Ride lots. Figure 6.5 The following are the major bus service routes serving Fridley (see ): 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 10 runs continually throughout the day providing hourly transit services to downtown Minneapolis. 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 824 is a limited stop express route that runs on weekdays only from the Northtown Transit Station to downtown Minneapolis along University Avenue through Fridley at 30 minute intervals during rush hour. It services Unity Hospital in Fridley as one of its stops. Route 59829 follows TH 65 southbound in the morning peak period carrying commuters into downtown Minneapolis and returning during the evening peak period. Services are provided to the park and ride lot at St. Phillips Church north of Moore Lake. This route only runs during peak periods. Route 852 follows East River Road through Fridley serving Anoka County and downtown Minneapolis Monday-Saturday. This route primarily is a northbound route originating in downtown Minneapolis in the morning 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 hourly as an express route. Route 852 also operates on holidays and weekends. It only stops at major park-n-ride lots and does not stop in Fridley south of I-694. Route 854 has stops on University Ave. and goes tofollows University Avenue northbound from downtown Minneapolis and returns to Minneapolis via I-694 and I-94 express during a.m. and runs the same route in reverse order during p.m. peak periods. Primary users of Route 854 are commuters destined to Minneapolis Central Business District. Route 854 connects to Northtown Shopping Center and to destinations further north in Blaine and Coon Rapids. Figure 6.5 shows the Existing Transit Services and Facilities in Fridley. Existing park and ride lots are located at St. Phillips Church, TH 65 at West Moore Lake Drive, 20 parking spaces reserved by Metro st Transit.; and St. Williams Church, TH 47 at 61 Avenue NE, 20 parking spaces reserved by Metro Transit. Unauthorized hide and ride lots are located at some religious institutions or commercial shopping centers close to major bus lines. Other park and ride sites outside the city limits, but serving Fridley residents, are Foley Boulevard Park and Ride and Northtown Transit Hub. PTwo future park and ride sites are located on both the east and west sides proposed at the Fridley Northstar Station. The revised Transportation Policy Plan adopted by the Metropolitan Council in 2004 envisions significant improvements in the bus system. Improvements are to aid their goal to increase transit ridership 50 percent by 2020 and double it by 2030. Improvements could include new express bus routes, arterial corridor enhancements, suburb-to-suburb service, transit stations, park and ride lots, and other Chapter 6, Transportation Page 80 Final lanes on both sides of Highway 65 through Fridley like those which already exist on University Avenue. While the City of Fridley would welcome added bus service to the community, we see a more pressing need of enhancing the transit stops we have in place for existing service. Metro Transit provides bus shelters and benches along major bus routes such as TH 65, University Avenue and East River Road (See Figure 6.6 ). Many bus stops, however, lack a bench or a raised paved separation from traffic areas. Some bus stops require a rider to stand in the street or ditch while they wait for a bus. Other bus stops have no paved access leading to them, requiring riders to hike through highway ditches and snow banks to access the stop. Pedestrian proximity to traffic is problematic. Private Transit 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. Chapter 6, Transportation Page 81 Final Figure 6.5 Existing Transit Services and Facilities Source: Metro Transit. July 2007, Metro Transit. Note: 829 was changed to Route 59 by 2015. Chapter 6, Transportation Page 82 Final Figure 6.6 Existing Bus Stop Facilities Chapter 6, Transportation Page 83 Final 6.4 Transportation Bicycling, Recreational Trails, and Pedestrian Walkways Transportation Bicycling Bicycling and mass transit are both antidotes to the congestion and pollution caused by automobile use. However, for many travelers, neither form of transport alone can compete with the auto's combination of range, flexibility and convenience. However, if bikes and transit work as a team, they make a formidable alternative to the carjust as flexible and convenient; cheaper, more relaxing and often faster; and without the automobile's environmental damage. Bicycling and walking are some of the least expensive, most healthhealthiest y forms of transportation. we have today. Many people who take transit walk or bicycle to their transit stop. Yet, just like the rest of Americans, only about 9 percent of all of our trips in the Twin Cities metro area are completed by foot or bicycle. Ninety percent of trips by children today are made as a passenger in a car. This low level of walking and , and bicycling and orienteering skills, as reported by Transit for Livable Community (TLC) of Minnesota, among other sources of data. We could easily bicycle or walk more: half the trips we take are less than three miles, 40 percent are less than two miles, and 28 percent are less than one mileyet 75 percent of trips less than one mile are made by car. With the variability increase of gasoline prices, the need for fitness, and the climate changeglobal warming discussion, many are beginning to see bicycling as a viable means of transportation. Within the metropolitan area, support is growing for cyclists to have safer and faster routes. Almost all metropolitan buses have bike racks and several Minnesota cities are accessing federal funds for improving and expanding bikeways. Bicycle Transportation Definitions Bike Lane - A portion of a street reserved for use by bikes, usually separated from general purpose lanes by a stripe of paint and signage. St. stth between the NorthStar Commuter Rail stop at 61 Ave. and 57 Ave. near a major commercial node. Bike Path - Path segregated from motorized traffic for the use of bikes, sometimes shared with pedestrians. Bike Route - Any combination of signed Bike Paths, Bikeways, Bike Lanes, Greenways and other streets which provide cyclists with a preferredsuggested route alternative between destinations. Bikeway - A street specially treated to provide a bicycle-friendly environment. Overview of Transportation Bicycling in Fridley In Fridley, there are two main types of bicycling usage: Recreation and Transportation. The focus of this section is Transportation Bicycling. A typical transportation cyclist could be commuting and/or running errands. Transportation cyclists have two main concerns when choosing a route: safety and speed. These factors are used to evaluate any particular route's suitability to transportation cycling, whether it is a street, highway, or even dedicated bicycling path. Chapter 6, Transportation Page 84 Final Safety Cyclists are very concerned about their own personal safety -- in an accident involving an automobile and a bicycle, the cyclist is more likely to suffer greater harm. Cyclists may choose routes that are safer than other possible routes that are quicker to get to the same destination. They consider the volume of traffic, widths of shoulders, widths of driving lanes, and speed of traffic and whether or not there are special facilities on or near a roadway suited to bicycles. Travel Speed Travel by bicycle takes longer than driving a vehicle, as bicycle speed is usually limited to the strength of the rider. Terrain, roughness of pavement, directness of a bike route, weather and thea number of stops, also affect the trip speed. Fridley Active TransportationBicycling Plan s approach is not to make cars stop using roads, or diminish the importance of automobiles in our community, but is rather to acknowledge that cyclists and pedestrians also have needs for their transportation choice for access to schools, jobs and essential goods and services. The Active Transportationbicycling Pplan is consistent with the desire to make Fridley an accessible community for all; as well as, being consistent with Mn/DOT Bikeway Facility Design Manual. Federal and State Policies in the Mn/DOT Bikeway Facility Design Manual, Section 1-3, (March 2007), includinge the goal to "promote and increase cycling and walking as an energy-efficient, non-polluting and healthful transportation alternatives"Active Transportationcycling pPlan is to improve bike route suitability for transportation cyclists, identify gaps in key bike and pedestrian routes and increase signage dedicated to bicyclists and pedstrians and stress safety throughout. The goal is to aid movement throughout the city without an automobile, and provide safe crossing of east/west arterial routes for pedestrians and bicyclists. The plan may be found in its entirety on the City of Fridley website: http://www.ci.fridley.mn.us/other/fridley-s-active-transportation-plan .in creating a sustainable The plan itself was part of a State Health Improvement Program (SHIP) grant with the focus of building healthy communities through increasing the ability of residents to move about the city safely when on foot or on a bikein a non-auto transportation mode.community. Communities, anticipation of re-development inside transit corridors and an increasing amount of research about the value of increased exercise on community health all had a role in prompting the development of the Active Transportation Plan, too. The planning process included coordination with regional Planning, Metro Transit, Anoka County Transportation and the Fridley Schools Transportation Department. During development, the Active Transportation CommitteeFirst, the plan evaluateds the existing bike paths, lanes, and the road system for bicycling suitability. This will identifiedy and create an inventory of feasible cycling routes in the a city and began the process of prioritizingaddressgaps and shortfalls within the cycling transportation system. The best ways between schools, parks, shopping districts, and jobs were sought. Bike and Pedestrian counts at key intersections, in accordance with MnDOT procedures, were conducted to determine which crossing locations were most heavily used. This information along with statistical research from the U.S. Census about the locations of potential users of transit, bicycle and pedestrian facilities was inserted into a Bike/Walk Study (accepted by the Fridley City Council in 2011). The . Bike/Walk Study(See Figure 6.7 Suitability Rating for Transportation Biking) directly informed the Active Transportation Plan (approved by Council in 2012). Based on this plan, the City will progressively implement inventory, the city will take measures to design a safer and direct bikeway system for cycling commuters and recreational users.(as funding sources are identified), bike route re-alignments, gap Chapter 6, Transportation Page 85 Final removals in major bike and pedestrian routes, the creation of additional bike lanes and new bike route signage, which will be put in place. In some cases, road diets (lane reductions on streets) may be part of how this will be achieved, where ample roadways exist. The intent is not to simply designate routes as "bike routes" or even to concentrate on "bike routes", but rather to look at all reasonable cycling transportation routes, make improvements as needed and to create a cycling transportation map. That grid would consist of roads, streets and paths suitable for transportation bicycling. Individual cyclists could then create a route of their own from point A to point B accessing safe and fast cycle commutes. s have been designed with ample width, cCreating a transportation cycling system is not expected to require major construction, such as repaving or widening streets. Creating a bikeway system in Fridley will likely require some additional roadway striping, designated signage, road diets (in some locations) and awareness programs. One significant capital investment, increasing the safety of the crossing of Main Street over 694 for those on foot or on a bike, will be accomplished with funding obtained for a bicyle/pedestrian bridge slated for construction in 2016. needed, however, may be creating separate access over I-694. Presently there are several funding options available to Minnesota cities to create and improve safe bikeways. Map Legend for Suitability Rating for Transportation Biking Excellent Routes are rare to find. They represent the pinnacle of bicycle transportation for safety and speed. Very Good Routes are considered very safe and very fast. Good Route is deemed safe enough to be used by most transportation bicyclists. Usually Marginal route, but is perceived to be unsafe enough that most bicyclists will avoid it. Bad Route should be avoided by bicyclists if at all possible. It is judged to be unsafe for cycling of any sort. Figure 6.7 Suitability Rating for Transportation Biking Figure 6.7 The map in is provided as a tool for identifying and evaluating transportation cycling routes in the future. This information will be considered along with other factors such as physical geometry and roadway speed. Chapter 6, Transportation Page 86 Final Pedestrian and Bicycle Walkways and Recreational Trails Recreational trails and sidewalks serve multiple purposes depending upon the character of the community. In urban communities, bikeways and walkways (or trails and sidewalks) serve as a travel Chapter 6, Transportation Page 87 Final route for residents who do not rely on the automobile for travel. Paved pedestrian access routes are essential for the mobility of the handicapped. Sidewalks and trails are also a place for children to play. Since Fridley developed first as a suburban community, bikeways and walkways were frequently not included in development plans and are therefore almost non-existent in many neighborhoods, including those streets which are direct routes to schools or commercial centers. The group of those (above) who use sidewalks are, in most locations, by necessity, walking directly in the streets. Pedestrian travel is mixed with automobile travel throughout the City. Many of the streets are wide and little vehicular traffic, but not all. ut an emphasis on enabling City residents to get their recommended level of exercise while going about normal daily activities (going to school, shopping, visiting civic buildings, etc.) Since safety concerns often prohibit people from walking and biking, it is important for the City to correct barriers to safe, non-motorized transportation when feasible. The Active Transportation Plan provides a starting point for a new direction for greater inclusivity of people traveling throughout our community without a car. It provides clear direction for winter snow clearance for trails and bus stops, as soon as may be practicable, as illustrated in the maps below. Chapter 6, Transportation Page 88 Final In suburban communities, bikeways and walkways were frequently not included in development plans and are therefore almost non-existent in many neighborhoods. In many suburban residential neighborhoods, pedestrian travel is mixed with automobile travel on less busy and typically wider suburban neighborhood Chapter 6, Transportation Page 89 Final streets and children often play in driveways that are located in the front yards instead of on sidewalks. This latter description typifies trail and sidewalk development in Fridley. Recent bikeway and walkway development links neighborhoods to schools, parks, churches, the Community Center, City offices and the regional trail system. Today, recreational trails are most often used for bicycling, walking, running, roller-blading or recreational activities. Existing Sidewalks and Trails System Designations Fridleyxisting trails consist of two types: the designated bicycling route (which may or may not have shoulders) and the off-road multi-purpose trail (paved) designed for both bicycle and pedestrian traffic. The designated bicycling routes are most often found along collector and B Minor Arterial roadways such th as Main Street or 7 Street. Off-road street bicycling trails 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 Figure 6.8 River and the Rice Creek West Regional Trail Corridor. reflects the existing sidewalk and trail system in Fridley and recommended bike routes for the Active Transportation Plan of 2012. The first dedicated bike lane is installed along Main Street from the Northstar Rail location on the west side south th to 57 Ave. Chapter 6, Transportation Page 90 Final Figure 6.8 Active Transportation Map Chapter 6, Transportation Page 91 Final Sidewalks and Trails Chapter 6, Transportation Page 92 Final th In 2008, the City built is planning on building Avenue at a cost of approximately $1.15 million dollars. The trail will connects to the existing bike trail network along th Highway 47 and traverse westerly along the south side of 85 Avenue. The trail will terminate at the railroad tracks, which is also the Coon Rapids city limits. The length of the trail is 0.81 miles. th Figure 6.9 85 Avenue Trail (Fridley portion completed by 2015) The trail was constructedwill be mostly located on Springbrook Nature Center property and provides excellent. The project also calls for kiosks and trail connections to the interior Springbrook Nature Center trail system. The City has received funding through a Federal enhancements grant. Approximately $950,000 in Federal funds is available and the City will provide the required 20% local match. 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. The City frequently considers locations for trail additions. These locations are based on making logical connections between pedestrian/bicycling destinations such as schools, parks, commercial nodes or major employment centers to the city trail system and the regional trail systems thus providing alternatives to driving. The specifics of the trail (design, use, and signage for example) should be established at the neighborhood planning level. Additional information on recreational trails can be found in the Parks, Trails and Open Space section of this plan. Land Use and Transportation her 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. Chapter 6, Transportation Page 93 Final 6.5 Traffic Analysis Zones The Metropolitan Council provides communities with projections for Population, Household and Employment by Traffic Analysis Zones (TAZ). TAZs are geographic areas that help planners understand development impacts on the regional roadway by determining how many trips may be generated from a particular zone. Traffic volumes in Fridley are expected to have minimal changes. Traffic patterns will be impacted by changes in land use and redevelopment. It should be noted that the population and employment are projected to remain stable. population, household and Table 6.2Figure 6.10 employment projections by TAZ (see and ). Chapter 6, Transportation Page 94 Final Table 6.2 Traffic Analysis Tables TAZ Population TAZ Households 2000 2010 2020 2030 2000 2010 2020 2030 114 0 0 0 0 114 0 0 0 0 2115 6 6 6 6 2115 2 2 2 2 2116 43 42 42 43 2116 17 17 18 18 2117 843 829 826 845 2117 338 346 355 367 2118 1318 1296 1292 1321 2118 549 562 577 596 2119 486 478 476 487 2119 189 194 199 205 2120 326 321 319 327 2120 125 128 131 136 2121 1329 1307 1302 1332 2121 554 567 582 602 2122 44 43 43 44 2122 18 18 19 20 2123 23 23 23 23 2123 9 9 9 10 2124 19 19 19 19 2124 7 7 7 8 2125 0 0 0 0 2125 0 0 0 0 2126 529 521 518 530 2126 200 204 210 217 2127 1452 1428 1423 1455 2127 501 513 526 544 2128 798 785 782 800 2128 311 318 327 338 2129 168 165 165 168 2129 84 86 88 91 2130 574 565 563 575 2130 221 226 232 240 2131 650 639 637 651 2131 223 228 234 242 2132 246 242 241 246 2132 129 132 136 140 2133 684 673 670 685 2133 191 196 201 207 2134 0 0 0 0 2134 0 0 0 0 2135 0 0 0 0 2135 0 0 0 0 2136 135 133 132 135 2136 50 51 53 54 2137 75 74 74 75 2137 25 26 26 27 2138 0 0 0 0 2138 0 0 0 0 2139 502 494 492 503 2139 206 211 216 224 2140 536 527 525 537 2140 192 197 202 208 2141 752 740 737 753 2141 302 309 317 328 2142 842 828 825 844 2142 324 332 340 352 2143 1858 1828 1821 1862 2143 932 954 979 1012 2144 462 454 453 463 2144 174 178 183 189 2145 0 0 0 0 2145 0 0 0 0 2146 0 0 0 0 2146 0 0 0 0 2147 0 0 0 0 2147 0 0 0 0 2148 0 0 0 0 2148 0 0 0 0 2149 825 812 809 827 2149 338 346 355 367 2150 837 823 820 839 2150 350 358 368 380 2151 280 275 274 281 2151 115 118 121 125 2167 626 616 614 627 2167 346 354 364 376 2168 836 822 819 838 2168 343 351 360 372 2169 630 620 617 631 2169 253 259 266 275 2170 906 891 888 908 2170 368 377 387 400 2171 267 263 262 268 2171 110 113 116 119 2172 1123 1105 1101 1125 2172 454 465 477 493 2173 1403 1380 1375 1406 2173 756 774 794 821 2174 1429 1406 1400 1432 2174 516 528 542 560 2175 0 0 0 0 2175 0 0 0 0 2176 1605 1579 1573 1608 2176 739 757 776 802 2177 498 490 488 499 2177 215 220 226 233 2180 234 230 229 234 2180 98 100 103 106 2181 878 864 860 880 2181 301 308 316 327 2184 328 323 321 329 2184 136 139 143 148 2185 43 42 42 43 2185 17 17 18 18 TOTAL 27448 27000 26900 27500 TOTAL 11327 11600 11900 12300 Source: US Census Bureau, Metropolitan Council Chapter 6, Transportation Page 95 Final TAZ Total Employment TAZ Retail Employment 2004 2010 2020 2030 2000 2010 2020 2030 114 1632 1312 1392 1424 114 0 0 0 0 2115 1216 977 1037 1061 2115 0 0 0 0 2116 892 717 761 778 2116 209 168 178 182 2117 354 285 302 309 2117 34 27 29 30 2118 38 31 32 33 2118 3 2 3 3 2119 19 15 16 17 2119 0 0 0 0 2120 9 7 8 8 2120 0 0 0 0 2121 91 73 78 79 2121 5 4 4 4 2122 1102 886 940 962 2122 28 23 24 24 2123 496 399 423 433 2123 10 8 9 9 2124 0 0 0 0 2124 0 0 0 0 2125 545 438 465 476 2125 52 42 44 45 2126 1672 1344 1426 1459 2126 11 9 9 10 2127 234 188 200 204 2127 0 0 0 0 2128 326 262 278 284 2128 92 74 78 80 2129 655 526 559 572 2129 213 171 182 186 2130 32 26 27 28 2130 10 8 9 9 2131 31 25 26 27 2131 0 0 0 0 2132 5104 4102 4354 4454 2132 12 10 10 10 2133 4 3 3 3 2133 0 0 0 0 2134 1559 1253 1330 1360 2134 12 10 10 10 2135 133 107 113 116 2135 7 6 6 6 2136 156 125 133 136 2136 5 4 4 4 2137 66 53 56 58 2137 0 0 0 0 2138 837 673 714 730 2138 5 4 4 4 2139 164 132 140 143 2139 0 0 0 0 2140 33 27 28 29 2140 6 5 5 5 2141 205 165 175 179 2141 39 31 33 34 2142 26 21 22 23 2142 5 4 4 4 2143 153 123 131 134 2143 0 0 0 0 2144 137 110 117 120 2144 6 5 5 5 2145 1326 1066 1131 1157 2145 255 205 218 223 2146 162 130 138 141 2146 0 0 0 0 2147 84 68 72 73 2147 0 0 0 0 2148 5754 4625 4908 5021 2148 4864 3909 4149 4245 2149 876 704 747 764 2149 0 0 0 0 2150 113 91 96 99 2150 0 0 0 0 2151 245 197 209 214 2151 44 35 38 38 2167 505 406 431 441 2167 9 7 8 8 2168 64 51 55 56 2168 43 35 37 38 2169 446 358 380 389 2169 0 0 0 0 2170 91 73 78 79 2170 4 3 3 3 2171 431 346 368 376 2171 47 38 40 41 2172 194 156 165 169 2172 1 1 1 1 2173 36 29 31 31 2173 0 0 0 0 2174 94 76 80 82 2174 0 0 0 0 2175 1079 867 920 942 2175 40 32 34 35 2176 44 35 38 38 2176 1 1 1 1 2177 37 30 32 32 2177 11 9 9 10 2180 609 489 519 531 2180 185 149 158 161 2181 188 151 160 164 2181 126 101 107 110 2184 0 0 0 0 2184 0 0 0 0 2185 183 147 156 160 2185 0 0 0 0 TOTAL 30482 24500 26000 26600 TOTAL 6382 5130 5444 5569 Source: US Census Bureau, Metropolitan Council Chapter 6, Transportation Page 96 Final Figure 6.10 Traffic Analysis Zones Chapter 6, Transportation Page 97 Final 6.6 Trip Types and Impact Three general types of trips generate bicycle, single occupant vehicle, and mass transit traffic volumes in the community. Local trip or the internal to internal destination trip. These trips are 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 on the Fridley system. Regional trip with the internal-external trip. This trip can originate or end at a Fridley location. Trips typically include workday commuting or regional shopping trips and use a combination of local, sub-regional and Vehicles drive along Riverview Terrace, the County Bicycle Route regional roadways to complete the trips. follows it, and people walk and jog beside it. -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 MnDOT. Data concerning daily volumes along roadways in Fridley were obtained back to the year 1986. The most Table 6.3Figure 6.11 recent available data, consisting of 2005 volumes, is shown in and on . The 20 year historic trend of daily volumes on the arterial/collector roadways in Fridley has been Table 6.3Table 6.3 tabulated in . It can be concluded from the data in that north-south travel corridors have seen a minimal increase in traffic from 1986 to 2001. These increases measure about one percent. But in the last 5 years, it should also be pointed out that traffic has decreased approximately 1%. The data shows th due to the fact that TH 65 and TH 47 are both close to capacity especially during peak periods. The east west traffic volumes have also stabilized with minor variations. With the exception of roadways in the communities to the north of Fridley. This may cause the north-south corridors to grow at approximately one-half to one percent per year. Chapter 6, Transportation Page 98 Final Table 6.3: Traffic Volumes Trends (1986-2005) Daily Volumes 1 Annual % Roadway Segment 1986 1991 1993 1997 2001 2005 Change 1986-2005 I-694 @ Bridge 97,000 118,000 129,000 146,000 160,000 142,000 +2.4 East of TH 47 85,000 108,000 118,000 131,000 134,000 123,000 +2.4 TH 65 @Moore Lake 37,800 36,000 35,000 36,000 35,000 30,000 -1.1 North of Mississippi St 34,000 34,000 35,000 37,000 35,500 35,000 +0.2 South of Osborne Rd 32,000 32,000 36,000 37,000 35,500 35,000 +0.5 University Avenue (TH 47) South of Mississippi St 32,500 35,000 33,000 35,500 36,000 34,500 +0.3 South of 73 rd Avenue 35,500 34,800 35,000 38,000 37,000 34,000 -0.2 North of Osborne Road 32,000 33,000 35,000 37,000 38,000 34,500 +0.4 East River Road (CSAH 1) North of Osborne Road 22,700 16,500 16,700 17,700 19,500 18,600 -1.0 South of Osborne Road 26,300 18,500 18,000 18,000 20,000 18,700 -1.5 South of Mississippi Street 29,000 23,500 21,000 21,000 25,000 22,000 -1.3 Osborne Road West of University 12,800 11,500 11,000 11,000 11,600 11,500 -0.5 East of University 10,700 12,000 12,800 13,000 11,700 11,500 +0.9 East of TH 65 5,900 6,100 6,100 5,600 6,400 6,700 +0.7 73 rd Avenue East of University 7,700 10,000 10,000 11,000 5,300 4,750 -2.0 East of TH 65 5,900 6,700 7,100 8,000 7,600 9,000 +2.8 Mississippi Street West of University 9,400 9,700 9,000 9,000 8,300 7,800 -0.9 West of TH 65 6,500 9,600 5,700 6,300 6,900 6,000 -0.4 East of Central 4,400 4,600 4,400 4,800 4,700 4,600 +0.2 Central Avenue Northeast of TH 65 8,300 8,600 8,200 8,300 8,500 8,900 +0.4 Rice Creek Road East of Central 3,900 4,300 4,600 4,600 4,300 4,050 +0.2 Annual % 1991 1993 1997 2001 2005 Change 1991-2005 61 st Avenue East of 7 th Street NA 3,900 4,100 4,600 4,500 5,300 +1.9 West of 7 th Street NA 4,400 6,500 6,700 4,500 5,100 +0.8 Moore Lake Drive West of TH 65 NA 4,000 3,500 3,850 3,700 4,200 +0.3 East of TH 65 NA 8,400 9,000 11,000 10,100 9,600 +0.8 Matterhorn @I-694 NA 2,900 2,900 3,100 2,500 2,600 -0.5 North of Mississippi St. 7,900 8,400 7,400 8,800 9,000 8,600 +0.5 1 Daily traffic volumes from MnDOT Traffic Flow Maps Chapter 6, Transportation Page 99 Final Traffic volumes on the regional and local roadway system throughout the metropolitan region are expected to rise. Increased traffic volumes on the Fridley system will primarily be a result of urban growth in greater Anoka County, regional trips deviating from the highway system, and trips that are a result of future redevelopment. Table 6.4 projects future traffic volumes based on a trend analysis of the current roadway system. Table 6.4 2030 Traffic Volume Projections Existing Estimated Roadway Segment Daily Traffic Daily Traffic Volumes 2005 Volumes 2030 I-694 (between TH47 and TH 65) 128,000 163,000 TH 65 @Moore Lake 30,000 34,000 North of Mississippi St 35,000 46,100 South of Osborne Rd 35,000 46,100 University Avenue (TH 47) South of Mississippi St 34,500 44,100 South of 73 rd Avenue 34,000 38,000 North of Osborne Road 34,500 46,100 East River Road (CSAH 1) North of Osborne Road 18,600 23,000 South of Osborne Road 18,700 22,400 South of Mississippi Street 22,000 26,100 Osborne Road West of University 11,500 13,700 East of University 11,500 16,200 East of TH 65 6,700 8,900 73 rd Avenue East of University 12,000 13,700 East of TH 65 9,000 9,980 Mississippi Street West of University 7,800 14,300 West of TH 65 6,000 7,900 East of Central 4,600 6,000 61 st Avenue East of 7 th Street 5,300 5,750 West of 7 th Street 6,900 8,400 Moore Lake Drive West of TH 65 4,200 5,200 East of TH 65 9,600 13,700 Rice Creek Drive East of Central 4,200 7,100 Matterhorn @I-694 3,200 3,900 Central Avenue Northeast of TH 65 9,000 10,350 North of Mississippi St. 8,500 11,500 Chapter 6, Transportation Page 100 Final Figure 6.11 Existing and Projected Traffic Volumes2005 & 2030 Chapter 6, Transportation Page 101 Final 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. The Metropolitan Council, in their Transportation Policy Plan, December 2005, 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 Using 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 6.5 Daily Traffic Capacities for Level of Service D Operation Planning Capacity Roadway Type (LOS D) 6-Lane Freeway 95,000 to 110,000 4-Lane Freeway 65,0000 to 70,000 6-Lane Divided 55,000 to 61,000 4-Lane Divided 31,000 to 37,000 4-Lane Undivided 18,000 to 22,000 2-Lane Undivided 8,000 to 9,000 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 Figure 6.12 primary systems are shown on . Chapter 6, Transportation Page 102 Final Figure 6.12 Daily Volume/Daily Capacity Ratios for the Primary Systems Chapter 6, Transportation Page 103 Final The previous discussion concerned daily volume/daily capacity analysis. 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 regional and local rd 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. The City actively supports transit alternatives because they will help reduce the through traffic demand on highways like TH 65. Transit alternatives, however, cannot solve or eliminate the congestion on TH 65. The City supports legitimate public improvement projects that enhance operations and improve the safety of TH 65. 6.7 Maintenance The roadways in Fridley are maintained by MNDOT, Anoka County, or the City. The City Street Department maintains approximately 110 miles of city streets. Major maintenance activities include snowplowing, street sweeping, sealcoating, pavement marking, sign repair, and street light repairs. The City also rehabilitates selected streets using mill/overlay or full-depth reconstruction. Annual street condition ratings and field observations are used to identify streets in need of rehabilitation. The type of rehabilitation is determined through a feasibility study performed by the Engineering Department. By the end of 2008, the City will have completed reconstruction of all streets under their jurisdiction. 6.8 Opportunities for Improvement The City has a relatively good transportation system; however, some areas of the transportation system will become inadequate over the years as changes in consumers behavior occurs and as urban growth continues. This section summarizes the key transportation problems facing Fridley. TH 65 Capacity 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 Study 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/ Medtronic Parkway 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/Medtronic Parkway intersection, 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 The TH 47 corridor has 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, which cause concerns regarding noise and air pollution. Chapter 6, Transportation Page 104 Final East River Road Due to rush hour traffic congestion on Highways 47 and 65 and projected growth to the north and northwest of Fridley over the next 20 years, the other north/south connection to downtown Minneapolis through Fridley, East River Road, is projected to experience significant traffic increases in the future. In order to plan for roadway improvements that can maintain safety and improve multi-modal mobility along the East River Road corridor, the cities of Coon Rapids and Fridley partnered with Anoka County to study the future needs of this roadway. As a result of a two-year study from 2010-2012, the Fridley City East River Road (CSAH 1) Corridor Study Council adopted the on March 26, 2012. The Study presents existing conditions along the corridor and traffic forecasts for the planning horizon year of 2030. It documents the data and analysis used to develop and screen alternatives and recommends concepts for implementation that address identified safety and mobility needs. The Study does not anticipate reconstruction of the corridor to occur at one time. Rather, the identified concepts will be implemented over time as funding allows. 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 revealed 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, railroads and County boundaries) inter-suburban mobility in an east west fashion among Northern suburbs is limited. th Recently, the City has been discussing the possibility of extending 57 Avenue from Main Street westerly to East River Road. This crossing would likely be spurred by commercial development in the adjacent area and provide an alternative route to cross the railroad. Due to limited bridges over or under the BNSF railroad tracks and congestion levels on I-694, an additional emergency access over the railroad tracks is needed in the community. Pedestrian Crossings of Major Highways Over the years, several citizens have voiced concern about safely crossing TH 65 and TH 47. Overpass construction is an expensive undertaking, and the right sub-surface conditions need to exist for underpass construction. TH 65 and TH 47 are significant barriers for east-west pedestrian and bike traffic, and pose costly design challenges for creating a safe and continuous trail system. Two projects were completed in 1999 that provide vital links in the trail system. The Mississippi River Regional Trail was extended over Mississippi Street by Anoka County. The overpass provides safe passage for bicyclists and pedestrians for this north-south segment. This link is even more critical for connection to the proposed Northstar Commuter Rail station further to the south at st 61 Avenue. The second project Path created by pedestrians on Hwy. 65 was the Anoka County TH 65 Chapter 6, Transportation Page 105 Final underpass at Rice Creek. The Rice Creek Trail is a major east-west trail and the underpass provides safe, direct access to the system east of the community. st The Northstar Commuter Rail station will contain a tunnel below the railroad tracks at 61 Avenue, which will provide pedestrians and bicyclist another east/west connection. Despite much attention in this plan on Northstar, the need to create safer crossings over TH 65 and I-694 should not be ignored. While many believe a safe crossing at TH 65 and I-694 is not possible, the fact remains that people (some of them children) are often making that crossing as the photo here proves. As , it is even more important to create a means of safe and direct access across all areas of the City. Mass Transit Accessibility While Fridley is serviced by several Metro Transit bus routes, pedestrian connections to many bus stops Figure 6.6 are inadequate. An analysis of existing bus stops in Fridley, as shown in , demonstrates the need for improved safety at many bus stops and the lack of benches for our aging population. The analysis also revealed that many bus stops do not have paved paths leading to them. Some people using bus stops are parents using strollers or elderly people using rolling carts to carry purchases. Therefore, rolling accessibility to bus stops is critical for ease of use by many users besides the physically handicapped. Commuter Rail The Northstar Commuter Rail Authority has negotiated use of the BNSF rail line through Fridley as a commuter rail corridor, the Northstar Corridor. Establishment of this commuter rail service will help relieve some of the north-south rush hour congestion through Fridley. Once a station stop is established in Fridley, it will not only serve as another transit options for Fridley residents who work downtown Minneapolis, it will also serve as a great asset to Fridley businesses seeking mass transit options for their employees. Mass transit options help Fridley businesses meet employee parking demands, which are a problem in many areas of the City. Other Safety Improvements Fridley may have opportunity for other safety improvements, including on at-grade railroad crossings, upgrading signal operations and vehicle pre-emption, and signage. Projects such as railroad quiet zone improvements, and replacement of street signage at major intersections can provide improved roadway safety as a primary or secondary benefit. In addition, improvements should be made to consider an older driving population, and develop and implement feasible safety measures that are directed toward this Federal Highway demographic change, through the use of standards such as those developed in the Administration HIGHWAY DESIGN HANDBOOK FOR OLDER DRIVERS AND PEDESTRIANS (http://www.tfhrc.gov/humanfac/01103/coverfront.htm). 6.9 Future Transportation System Future System Transit plays a crucial role in making a region economically competitive. Transit makes living and working in for individuals who need help gaining access to employment. It also offers travel options for those who do not wish to bear the economic, social, and environmental effects of congestion. And, it supports more compact and mixed-use forms of development for individuals who want to live close to their jobs and the social and cultural opportunities a region affords. Although each function is important, a region earns its highest rate of return through its influence on urban form. By supporting a mix of uses and connecting ori natural assets, reduce the costs of regional growth, and establish appealing and livable neighborhoods. Chapter 6, Transportation Page 106 Final improving livability, dealing with population growth, and expanding economic opportunities for all. Future Needs Relative to transportation planning, the City of Fridley will focus its efforts in the following general areas: Maintain the existing local street system; Improve safety and traffic flow; Relieve local and regional traffic congestion; Enhance pedestrian movement; Connect existing trails and sidewalks; Promote transportation cycling; Assist with development of new transit services and facilities; Promote enhancements to existing transit facilities; and Facilitate east/west mobility within the City. 6.10 Goals and Objectives There were four primary goals and several underlying objectives that emerged from the 2007 neighborhood planning meetings. Transportation affects all four of the primary goals and the following objectives. Goal #1: Maintain Fridley as a desirable place to live Objectives 1. Maintain adequate roadway capacity; avoid increases in trip times 2. Provide recreational opportunities for all ages 3. Create a walkable downtown area 4. Make Fridley a place where the aged can stay 5. Goal #2: Maintain Fridley as a desirable place to invest in business Objectives 1. Provide more public transportation/reduce congestion/support Northstar Rail Station in Fridley 2. Maintain and improve transportation network for commercial/industrial users; provide access to commercial/industrial properties while maintaining roadway capacities Goal #3: Keep Fridley a safe community for all to enjoy Objectives 1. Improve traffic safety at certain intersections in City 2. Provide more East/West vehicular and pedestrian connections in City across railroad tracks 3. Provide more bike/walk paths and secure funding to keep them maintained in winter 4. Improve and maintain City streets, including addressing lighting and litter problems Chapter 6, Transportation Page 107 Final Objectives 1. Control air and noise pollution at levels acceptable to adjoining land uses 6.11 Conclusions and Action Steps 1.Anoka County reports that neither they nor MnDOT have any plans to expand or conduct major changes to roadways in Fridley in the next 20 years. There are some highway improvements scheduled for Highway 65 north of Fridley with the intent of directing traffic to Highway 10. Yet, Highway 65 and Highway 47 (University Avenue) in Fridley are operating at capacity during rush hour. Metropolitan Area traffic data demonstrates that there is a great deal of commuting through traffic on Highway 65 and 47. There are currently several Hide and Ride sites in Fridley that will disappear when anticipated future redevelopment of certain commercial sites along these highways occurs. The natural development of these parking locations that s highways demonstrates a clear need for this service. In order to maintain Fridley as a desirable place to live and do business, the City highways need to be functional. One way to alleviate traffic congestion is to support mass transit. Traffic would be less congested in Fridley if we could get more Action Step: City staff needs to meet with the Metropolitan Council transit facility staff to discuss park and ride locations in Fridley that focus on relieving rush hour congestion. 2.It will continue to be difficult for Fridley to attract quality redevelopment projects until the appearance of State and County right of ways is improved. The City has long been battling for improved maintenance of road right of ways on roads that are outside jurisdiction. For several years, the City has been mowing the right of way along University Avenue, a State highway, without compensation from the State, for example. The City cannot afford to maintain other - owned streets. Action Step: The City of Fridley needs to discontinue maintenance of County and State roadways without compensation. The City needs to reach maintenance agreements with MnDOT and Anoka County. If the City is unsuccessful in reaching such agreements, the City should consider treating the lack of maintenance as a code violation either abating the violation after routine notification or citing the responsible jurisdiction for litter and tall grass code violations as we do with other property owners in the City. In addition, the City needs to make its concerns known regarding the negative effects of minimum maintenance. For example, the condition of the stop light pole in the picture above is aesthetically unpleasing. The growth of weeds in the median and severe ongoing litter problems negatively impact property values in Fridley. 3.Emergency personnel have expressed a need for another east-west route through Fridley in order to be able to respond to emergencies. During rush hour, it is difficult to use I-694 due to traffic jams. The th only other options over the railroad tracks are 44 Avenue, at the southern tip of the City, and Mississippi Street. During rain storm events, Mississippi Street is not a reliable alternative, because it floods. The best alternative staff has been able to find is creating a bridge over the BNSF railroad th tracks at 57 Avenue. The City hired an engineering consultant to study and design this transportation raffic design. The replatting of the vacant parcel of land at I-694 and East River Road gives the City the opportunity to require dedicated easement for purposes of creating this transportation connection, which is not only th vital to public safety, but will also further economic development in the 57 Avenue retail area. Chapter 6, Transportation Page 108 Final Figure 6.13 City View Corridor Master Plan Laurel Tracy © 2007 Creating a bridge over the BNSF railroad tracks would strengthen the longstanding need to connect th Medtronic Parkway as a continuous roadway from 7 Street west to University. Once fully developed, this site will house the largest employee base of any site in the City. Economically, it th would greatly increase the value of the 57 Avenue retail area if this site were connected by a th walkable/bikeable parkway. In addition, a bridge at 57 Avenue would provide additional east/west apartments) to the Northstar Commuter Rail Station. Action Step: The City should require dedication of necessary easements on any associated plats that th interest in connecting 57 Avenue to East River Road to representatives of associated retail property owners as an effort to begin site redesign plans for their retail site. As other redevelopment proposals Chapter 6, Transportation Page 109 Final th in the 57 Avenue area materialize, staff needs to work closely with the developer early in the process to ensure attention to pedestrian and bicycle access in this area. 4.The City View plan would develop increased bicycle and pedestrian access to the existing th retail area on 57 Avenue near University Avenue. Plans for on-street bike lanes and sidewalks for pedestrians to the east of the existing retail area provides much needed connections to the bus stops at this intersection. Creating this area as a walkable downtown, however, is expected to require modifications th to the 57 Avenue and University Avenue intersection for increased pedestrian safety. Laurel Tracy © 2007 Action Step: The City needs to conduct a th multi-modal traffic impact study of the 57/University Avenue intersection in order to determine the impacts of the City View plan on the intersection and what appropriate safety modifications are needed to protect pedestrians and cyclists. th In addition, the City needs to evaluate the traffic impacts of the proposed 57 Avenue connection to thth the intersections on 57 Avenue at Main Street and 7 Street. 5.The City of Fridley owes its success in commercial and industrial development to the rail and highway system through the community. The City needs to preserve these existing transportation systems to support commerce. One way the City can reduce vehicular trips on our roadways is to promote public transit (bus and commuter rail) use and commuter cycling. The manner in which many of nly accommodate automobile traffic, however, creates serious challenges to providing safe and efficient Litter at bus stop on University Avenue transportation cycling routes and pedestrian access to mass transit stops in the community. Staff believes that increased use of bus ridership is dependent upon infrastructure and maintenance area leading to or surrounding the bus stop. There is no program for litter clean up at bus stops, leaving those which have not been adopted by a neighboring property owner chronically looking unsightly. There are many bus stop locations in People wait in snow bank for bus on University Avenue Fridley where a user needs to stand in the drive area of the street or in the street shoulder in high speed areas with no elevated separation for the user to stand upon. Action Step: The City will initiate a discussion with Metropolitan Council, Anoka County, and MnDOT about pedestrian and cycling route accesses to Commuter Rail an Chapter 6, Transportation Page 110 Final intent will be to improve the accessibility and safety of the bus stop sites notated with red symbols on Figure 6.6 major highways on by pursuing appropriate funding for feasible improvements. Action Step: e route system was designed for recreational biking. Transportation bicycling is very different in that cyclist commuting to work desire the shortest, quickest route possible to their destination. Existing bike routes in the City instead focus on taking bikers past scenic views, which are often hilly and on winding pathways. The City needs to develop a separate transportation bike route map, which could assist cyclists in maneuvering through the City in the safest manner possible. The City may chose to change existing designated bike routes to accommodate this new trend. The City may also consider creation of painted bike lanes to create a safe transportation cyclist route through the community. The City should also consider applying for State/Federal funds for a separated pedestrian/bike bridge over I-694 at Matterhorn Drive and at Main over I-694 at Matterhorn Drive and Main Street. 6.There is a strong national initiative to provide safer walking and biking access to school as an effort to not only address traffic concerns but to reduce childhood obesity. There are limited sidewalks or trails within a one-mile radius of schools in Fridley, which is the distance where children are not provided bus transportation. Action Step: districts to pursue Federal, State, or Regional grant funds to allow for the expansion of trails, bike lanes, or sidewalks near schools. In addition, the City will initiate a discussion with the school districts and Anoka County to analyze the that other communities throughout the metropolitan area have in place. 7. There was concern raised at the neighborhood planning meetings about the danger rd of the intersection of 53 Avenue and University Avenue. This danger is a result of the short distance for drivers exiting eastbound I-694 at University to go southbound on University and immediately needing to cross traffic to make a left rd turn at 53. Action Step: The City needs to work with MnDOT to consider revisions to the eastbound University Avenue freeway exit. City staff believes a solution is to eliminate the bypass right turn lane that currently exists on the eastbound University exit. The exit could be redesigned with a third lane added to the northbound lanes for a right turn lane that is regulated at the existing stop light. This will result in a need to reposition the stop lights also, but it would allow for a rd longer distance for drivers to merge into the east turn lane at the 53 Avenue intersection. 8.The creation of the Northstar Commuter Rail Station is going to significantly change traffic flow at stst 61 and University Avenue and at East River Road and 61 Way. MTC Buses will be routing off of the main highway into and out of these park and ride sites. In addition, these intersections are expected to see a significant increase in pedestrian and bicycle traffic from people traveling to the station site or using the tunnel to get across the railroad track. In response to this concern, MnDOT analyzed the traffic accident data for this intersection. Current accident history does not warrant a change to the exit according to MnDOT criteria. Chapter 6, Transportation Page 111 Final Action Step: A multi-modal traffic impact study of the 61st/University Avenue intersection and the st East River Road/61 Way intersection should be completed and again when the traffic signals are scheduled for replacement. The study should review possible impacts the Northstar Commuter Rail Station Site will have on these intersections and what appropriate modifications are needed to maintain automobile traffic flow and at the same time provide safe pedestrians and cyclist crossing. 9.There are many areas of the City of Fridley which are inadequately served by sidewalks or trails. In addition, folks who use cycling as a major source of transportation have pointed out that the City lacks good cycling routes consistently through the City. Since there are infrastructure maintenance and environmental advantages to getting folks using bikes or walking instead of cars for transportation, the City needs to seek ways to economically provide walking and biking access across the city. Action Step: Besides multi-modal studies of certain intersections stated previously, an analysis of all bike/pedestrian connection needs in the City should be completed. This study should rank needs, giving priority for providing safe routes to schools, public facilities, and mass transit. The ranking of need could then be compared to the feasibility of a particular solution, the cost to implement the solution, and the availability of funding to correct the problem. In addition, new future problem areas could be avoided if the City ensures that plans for any future road reconstruction projects are reviewed with pedestrians in mind in addition to vehicles to ensure that the proposed plans do not worsen pedestrian or cycling safety at an intersection. 10.Another traffic safety concern in Fridley is the need for additional vehicular lanes and a pedestrian/bike trail on Highway 65 across Moore Lake. The City has completed engineered drawings for this lane expansion, however, until MnDOT budgets for the highway expansion, construction of this project is not feasible. Action Step : The City needs to continue to support State funding of theHighway 65 Causeway expansion overMoore Lake. 11.In general, the City of Fridley needs to work with agencies to maintain current and future capacity and safety of its roadways for the benefit of businesses, residents, and commuters. Action Step : The City will work with MNDOT and Anoka County to establish and maintain access control to maintain capacity of its roadways. This includes review and incorporation of access spacing guidelines into development and zoning ordinances. Moore Lake Causeway Action Step : The City will assist in developing plans with the Metropolitan Council, MNDOT, and Anoka County to establish future right-of-way needs for transportation and coordinate with these agencies to secure and preserve future right-of-way needs. Chapter 6, Transportation Page 112 Final Action Step : The City will work with the Metropolitan Council, MNDOT, and Anoka County to fund safety improvements and upgrades where such work is feasible. Consideration should be given to older drivers in design and implementation. 6.12 Summary Transportation planning for the future of Fridley and the region in general is critical to maintaining the vision by linking neighborhoods in a creative, safe, convenient and attractive manner. While the projected growth in the region will likely bring improve the safety of major roadway intersections and increase the use of public transportation. Fridley manage, preserve, and maintain the existing roadway network and expand the mobility alternatives available to the community.