Loading...
V.1. Move to Accept the Southwest Corridor Investment Framework, CR2015-005December 30, 2014 H° P K I N S Council Report 2015-005 SOUTHWEST CORRIDOR INVESTMENT FRAMEWORK Proposed Action Staff recommends adoption of the following motion: _Move to accept the Southwest Corridor Investment Framework. With this motion the Investment Framework will be acknowledged as a planning document that will inform investments in the Blake, Downtown Hopkins and Shady Oak LRT Station areas. Overview Hennepin County Community Works coordinated Southwest LRT corridor station area planning through a grant from the HUD Sustainable Communities program. Through this work, Transitional Station Area Action Plans were completed for Hopkin's three stations (Blake, Downtown Hopkins and Shady Oak) in December 2013. These action plans were developed for each of the 17 stations along the proposed SWLRT line, and together formed the Southwest Corridor Investment Framework. Each plan identifies investments that are needed in the near term to enhance existing businesses, support mixed income housing opportunities and encourage new development. Over the long term the plans will help create unique, transit oriented stations along the entire corridor. The document was presented to the City Council on June 14, 2014. Based on the discussion with the City Council, there has been one change made to the plans — the removal of a future controlled intersection at Tyler Avenue and Excelsior Boulevard. Primary Issues to Consider By accepting the document, the City is not bound to implement the various elements of the station area plans but will use the recommendations as guidance for seeking funds. Supporting Information • Blake, Downtown Hopkins and Shady Oak Station plans • The entire document can be viewed at http://www.swlrtcommunityworks.oLq beyond-rails/planning- information/investment-framework. J, 111� Director 46f Planning & Development Financial Impact: $ 0 Budgeted- YIN Source: Related Documents (CIP, ERP, etc.): E _ _ �,:.. - -.:. rte. �• �. i - In - 3 r� 1 I u \ / I 0---0 _0 SOUTHWEST CORRIDOR INVESTMENT FRAMEWORK TRANSITIONAL STATION AREA ACTION 'FLAN FH-FK KA is 1 Hoisington ItioelerGrous frac- 3 ? v www.swlrtcommunityworks.org 'T ° sat lt-A K F STAT I C _ _ �,:.. - -.:. rte. �• �. i - In - 3 r� 1 I u \ / I 0---0 _0 SOUTHWEST CORRIDOR INVESTMENT FRAMEWORK TRANSITIONAL STATION AREA ACTION 'FLAN FH-FK KA is 1 Hoisington ItioelerGrous frac- 3 ? v www.swlrtcommunityworks.org 'T ° sat ABOUT THIS CHAPTER: The Transitional Station Area Action Plans are the product of a Hennepin County led effort to help communities along the Southwest LRT corridor prepare for SW LRT's opening day in 2418 and beyond. An individualized plan has been created for each of the 17 stations in the Southwest corridor, each plan compric ng a chapter in the larger ,hwest Corridor Investment ,•-1-work. The station area action plans suggest ways to build on local assets, enhance mobility, identify infrastructure needs, and capitalize on promising opportunities for development and redevelopment near each station. Plan Components: INTRODUCTION 10-2 A brief overview of the stataon location and its surroundings WHERE ARE WE TODAY? 10-4 A description of existing conditions in the station area, including: >) Land Use >y Transit Connections » Access + Circulation Issues (Bike, Ped, and Auto) >a Infrastructure Needs WHERE ARE WE GOING? 10-8 This section presents a number of recommendations for the station area in anticipation of opening day needs and the long-term TOD environment. This includes: » Access + Circuiation Plan Station Area Site Plan » lnfrastructure Plan » Development Potential » Summary of Key Initiatives Introduction a sd a� d L92 9�JT rZ tis fmy Fly. °° !°Gfr� O` 400 y'91�e• 4c 4t 1k, % o-0 y° s % �r ygak ys O,q F��yA 00ZO F b q SFr! �F�lmr�P BLAKE STATION WITHIN THE CORRIDOR: An important employment center with a growing mix of uses providing access to key destinations and residential neighborhoods along the Blake Road corridor. EMPLOYMENT The Blake station a significant Employment station (see Place Types discussion beginning on p. 1-19). Businesses in the area are located primarily along the rail corridor and oriented towards a network of local streets, The largest employment cluster within the station area is the Cargill corporate offices located to the west of the station along 2nd Street, The offices are home to several thousand employees and have the potential to be a significant generator of transit ridership. NEIGHBORHOODS In addition to employment, the area contains a sizable residential component. While these residential neighborhoods are proximate to the station, they are not walkable, transit -supportive places. In some cases, neighborhoods lack pedestrian facilities and safe crossings, orient away from the station, or are set back from the street, creating an inhospitable environment for pedestrians. The property owned by the Minnehaha Creek Watershed District to the northeast of the station is a significant redevelopment site that will provide added residential units as well as some commercial space. EDUCATIONThe station will be the primary point of access for students traveling to and from The Blake School's Hopkins campus. Located south of the station along Blake Avenue, the campus is home to Blake's lower and middle schools students, as well as athletic facilities for all three of the school's campuses, making it a regional destination for all Blake students. TRAIL CONNECTIONS The Cedar Lake LRT Regional Trail and Minnehaha Creek Greenway, popular biking and walking trails that connect downtown Minneapolis to the western suburbs, pass through the station area. OTHER DESTINATIONS Minnehaha Creek and Cottageville Park are local park and open space destinations. A half -mile north of the station is Knodwood Mall, a regional shopping center that may attract visitors transferring from the station to local buses. 10-2 MA II `iFA P 0 L I ST, LORIS 1'A -i HOPI(IN5 P< ?E T NKE EA I FIGURE 10-1. BLAKE STATION AREA - LOCATOR MAPS .� HMIGH _ f i�J 5 r m 1 l r r 4", E,� �, STATION ,•` ay EXCELS1011BEV AMENITIES+DESTINATIONS Mf THE BLAKE SCHOOL. -' M COTTAGEVUCE PARK SORUCE RD M3 CARGILL OFFICE CAMPUS - EXCELSIOR CROSSINGS ❑Q COLD STORAGE SITE (OWNED BY MCWDJ ®_ 43 HOOPS BASKETBALL ACADEMY © OAKES PARK I ® NON-PROFITINSTITUTION F -I PARKS&OPENSPACE PROPOSfOSOUTHWESTLRTUNE EDUCARONINSTITUTION RETAIL/ENTERTAINM£NTOESTINATION EXISTINGAXE LINE )� PLACE OF WORSHIP - MINN£NAHA CREEK 10 -MINUTE WALWED O 1/7 MILE STATION RADIUS NUTS, 20 Minute walkshed opproxtmates the area a{rf's_ .; !O minute Lvolk from the stotion lrlotform using only the existing s dexalkjtrall net,vork. Se. Glcssary for I, uik5hed assunnptions and methodology BLAKE STATION AREA TODAY., Station Location The Blake station is located along Blake Road, just north of Excelsior Boulevard. The mix of land uses nearby includes retail/commercial, light industrial, office, residential, institutional, parks and open spaces. Local destinations in the station area include The Blake School, Excelsior Crossings office campus (Cargill), retail businesses along Excelsior Boulevard, Minnehaha Creek, and Cottageville Park. The Blake station is anticipated to serve these destinations as well as the residents in the Parkside, Presidents North and South, Minnehaha Oaks, Cottageville, and Interlachen neighborhoods, including many nearby apartment buildings. The City has identified several potential development sites in the area, including a Hennepin County -owned property northwest of the station which houses 43 Hoops, a basketball training facility; and the existing Cold Storage site northeast of the station, recently purchased by the Minnehaha Creek Watershed District. The City has also long -identified the potential for redevelopment along Excelsior Boulevard, near Blake Road, Existing high intensity office r, _ 4.3 Hoops/County-owned development Site rxisnnn Ipw-inter. 1 I 4 s Ilk �. ail and trail Corridor Blake Road 10-3 The following section describes the station area's EXISTING CONDITIONS, including the local context, land uses, transit and transportation systems, pedestrian and bicycle facilities, assets, destinations, and barriers to accessing the station. This analysis of current conditions presents key issues and opportunities in the station area and informs the recommendations for future station area improvements. !VOTE: Existing conditions maps are based on data provided by Hennepin County and local municipalities. The data used to create each map is collected to varying degrees of accuracy and represents inf rostructure and conditions at varying points in time. Actual conditions may vary slightiy from what is shown. Land Use The mix of land uses in the Blake station area includes industrial, light industrial, office, retail/commercial, institutional, and a variety of housing types and densities (single-family detached, single-family attached, and multi -family), including affordable housing options. Primary land uses anticipated to generate transit ridership at the Blake station are the employment uses and the proximity of high-density residential neighborhoods. The Blake station has the highest numbers of households located near a station within the Southwest LRT Corridor. FIGURE 10-2. EXISTING LAND USE "SINGLE FAMILY DETACHED SINGLE FAMILYATTACHEO © MULTIFAMILY ® MIXED USE RESIDENTIAL K71N5TITUTIONAL LAKE ST NE/ itz " yxOStNE ; 8LAtfPe �iSTAT 10 N f z - a EXCELSIORBLV6l SPRUCE RD 10-4 1-0111l:S a HOPKINS • h; ' ' 1,1 : • EJEIJ PRAIRIE —pROPDSEO SOUTHWEST LRTUNE Q RETAit&OTHER COMM. =fNSTITUTMNAL _ D OFFICE EM PARKS & PRESERVES « " EXISTING RAIL LINE MIXED USE INDUSTRIAL RAILWAY 10-M1NUTE WALKSHFO �MIXED USE COMM, &OTHER UNDEVELOPED O 1/2 MILE STATION RADIUS © INDUSTRIAL & UTILITY MINNEHAHA CRFEK Data Source: Metropolitan Council 10-4 1-0111l:S a HOPKINS • h; ' ' 1,1 : • EJEIJ PRAIRIE FIGURE 10-3. EXISTING ROADWAY NETWORK �w A J I z L.e1fE STNE,' ,. A 1�nsBLAK•E,e STATff 0 N ! A A I ..-EXCELSIDI9LVa� SPRUCE PD INTERSTATE CSAH/COUNTYROAD •= PROPOSED SOUTHWEST LRT LINE U.S. HIGHWAY LOCAL/CITY STREET +mak EXISTING RAIL LINE STATE HIGHWAY - MINNEHAHA CREEK [_ ; 10-MINUTE WALKSHED RAMP O V2 MILE STATION RADIUS Data Source: Hennepin County FIGURE 10-4, EXISTING TRANSIT ' LkKE Si ilEy � , I I R4GIAWIi' -' i w _ BLAKE-po STATIO N A o , z -EXCELSIOx BLVD -'� ,a ai _ = EkSTLNG BUS LINE A EXISTINGBUSSTOP MINNEHAHA CREEK SPRUCE RD G; T W •= PROPOSED 5D0T1IWESTLRTUNE .wn»» EXISTING RAIL LINE `—v; 10 -MINUTE WALKSHED Q 1{2 MILE STATION RADIUS Roadway Network The roadway network in the Blake station area is inconsistent. In the area immediately adjacent to the station, (commercial and employment areas), the roadway network is limited and the area is characterized by large block sizes. Further from the station, in the residential areas, the roadway network is more fine-grained and gridded. Blake Road is an important north -south route through the area and runs adjacent to the proposed station platform. The pedestrian and bicycle environment on Blake Road is poor today, The City of Hopkins has completed a small area plan for the area which recommends Blake Road streetscape improvements that would enhance pedestrian and bicycle facilities along the street. Excelsior Boulevard is an important east -west commercial corridor in the City of Hopkins and located one block south of the proposed station. Highways 7 and 169 are located just outside the station area but will influence traffic in the station area, particularly at peak travel times. Transit The Blake station area is currently served by several local and express bus routes, with stops located on Excelsior Boulevard at Blake Road, on 2nd Street, and on Blake Road, north of the proposed station platform. Route #615, a local route, runs along 2nd Street, turning north at Tyler Avenue. Route #668, an express route, runs along 2nd Avenue, turning north at Blake Road. Routes 412 and #664 run along Excelsior Boulevard, eventually delivering transit riders to downtown Minneapolis. Route #664 is an express route, turning north at Highway 100. 10-5 Sidewalk, Trails and Bikeways The ex+sting sidewalk system in the Blake station area is limited and inconsistent, with many gaps existing in key areas where riders are expected to originate from —the residential neighborhoods and employments centers. The Cedar Lake LRT Regional Trail runs alongside the LRT and freight lines. The Cedar Lake LRT Regional Trail will connect and interface with Minnehaha Creek Greenway. This trait will connect with and interface with transit riders at the Bfake station. Blake Road has been identified for streetseape improvements with the goal of making Blake Road a Complete Street, with accommodations for pedestrians and bicyclists. Sanitary Sewer Sanitary sewer Inf-structure consists of a collection of qr, ty flow sewer mains, lift stations, and pressurized forcemains that transport sewage to a wastewater treatment plant (WWTP). An efficient collection system has the capacity to accommodate all of the existing land uses within its particular sewershed. Beyond capacity, the material and age of pipes within a system can also impact a system's effectiveness. Sanitary sewer infrastructure within the project area is typically maintained by either by the City of Hopkins or by the Metropolitan Council Environmental Services (MCES) Division. MCES maintains a series of interceptor trunk sewers which collect sewage at key locations and convey sewage across community boundaries to regional WWTPs. Wastewater from the station area is treated by the MCES Metro WWTP located in St. Paul. FIGURE 10-5. EXISTING SIDEWALKS, TRAILS, AND BIKEWAYS r z / ' LAKE ST 'JE," m i , 1�oGSt1E'. =^F BLAKE,- ST4TION l b � t z E%CELSEpR BLu➢d�� e"• F EXISTING REGIONAL TRAILS �-- EXISTING LOCAL TRAILS (BIKE ROUTES) PLANNED TRAILS — EXISTING SIDEWALKS MINNEHAHA CREEK FIGURE 10-6. EXISTING SANITARY SEWER —'—` SERV7CE6Jxcaoacps5 LOCALsaai.NtN • TRUNK-iojNcxoRGararrR FORCE MAIN • LIFTSTATION INTERCEPTOR SPRUCE RD i-= PROPOSED SOUTHWFSTLR7CINE �* EXISTING RAIL LINE 10-MLNUTE WALKSHED O 1/2 MILE STATION RADIUS i .. ME SME --� �.- �� s m i r 1 � ,IXpSSµF BLAKEs0 STATION .' EXCELSIOR sLGli� - SPRUCE AD Y G� MINNEHAHA CREEK •= PROPOSED SOUTHWEST LRTUNE Np•+•++ EXISTING RAIL LINE 10-MINUTEWALKSHED �O V2MhFSTATI0NRADIUS 10-6 S iViJ'i HC}Pi<IfJS tJ PaAl?iE FIGURE 10-7. EXISTING WATER MAIN Nwpwar' ' o - lAl(E'ST HEr Nom. BLAK�.� STATION 43 , i y EXCELSIOR BLY01, SPRUCE RD SERVICE - vmcHuoALEss •= PADPOSEOSOUTHWEST ofjiNE `---'^ LOCAL a�oireexaiarttEree "µ^+ EXISTING RAIL LINE TRUNK -.12 ll ,.HP1AM(TER 10 -MINUTEWAiRSRED + WATER TOWER `0 L/2 MILE STATION RADIUS - MINNEHAHA CREEK THIS SPACE INTENTIONALLY LEFT BLANK Water Main Water main distribution systems serve to supply potable water to individual properties and to support fire suppression throughout the community. A well- designed system can maintain adequate pressure to support demand of individual properties and provide high flow rates to fire hydrants/fire suppression systems in emergency situations. Because of the complexity of water distribution networks and the importance of pressure, flow, and water quality, City water system models are used to evaluate a system's adequacy. The material and age of the system's water mains can also be factors in system breaks, leaks, and pressure and flaw degradations. Water pressure and flow rates can be influenced by: the size of water main serving an area, proximity and elevation relative to a water tower, proximity to a trunk water main with high flow capacity, if the main creates a loop, the demand of adjacent land uses, and the condition of the main. 10-7 The plans and diagrams on the following pages illustrate a range of recommendations for infrastructure improvements, station amenities, and potential redevelopment opportunities within the station area, The ACCESS AND CIRCULATION PLAN shown in Fig_. J - provides a high level view of haw future transit, automobile, bike, and pedestrian systems will connect to the sta�r area and its surroundings. Figure 10-9 illustrates the STATION AREA IMPROVEMENTS that will facilitate access to and from the station and catalyze redevelopment in the station area. This includes opening day and long -tern? station area improvements Figure 10-10 focuses on OPENING DAY STATION AREA IMPROVEMENTS only. These recommendations represent the improvements necessary to enhance the efficient function of the transit station, roadways, pedestrian and bicycle connections, and transit connections on opening day in 2018. Station Area Improvements The discussion below outlines a range of future station area improvements. While some of the identified improvements may be constructed as part of the LRT project itself, other improvements must be funded, designed and constructed by other entities and will require cocrcrnation between the City, County, and Metro Transit as well as local stakeholder and community groups. ROADWAYS Opening Day Improvements: » Build phase one of a new east -west road that would run along the south edge of the LRT line and connect Blake Road to Pierce Avenue. This read will provide access to the parking ramp and frontage onto the LRT station for future development sites. » Provide new signalized intersections at Excelsior Boulevard and Pierce Avenue to improve pedestrian connections across Excelsior Boulevard and resolve traffic movements into and out of the proposed park and ride facility. Long -Term Improvements: » Promote the extension of Tyler Avenue to the north and connect with the new road running along the LRT line. PEDESTRIAN CONNECTIONS Opening Day Improvements: » Focus sidewalk and streetscape enhancements along Blake Road, Excelsior Boulevard, 2nd Street, and a new road that would run along the south side of the LRT line. » Blake Road streetscape improvement should include Complete Street design concepts with pedestrian -friendly design elements such as sidewalks, planted boulevards, bike lanes, pedestrian lighting, and streetscape furnishings. » Provide safe and convenient pedestrian connections to the Cedar Lake LRT Regional Trail, and safe pedestrian crossings of Blake Road. » Reconstruct Cedar Lake LRT Regional Trail under Blake Road (Betterment) » Improve pedestrian crossings along Blake Road at Excelsior Boulevard and 2nd Street. Add new pedestrian crossings and a traffic signal at Excelsior Boulevard and Pierce Avenue. >} Enhance pedestrian connections by completing sidewalk and trail systems to adjacent neighborhoods to the north of 2nd Street and south of Excelsior Boulevard, across the 43 Hoops site. » Provide lighting along the regional trail from the station platform to the Cargill corporate campus. Long -Term Improvements: » Enhance the streetscape on extended Tyler Avenue. TRANSIT CONNECTIONS Opening Day Improvements: 9k Prcv,de new bus facilities near station platform for connecting bus routes. » Enhance connections to other bus stops in the area — Excelsior Boulevard, Blake Road, and 2nd Avenue. BIKE CONNECTIONS Opening Day Improvements: » Provide on -street bike lanes on Blake Road to better connect the station to nearby neighborhoods, businesses, amenities, and destinations to the north and south of the station. n Provide bike connections to the Cedar Lake LRT Regional Trail and Minnehaha Creek Greenway. 10-8 ;"._.. ;I_IS 1 HOPKINS 5 `:}a'. _G'... <,r - " , 0 ir'l Provide a multi -use trail connection to the north (across the 43 ]hoops site) to connect to the existing trail that connects neighborhoods to the north of the station. PARK. AND RIDE Opening Day improvements: » Provide a park and ride ramp south of the station platform with right in/right out access off Blake Road and full access off Excelsior Boulevard via Pierce Avenue. KISS AND RIDE Opening Day Improvements: Provide a designated kiss and ride area on Blake Road STATION AMENITIES (BeyondSW LRTBase Project Scope) Opening Day Improvements: » Wayfinding — include signage and wayfinding near the station area platform, the park and ride facility, the kiss and ride dropoff, and along sidewalks and trails near the station. » Seating — provide comfortable and durable seating near the station platform. » Lighting— provide adequate lighting for the safety of transit users near the station platform, in the park and ride facility, and near the kiss and ride dropofF » Plaza —provide a small public plaza area near the station platform to provide transit users with a paved area to gather, queue for trains, and move about the station area. o Bike Facilities — provide bicycle parking, lockers, and bike sharing facilities in a highly visible area near the station platform. » Public Art — Incorporate public art in the station area.. Exompfe public piazo DEVELOPMENT POTENTIAL Opening Day Improvements: }> The property just south of the proposed station platform should be developed for opening day as a park and ride ramp with a wrap of street -fronted, mixed-use development on Blake Road and facing the station platform. This is a joint development opportunity. :> The Cold Storage site represents a major opening day redevelopment potential site that can capitalize on greenway improvements and the LRT investments. » The Hennepin County property (43 Hoops) represents another potential opening day development site. The property located east of Blake Road between Excelsior Boulevard and the Cedar Lake LRT Regional Trail is also viewed as a potential opening day development site. Long -Term Improvements: » See the "Development Potential" discussion on page 10-18 for more on long-term development opportunities. UTILITIES >a See the "Station Area Utility Plan" beginning on page 10-20 for all utility recommendations. 10-9 FIGURE 10-8 ACCESS CIRCU'LAT CN PLAN Highway 7 Gambrid t c+, Oxford St �s e Lace St •, x�� a' m a o > '� ♦ yv Tr # Excelsior Blvd Boyce St B �e va b Goodrich St 13 c 75 o z 7 c ora ur 0 y R Exr5miG & PRC�po5E0 WAFX5HEv 5ouRcE: ffoiwp±fv C;: JNiY LRT PLATFORMqD EXISTING PEDESTRIAN PROPOSED(DASHED) -�—� FREIGHT LINE CONNECTION PEDESTRIAN CONNECTION E- �i► LRT LINE ••••00- NEW ROADWAY EXISTING BIKE oro PROPOSED(DASHED) CONNECTION BIKE CONNECTION ® BUS STOP t; j K155 AND RIDE ,�. (,�, EXISTING MULTI USE �•�•♦ PROPOSED(DASHED) u " CONNECTION MULTI USE CONNECTION PARK AND RIDE • . ; EXISTING WALKSHED ` - FUTURE WALKSHED (WITH - - _ _ TSAAP IMPROVEMENTS) iC 1J _C iJl': r:`+_ i HOPKIN'S .E r: fG". . to E;. F ,AI1 1E FIGURE _0-9 STATION AREA IMPROVEMENTS Boyce st NEW SIDEWAIK/ LRT PLATFORM y $q r �� FREIGHTLINE _ _ _ _ BUSSTOP M BUS SHELTER Boyce st ] BIKE PARKING • WAYFINDING Lr=il NEW SIDEWAIK/ POrENT1AL �b� '� 0 SIDEWALK IMPROVEMENT _ _ _ _ NEW ROADWAY ON STREET BIKE ...... INFRASTRUCTURE STREETSCAPE O MULT!-USE PATH wsl PARKAND RIDE NEW CROSSING/ CROSSING IMPROVEMENT 5 0 KISS AND RIDE o NEW SIGNALIZED • NEW LIGHTING o INTERSECTION ] BIKE PARKING • WAYFINDING Lr=il PUBLIC ART OPPORTUNITY POrENT1AL 16.-...J DEVELOPMENT SITE PLAZA SPACE/BUILDING SETBACKAREA FIGURE 1Q-10.OPEN]FIG DAY STATION AREA IMPROVEMENTS —.L lake St NB !lGHTfNc � srcntAce /� ma:7rmr.� J LRT PLATFORM FREIGHT LINE BUS STOP 111111115 BUS SHELTER tial pment Acres - taila6ie) i - - - _ - Excelsior Blvd •*••s*•moi.• ******.*********" NEW SIDEWALK/ * * Preston La • F — _ _ _ NEW ROADWAY ON STREET BIKE - - - _ - Excelsior Blvd •*••s*•moi.• ******.*********" Boyce St --ti.._. NEW SIDEWALK/ * * Preston La • SIDEWALK IMPROVEMENT — _ _ _ NEW ROADWAY ON STREET BIKE Boyce St --ti.._. 7_1 SIKEPARKING 0 WAYFINDING NEW SIDEWALK/ r" — "t POTENTIAL --�' SIDEWALK IMPROVEMENT — _ _ _ NEW ROADWAY ON STREET BIKE • INFRASTRUCTURE STR✓ETSCAPE k MULTI -USE PATH PARK AND RIDE NEW CROSSING/ KISS AND RIDE CROSSING IMPROVEMENT * NEWLIGHTING N EWSIGNALIZED a INTERSECTION 7_1 SIKEPARKING 0 WAYFINDING 10-12 -]_!]., .,. . HOPKINS _ ,!= PUBLICARTOPPORTUNITY r" — "t POTENTIAL L • .... ai DEVELOPMENT SITE PLAZA SPACE/BUILDING SETBACK AREA 10-12 -]_!]., .,. . HOPKINS _ ,!= Conceptual Street Sections The street cross section dIustrated below is conceptual and represents a potential future streetscape condition, addressing facilities for a variety of transportation modes, streetscape amenities, and the relationship bettiveen buildings and the st,ee1 edge. Further design and engineering work will be required to ensure the streetscape is in compliance with City and/or Co.-n`y design standards and needs. NEW ROAD SEGMENT Dimensional Criteria: » 66 feet R;g.lt-of-\Vay Width » 32 feet Pavement Width (2 -way) » 20'-30' o/c Street Tree Spacing » 6'-D" Sidewalk Width (beth sides of street) Design Features: » Sidewalks » Street Trees/Plantings/Raingardens >a Streetscape Furnishings (seadng, p'i-ters, trash eceptacles, bicycle racks) » Signage » Street and Pedestrian Lighting » Pedestrian -Friendly Crossings (countdown signals, markings, and ADA features) FIGURE 10-11. CONCEPTUAL STREET SECTION - NEW ROAD SEGMENT 12' 12' Falk Blvd Parking Thru Lane Thru Lane Lena 32' 11' 6' P Blvd Walk 10-13 Opening Day Improvements The fcllowing tables and diagrams outline the proposed improvements to be im.pler..ented in advance of SW LRT's opening day in 2018. Table 10-1 and Figure 10-12 show opening day +mprovements that are part of the SW LRT antici; ated base project scope; these improvements will be part of the overaIl project cost for construction of the LRT line. Table 10-2 and Figure 10-13 inclt,Ue opening day improvements that are recommended as part of the Southwest Corridor lnvestment Framework and are beyond the SW LRT base project scope. Tab;2 :0 3 {also shown in Figure 10-13) includes locally requested "betterments"- or improvements that cities have requested to be included in the base project scope pending funding availability. TABLE 10-1. SOUTHWEST LRT ANTICIPATED BASE PROJECT SCOPE - OPENING DAY STATION AREA IMPROVEMENTS PLAN IMPROVEMENT •JECT LOCATION PROJECTNOTES KEY A LRT Platform North of Excelsior Blvd, west of Blake Road Includes related LRT infrastructure B Park and Ride South of station platform, west of Blake Road 445 stall park and ride ramp, incl. lighting and signage C Kiss and Ride South of station platform; along Blake Road Dropoff area D Bus Facilities New road adjacent to LRT station Bus stop E Roadway New street- between Blake Road and the west side of the Park and Ride Along south edge of LRT line F Access Roadway New access roadway- Pierce Ave Extend north from Excelsior Blvd to Park and Ride along south edge of LRT line G Siu_ ,a., i'r l Along new access road, between Blake Road and the west side of the Park and Ride Both sides of road H Sidewa'K;-rail Along Blake Road- parkand ride north to regional trail Both sides of road I Intersection Er'r :;rcement Pierce Ave and Excelsior Blvd New traffic signals and crosswalks J Intersecoon E . r,ement Blake Road and trail crossing Trailcrosswalk K Bike Fac `es Near station platform Allowance for bike storage L M v^='.-, r; 1 Lancscapmg Station platform Near statnon platfo,m Allowance Allowance N Stormwater Management` Varies Allowance o Utilities* Varies New water, sanitary sewer and `ire hydrant RT 30se icr , _ . _. < - r•:.. ' 3 C.,.!Zc�::In -•r+E`f1rD, '{D4'J'�L'!ts it�_7{" f'(:i,,. _. _ ..., .r TABLE 10-2. SOUTHWEST PLAN IMPROVEMENT KEY CORRIDOR INVESTMENT FRAMEWORK PROJECTr • (TSAAP) - OPENING DAY STATION AREA IMPROVEMENTS PROJECTNOTES •PRIORITY 1 Streetscape Blake Road- SH 7 to Interlachen Road (City of Edina} Includes roadway, sidewalk, bike lanes, tree plantings, streetscape furnishings, lighting and ped crossing improvements Primary 2 Streetscape Excelsior Blvd- Blake Road east to Powell Road Includes sidewalk, tree plantings, streetscape furnishings, lighting improvements Secondary 3 Sidewalk/Trail Along west edge of HCRRA site (43 Hoops) trail connection between 2nd St. NE and the regional trail Secondary 4 Sidewalk/Trail Along Pierce Ave- Excelsior Blvd to new road Both sides of road Secondary 5 Pedestrian crossing on 2nd Street NE near HCRRA site Pedestrian crossing markings Secondary b Lighting Along regional trail- between station platform and Excelsior Crossing ughting for safety along trail Secondary 7 8 9 10 11 Public ^' PE hl r7117a a, `nd : ' i Stc iv ater klaragemer t Storm Seeker St3j_-n area -a _r-ron platform "E .els:. r _, vd and Pierce Ave ^, cng Blake Road a n. q 5:ake Road Include public art (beyond SPO rr,;.:c\ _!rents) Secondary Includes paving, plantings, seating, and !:g-, rg is_ycnd SPO improvements) Primary Inclide wayhnding at intersection (beyond SPO improvements) Primary Include green nfrastTucture along Blake Road -tree trenches, raingardeas (beyond SPO improvements) Primary Replace trunk line Primary 12 Traffic signals Blake Road-TH 7 to int.er!�&en Road (City of Edina) Signals at 2nd, Cambridge and Excelsior Primary 13 Sanitary Sewer Pierce Avenue North Construct 8 -inch minimum sanitary sewer with roadway construction Primary 14 `�Jater New road connec:mg ia:tr tc L�t_._ior Boulevard via Pierce Avenue Norte Construct 8 -inch minimum water main with roadway reconstruction/ construction Primary TABLE 10-3. SOUTHWEST LRT LOCALLY REQUESTED BETTERMENTS - OPENING DAY STATION AREA IMPROVEMENTS PLAN KEY IMPROVEMENT •JECT LOCATION PROJECTNOTES 9DSidewalk/Trail North of freight rail line Realign regional trail and grade separate trail under Blake Road MJoint Development Northwest corner of Blake and Excelsior Site and access improvements 10-14 -. JLIv ;T L.011-115 PP.Rr. • HOPKINS l ,'!J jrr:::rr,. s„c;_ i talR c FIGURE 10-12. ANTICIPATED BASE PROJECT SCOPE -OPENING DAY STATION AREA IMPROVEMENTS Excelsior Blvd Prest FIGURE 10-13. SW CORRIDOR INVESTMENT FRAMEWORK (TSAAP)- OPENING DAY STATION AREA IMPROVEMENTS+ BETTERMENTS a.ii U-4 SIL 7�111 F6 8 13 PRIMARYPRIORITY 1 -15 Excelsior Blvd 12 A- Pri .2 SECONDARY PR0WY 13 LOCALLY REQUESTED BETTERMENT 1 -15 Development Potential O`JE=VIEill The Blake station area has strong redevelopment potential. Factors supporting redevelopment in the Blake station area include a diverse population base, good station access, several strategic sates available for redevelopment, a number of underutilized properties, and open space amenities such as Minnehaha Creek and Cottageville Park. Near the proposed station platform, the Hennepin County - owned 43 Hoops site presents a near-term redevelopment opportunity for transit supportive uses. The Cold Storage site, now owned by the Minnehaha Creek Watershed District, anc several unc:erutilized sites along Excelsior Boulevard offer additional redevelopment opportunities near the station, A potential joint development project includes a park and ride ramp with a wrapper of mixed-use facing Blake Road and the station platform, located just south of the station. Other potential development sites could include mixed-use, high- density residential and employment uses. Development is expected to occur short to long-term in the area. Key challenges that should be addressed to facilitate long-term development potential include station connectivity. Near term, development can be catalyzed by introducing a new park and ride ramp/mixed-use development along Excelsior Boulevard, near the station platform. Streetscape improvements should be introduced, connecting the station to nearby businesses and neighborhoods, particularly along Blake Road. LAND USES High-density, mixed-use, transit -oriented development is likely to occur near the Blake station. Future 'and uses in the Blake station area should consist of high-density residential, office, and retail uses. PLANNING STRATEGIES Strategies that should be considered to facilitate future development in the station area include new roadways, Streetscape improvements, Minnehaha Creek and Cottageville Park imrovements, and pedestrian crossings along roadways connecting the station with potential development sites, local destinations, and neighborhoods, particularly on Blake Road. The Bi3ke stG`ion park and ride should be provided in a parking ramp, located between Excelsior Boulevard and the proposed LRT station platform. The park and ride ramp should be a joint development with mixed-use development. Lake St NE it � F � M ! • s 1 } a ,a, �� � Ilii♦ � � e• arm I (y" •iii �� t r�A. sirss.iesossar�sl+s�as�sssie� @xcetstor 81vd iryiii pifi•�i!`a,i0iii••��ii ls• v �c Boyce St 'n q -9 FUTURE LAND USE: MULTI -FAMILY RETAIL & OT14ER COMMERCIAL MIXED-USE COMMERCIAL & OTHER MIXED-USE RESIDENTIAL x, OPENING DAY DEVELOPMENT POTENTIAL 10-16 ':IIN N IAPC-L!S • . ,-i_;_'I': PA 11 ^ H0PKINJ • V , J. 7. • L -,E , lit Key Considerations for Change and Development Over Time The station area should remain an employment destination with a in the establishment of a new street and block network that focus on establishing a mix of new residential and neighborhood improves access to Minnehaha Creek for area residents and serving retail uses and improving connectivity to key destinations transit users. along Blake Road and 2nd Street. Key considerations should » Accommodate retail and short-term parking on -street or in include: shared parking facilities to minimize the construction of single - BUILT FORM AND LAND USE use parking areas. » introduce a mix of higher density employment and residential » Consolidate access and servicing between adjacent uses along Excelsior Blvd, Blake Road, and 2nd Street that can developments and minimize vehicular access points along key help to increase transit ridership and increase activity levels in routes leading to and from the station including Blake Road, 2nd and around the station area. Street, and Excelsior Boulevard. Designing new buildings to enhance pedestrian access by orienting them towards the street and locating them as close to the street fine as possible. >} Minimize the impact of parking and circulation on pedestrians by locating parking to the rear or side of new buildings in structures or below grade. Incorporate active ground level uses on buildings adjacent to the station and facing onto Blake Road and Excelsior Blvd. » Integrate park and ride facilities with new uses and/or development that can actively address both Blake Road and the station to improve safety and provide convenient access to services for transit riders, residents and area employees. PUBLIC REALM >r Introduce a public plaza near the station at the corner of Blake Road and the new road to provide spill -out space for active uses facing the station and act as a receiving point for passengers walking to the station or transferring to the LRT by bus, bike, or car. » Improve connections between the station and area destinations such as The Blake School and Cargill corporate offices through enhanced streetscaping along Blake Road and 2nd Street. This should include sidewalk improvements to increase path widths, provide consistent curb cuts, develop a new boulevard separating pedestrians from vehicular traffic, new tree planting to enhance the street image and improve pedestrian comfort, and new pedestrian -oriented lighting to increase safety for students and employees walking to and from the station at night. » Remove channelized turning lanes, reduce curb radii, and initiate intersection improvements at Excelsior Boulevard and Blake Road to improve safety for students walking or cycling from the station to The Blake School. » Enhance greenway, open space, and park areas, as well as Minnehaha Creek access and visibility for the benfit of transit users and to attract new development interest in the area. MOBILITY n Develop a new walkable street and block pattern in the area between Excelsior Blvd. and the rail corridor including a new street running parallel to the rail corridor to provide access for buses and create an address for development facing the station. » Ensure redevelopment of the Cold Storage site that results Incorporate signed on -street bike facilities to improve access for cyclists traveling to destinations along the Blake Road corridor. .Pce an.i; . ±r=t- %r. I 1Z 10-17 Station Area Utility Plan OVERVIEW The station area utility pian and strategies recommended below were developed by considering future transit -oriented development within the station area, as depicted by the Station Area Site Plan (Figure 10-9). Hopkins will need to apply these localized recommendations to the city-wide system to ensure that the potential development/redevelopment will not be limited by larger system constraints. Existing models or other methods each can be used to check for system constraints in the statics a-eas. Hopkins should also c ^seder reviewing the condition of the existing utilities in each station development area. The station construction would provide Hopkins an opportunity to address any utilities needing repairs. Once the larger system has been reviewed for system constraints, Hopkins will be able to accurately pian for necessary utility improvements in their �.ity Capital Improvement Program (CIP). All utilities located beneath the proposed LRT rail or station platform should be encased prior to the construction of these facilities. Costs associated with encasing these facilities is assumed to be a project cost and are not included in potential improvements identified for the City of Hopkins CIR APPROACH Utility improvement strategies are outlined in this report for the ultimate station area development (2030}, as well as improvements which should be considered prior to opening day anticipated in 2018. Although recommendations are categorized in one of these two timeframes, Hopkins should weigh the benefits of completing more or less of these improvements as land becomes available for future development. Hopkins should take the utility analysis a lever further and model future utilities in their city utility system models. The proposed development and redevelopment areas were evaluated based on Metropolitan Commission Sewer Availability Charge (SAC) usage rates and estimated flows. Estimated flows for one possible development scenario in this area indicate that internal to the station area, no more than eight inch pipe are necessary to serve the mix of proposed and existing development. Each utility system should still be reviewed to identify capacity and demand constraints to the larger system associated with increase in flows from the proposed developments and existing developments in the area. Hopkins should anticipate the construction of new municipal utilities in conjunction with new or realigned roadways. GENERAL RECOMMENDATIONS - SANITARY SEWER Sanitary sewer recommendations for station area improvements include opportunities for Hopkins to improve the existing sanitary sewer network, without necessarily replacing existing sanitary sewers. When recommendations for "improving" existing sanitary sewer are noted, Hopkins should consider the level to which each spec'`ic sewer should be improved. Methods of improvement could include: lining the existing sewer, pipe joint repair, sewer manhole repair, relocation, and complete replacement. The fclovJ-..g itc-ns should be evaluated prior to opening day of the station, although action may not be required until necessary for develops: ent: » Televising existing sewer mains in the station area and proposed development area to determine the condition of the sewer mains, susceptibility for backt:ps or other issues and evaluate for Infiltration and Inflow (I&I). » Locations of known I&I. If previous sewer televising records, city maintenance records, or an i&I study have shown problems, the city should consider taking measures to address the problem. rr The age and material of existing gravity and/or forcemain sanitary sewer in the identified station area. If the lines are older than the material's typical des -.n life or materials which are susceptible to corrosion relative to soils in the area, the city should consider repairing, lining or replacing the mains. Locations of known capacity constraints or areas where city sewer models indicate capac'ty issues, If there are known limitations, the city should further evaluate the benefit of Increasing pipe sizes. City sewer system models (existing and future). A review of these models with future development would assist Hopkins in determining if sewers n the project area shci_dd be increased to meet existing or future city system needs. » Existing sewer pipes should be relocated or encased in areas where they cross or are immediately adjacent to the LRT line/station. 10-18 ,Il i ,i GENERAL RECOMMENDATIONS -WATER MAIN Water main recommendations for station area improvements also ncldde opportunities for Hopkins to improve the existing water system network. Creat -.g loops in the network can help prevent stagnantwater-rom acc!rru'.nting along water main stubs, and creating loops of simFar sized water main provides the city a level of redundancy in their water network. Redur;dancy helps reduce the impacts to the community during system repairs, and also he ;s stabilize the pressure in the net'Arork. The following items should be evaluated prior to opening day of the station, although actiosn may not be required until necessary for development: The age and material of the existing mains in t'ne .den".fied station area. If the -rains are older than 'Lhe r.aterials typical design Fife or materials which are susceptible to corrosion relative to soils in the area, the city should consider replacing the main. >r Locations of previous water main breaks. If water main breaks repeatedly occur in specific areas, the city should consider replacing or repairing the main. » Locations with known water pressure issues or areas where city model indicate low pressure. If there are known limitations (fcr either fire sup: res.sion or domestic uses), the city should further evaluate :he �e:refit of increasing main sizes. Locations with known or pctendal water quality issues. If there are mains known to be affecting the water quality (color, taste, odor, etc.) of their system, Hopkins should consider taking measures to address the problem affecting water quality. City water system models (exist : -,g and future). A review of these models with future development would assist Hopkins in determining if mains 'n the project area should be improved to meet existing or fut-re city system needs based on demand constraints. » Existing water main pipes should be relocated or encased in areas where they cross or are immediately adjacent to the LRT line/station. GENERAL RECOMMENDATIONS — STORM SEWER Local storm sewer improvements are recommended to be completed in conjunction with other improvements in the station area. Improvements which will I'kely require storm sewer modifications include: roadway rea 'bnments, roadway extensions, and pedestrian sidewalk/street scape improvements. Storm sewer improvements may consist of: storm sewer construction, manhole reconstruction, drain tile extensions, storm sewer relocation, and complete replacement. These local storm sewer improvements are included as part of the overall cost of roadway and streetscape improvements recommended :n this plan. Where roadway/streetscape improvements are part of the SW LRT anticipated base project scope, associated storm sewer improvements are assumed to be a protect cost. Hopkins should also consider coordinating with the local watershed district and other agencies to review the condition of and capacity of existing trunk storm sewer systems serving more regional surface water needs. Currently MCWD has plans to divert stormwater from existing Blake Road, Lake Street, and Powell Rcad storm sewer systems to Cottageville Park and/or the Cold Storage Site. Stormwater from the proposed Blake station area may also be routed to the Cold Storage site upon redevelopment. STORK- WATER BEST MANAGEMENT PRACTICES There are numerous stormwater best management practices (BMPs) that can be used to address stormwater quality and quantity. As part of this project, BMP guides were developed for four stations (Royalston, Blake, Shady Oak, and Mitchell) which exemp'ify the range of development irtensity and character in the urbanized environment along the Southwest LRT Corridor. The recommendations and practices identified in. each of the four SMP guides are applicable to various stations along the corridor. The following section (starting on p. 10-22) includes a detailed stormwater analysis and BMP guide for Blake station. These BMPs may also be applicable to the stator areas at Belt Line, Woodda'e, Louisiana, Dowrtown Hopkins, Eden Prairie Town Center, and Southwest. Cities should consider incorporating these practices where appropriate as development/ redevelopment occurs. 10-19 Station Area Utility Plan (Continued) STATION AREA UTILITY RECOMMENDATIONS The following discussion covers station -specific utility recommendations -or both opening day improvements and long-term recommendations, Utility recommendations (illustrated in Figure 10-16) are based on a localized analysis of proposed development. it is recommended that the City of Hopkins take this analysis a step further and review system constraints to the existing and future sanitary sewer and water main systems using existing sewer CAD or water CAD models, or other methods of modeling these systems. Opening Day Recommendations: 1. Encase existing water main crossing LRT rail construction. 2. Construct 8 -inch minimum sanitary sewer in conjunction with roadway construction on Pierce Avenue N. 3. Construct 8 -inch minimum water main in conjunction v.,;th roadway reconstruction/construction on new road connecting I:latioi rn to Excelsior Boulevard via Pierce Avenue N. Long -Term Recommendations: 1. Construct 8 -inch minimum water main in conjunction with new roadway construction connecting Pierce Avenue to Tyler Avenue; tie to existing main on Tyler Avenue. 10-20 c r Rr. , H 0 P K I N S Fr' FIGURE 10-15 STATION AREA UTILITY PLAN 0 OPENING DAY RECOMMENDATION EXISTING UTILITIES --- PROPOSED UTILITIES ® LONG-TERM RECOMMENDATION SERVICE SANITARY LOCAL SANITARY �■ TRUNKSANITARY - MCES SANITARY INTERCEPTOR SANITARY SEWER FOR CEMAIN It OFT STATION -- SERVICE WATER MAIN LOCAL WATER MAIN TRUNK WATER MAIN Q WATER TOWER a . 10-21 Stormwater Management Recommendations INVENTORY Storm water Management The Blake Road station area is within the Minnehaha Creek Watershed District (MWCD). The proposed station location lies about 0.3 miles west of the creek and is tributary to the creek through shallow ditches adjacent to the regiona€ trail. The MPCA lists Minne'aaha Creek as 'mpaired for chloride, fecal coliform, =ish bioassessments, and d;ssolved oxygen. Chloride arrives f-om road salting, `tical coliform from animal waste, a sd low dissolved oxygen makes it dlfficult far fish to survive. CONSTRAINTS: impaired Waters Discharg'ng within one n l'e of an impaired water may trigger additional Minnesota Pollution Control Agency NPDES (National Pollution Discharge Elimination System) requirements which require more capacity for stormwater management. For impaired waters where a TMDL (Total Maximum Daily Load) has been approved, these requirements may increase further. THe MCWD and MPCA have neared completion or the Minnehaha Creek Lake Hiawatha TMDL which considers impairments due to nutrients (eutrophication), biota, dissolved oxygen, chloride, and fecal cci`orm bacteria. The TMDL implementation plan will have substantial impact on stormwater management within the station impact area as redevelopment activity will be looked at as the primary means to implement water quality irrprcverrents— perhaps above what MCWD would normally require. Cost-sharing may occur when redevelopment exceeds standards normally applied. Floodplain MCWD shows extensive mapped floodplain upstream (west) of Blake Road, evide-ce that Slake Road restricts creek flow. This floodplain and floodway covers the Target parking lot and other urban uses so redevelopment will need to consider floodplain management and mitigation. Specifically, floodplain may need to be integrated into redevelopment through open space and stormwater management features. MCWD regulates floodplain base on approved FEMA maps. Flood maps for this station area are currently in the process of being revised by FEMA. Contamination Three contaminated proper'.es are identified in the EIS: one agricultural chemical spill, one leaking underground storage tank site, and a third unspecified contamination. Remediating soil contamination may be necessary prior to constructing infiltration Practices. Soils The majority of the soils within the 10 -minute walk zone have been identified as hydrologic group B or Urban. B soils typically allow for infiltration. Urban soils are highly variable as significant development and/or fill has occurred in these areas. MCWD stormwater rules exempt ~edevelopment sites less than five acres where redevelopment reEu`ts 'n at least a ten percent reduction of impervious surface. Anat`-er exemption is available for site- fve acres or greater where the proposed activity disturbs less than 40 percent of the site and res pits in P 'east a ten percent reduction in impervious surface. Discounting exemptions, MCV.'D requires volume control for the runoff from the first inch of rainfall off impervious surface for redevelopment. When ?he vclume control requirement cannot be met due to soils or contamination then a phosphorus standard must be met where the an-ount is equivalent to what would have been removed if the one -inch volume standard were met. In many respects, the MCWD rules are similar to the requirements contained in the construction stormwater permit. Peak rates of discharge for the 1, 10 and 100 -year rainfalls must be maintained at current conditions. It is anticipated that maintaining and significantly reducing existing discharge rates may easily be achieved due to the water quality and volume features that will be req-ired. STORMWATER MANAGEMENT CALCULATION Total redevelopment area is approximately 61. acres. The 61 acres can be categorized into 3 groups; station improvements, ROW improvements, and individual site redevelopment The following shows the area breakdown by category. Note this breakdown is highly variable depending on the timeline of ROW and individual site redevelopment. >r Station improvements (park and ride, LRT Platform) — 4 acres » ROW improvements —11 acres n Individual Site Redevelopment -46 acres Based on Minnehaha Creek Watershed District Rules (June 2011) and MPCA NPDES requirements outline above, these areas will likely need to provide stormwater management to meet volume control, rate control, and pollutant removal requirements. Volume Control Volume control will need to be provided for the majority of the 61 acres estimated to redevelop. The one exception being, approximately 7 acres of ROW on Blake Road is anticipated to qualify as a linear project. Assuming there is less than 10,000 square feet of new impervious, Blake Road would qualify for exemption from the volume control requirement. If there is more than 10,000 square feet of new impervious surface, volume control -rate control -phosphorus control will be required for the new impervious surface. The following impervious coverages are assumed for the different types of redevelopment. These impervious estimates are highly variable depending on the type and configuration of development that occurs. 10-22 4 _ _ _ H0PKIN5 FIGURE 10-16. EXISTING STORMI'VATER vvc j L 100 -YEAR FLOOD ZONE STORM MAIN IMPAiREO STREAMS EXISTING RAIL LINE 10 -MINUTE WALKSHED LJ 0 1112 MILE STATION RADIUS �,. 10-23 Stormwater Management Recommendations (Continued) » Station improvements (park and ride, LRT platform, OMF site) — 75% (3 acres) >r ROW improvements— 55% 1 acres) » individual site redevelopment— 659/a (29.9 acres) Using the assumed impervious coverages the following volume control is anticipated to be required: 1 inch 1 inch 1 inch 3 acres x 12 in4ft + b.1 acres 12 in%ft + 29.9 acres x 12 ini = 3.3. Acre Pollutant Removal If volume reduction is achieved in accordance with the standard, then phcsphorjs requirements are likely to be met. I volume control is unattainable due to site constraints, then an equivalent phosphorus reduction would be required equivalent to wh'ch would be achieved through abstraction of one inch of rainfall from the site's impervious surfaces. Based on redevelopment of 61 acres and providing volume control for the first inch of rainfall, it is estimated that 61 reduction of total phosphorus would be required (depending on the site) to result in an annual reduction of 36-48 pounds of phosphorus. Volume control is likely to be a viable option in most locations, however some areas may have high groundwater, poor soils, or require contamination remediation to allow for infiltration. If one of these ca. d ions is present, filtration BMPs may be needed to treat stormwater. Rate Control Rate control is not anticipated to be a controlling requ'rement given the high amount of existing impervious coverage on redevelopment areas (approximately 90%) and the need to provide volume control and/or pollutant removal. As a result, proposed discharge rates are anticipated to be significantly less than existing discharge rates. EXAMPLE STORMWAT ER MANAGEMENT SCENARIO}: Figure 10-18 shows a possible stormwater management scenario for meeting the Minnehaha Creek Watershed District and .lVPCA NPDES redevelol requirements. The scenario below has been developed to meet the stormwater volume control requirement of 3.3 acre feet. This scenario has been developed with the knowledge that regional stormwater management will be constructed in the near future on the Cottageville Park and Cold Storage sites. Developme-}t a:,d future projects will need to develop stormwater management plans considering these regional systems. The following BMPs are considered in this scenario: Enhanced Media Filter: One enhanced media filter is shown on the Cold Storage site and one is shown near the park and ride. It is anticipated that these systems will be regional stormwater treatment facilities and treat approximately 2.5 acre feet of stormwater runoff volume. Additional capaclty may be constructed in the Cold Storage system by MCWD to address regional stormwater needs. Landscape Filters: Landscape filters are currently shown throughout the redeveloping area. These stormwater filters wilt bel used to collect and treat stormwater prior to discharge downstream into additional stormwater facilities. These systems wilf be used primarily as pretreatment to the other best management practices. Storage & Reuse: A large detention basin is shown on the Cold Storage site. This regional basin may be combined with an enhanced media filter as well as a reuse system to 'rrigate vegetated areas and landscape features on/near the Cold Storage site. It is anticipated that this reuse system will treat approximately one acre foot of stormwater runoff volume. Permeable Pavement: Permeable pavement is shown adjacent to the park and ride structure. This will reduce the impervious footprint by approximately 1 acre. This BMP will likely be constructed in conjunction with an underground storage/ filtration/infiltration system. This system will reduce the required storrmtiater management treatment volume by approximately 0.2 acre feet. Streetside Treatment Swale: A streetsfde treatment Swale is shown just south of the tracks, between Tyler Avenue and the LRT platform. It is anticipated that this BMP will treat approximately one-third of an acre foot of stormvvater runoff volume, Biofiltration Cells: 37o5t. ation cells are shown to treat localized runoff on individual redevelopment sites. It is anticipated that the majority of stormwater treatment can be provided through TABLE 10-4. STORMWATER MANAGEMENT SCENARIO - COST SUMMARY BEST MANAGEMENT DRAINAGE AREA VOLUME NNUAL TOTAL COST OF BMP PHOSPMORUS SIZE OF 81110 TOTAL COST I REDUCTION ($/UNITI Enhanced Media filter 44 1.5 7 2,000 CY $75/CY $15o,00a landsc2pe Filters 11 Pretreatment 3 200 Filter Boxes $1,000/Box $200,000 Storage + Reuse 44 2 20 15,000 CY $40/CY $600,000 Permeable Pavement 3 0.2 3 20,000 SY $30/5Y' $300,00 Streetside Treatment Swale ? 2 1 0.3 5 1 2,000 CY $401CY $$0,000 Biolhitration Cels 31 0.5 10 10,000 CY $40/CY $400,000 r r br 10-24 l,i "L I� . �T - HOPKINS !. l Fri-F.�ilt1. FIGURE 10-17. STORMWATER MANAGEMENT SCENARIO Lake St NE .s om jai; f ' ,ar all .4110 r -o. G4 t r 1 � rt- y i O ✓ �, 1 .. � r I '� � F j ! Excels! 1- 1311i 3 _ i s ----------- 1 1 mss' - - � r { STORMWATER BEST MANAGEMENT PRACTICES: ENHANCED MEDIA FILTER BIOFILTRATION CELLS LAND5CAPEFILTERS STORAGEANDREUSE Ce Preston Ln Cn m ! .0 c in - c� Boyce St - STREETSIDE TREATMENT SWALE PERMEABLE PAVEMENT Table 10-4 opposite summarizes the casts and stormwater management information related to each BMA shown in this example scenario. These numbers are highly variab;e based on conditions at the time of redevelopment, some of which include ultimate BMP location, size, elevation, soil type, development features, and other unknown conditions at this time. It is important to note that storm sewer to collect and convey stormwater is included in the cost estimate for street improvements and therefore is not included in the cast estimates Table 10-4 to avoid duplication. -25 Stormwater Management Recommendations (Continued) regional systems, however these systems may be necessary to help meet requirements or provide enhanced treatment. it is anticipated that the biofiltration cells will treat approximately half an acre foot of stormwater runoff volume. OPPORTUNITIES: » Naturalizirg the creek corridor is a strong grater reso„rces theme and developme-t strategy for this station area. T- 7S theme could he reinforced by ut Ilz+ng ore-'annd drairape through treatment swales within the redevelopment areas and by restoring urban floodplain to a more natural condition. » Cottageville Park Feasibility Study (2013) describes stormwater management improvements including ponding, biofiltration, filtration, stormwater reuse, and shoreline restoration. » MCWD acquisition of the Cold Storage site as well as Cottageville Park property provides opportunity to er:hance 1,000 feet of Minnehaha Creek as well as provide stc.mwater treatment adjacent to the creek. Redevelopment of `hese parce:s using reg:onal UD concepts and an integrated strategy among tie various entities will be important to stormwater management in the area. Stormwater will likely be routed to Cold Storage through Blake Road and Powell Road storm sewer systems. Redevelopment on these properties also presents an opportunity to open the area to Minnehaha Creek, Once completed, these projects will connect to the trail system between Cottageville Park and Methodist Hosp'tal. Implementation of Cottageville Park and Cold Storage improvements along the creek is part of a planning strategy to encourage private investment, redevelopment, pedestrian transit, walkable station areas, etc. » The west side of Blake Road has fairly wide -spreading floodplain so floodplain mitigation v il' be important. Preserving floodplain tends to limit the density of building footprint and lends itself to restoring green space where floodplain occurs. The east side of Blake Road is not encumbered by wide spreading floodplain, so denser redevelopment could occur, » MCWD has recently completed its Rea:h 20 Remeander Project immediate`y east of the station impact area and directly upstream of a similar, recently completed project at Methodist Hospital. This project resulted in 4,000 feet of realigned and restored stream banks along Minnehaha Creek, a looped trail system connecting Meadowbrook Manor, Excelsior Tcwnhomes, Municipal Services Center, Creekside Park, and Methodist hospital to the project (to be done in .2014), and access to over 30 acres of restored greenspace around Minnehaha Creek. Stormwatf--�---. est Guide The following section summarizes the key features and design considerations related to each of the stormwater best management practices recommended for the Blake station area. NOTE, These BMPs may also be applicable to the station areas of Belt Line, Wooddale, Louisiana, Downtown Hopkins, Eden Prairie Town Center, and Southwest. Cities should consider incorporating these practices where appropriate as development/redevelopment occurs. 10-26 15 .., HOPKINs STREETSIDE TREATMENT SWALE Features » Volume control through infiltration and vegetative uptake » Retains stormwater to reduce peak flows » Reduces storm sewer needed to collect/convey stormwater Design Considerations » In-situ sons determine infiltration potential » Vegetation wW need to tolerate both wet and dry conditions » Periodic maintenance of vegetation will be required ■ POSSIBLE AREAS FOR IMPLEMENTATION + ff Y • !� I .f% SY�tf I �� I .' '.'_A7f_` .J. tet,; ." •4�L . B10EILTRATION CELLS Features » Treats stormwater through filtration, vegetative uptake, and infiltration n Retains stormwater to reduce peak flows » Creates naturally vegetated green space adjacent to development Design Considerations » Many different native vegetation options and combinations; trees, shrubs, grasses » In-situ soils determine infiltration potential » noxious weeds will need to be managed to maintain native landscape » Draintile can be added to help facilitate filtration 0 POSSIBLE AREAS FOR IMPLEMENTATION . . . I . ; y i__ '., 10-27 'rtY ft ty ' Y � t ow PERMEABLE PAVEMENT Features » Multiple types of permeable pavements; bituminous, concrete, and pavers s> Provides volume control by reducing impervious surface >s Treats stormwater using filtration and infiltration Design Considerations » In-situ soils beneath pavement will control infiltration potential Special vacuum truck required to maintain pavement surface » ADT criteria, low traffic preferred » Parking bumpouts as pervious area Flo- ............ ............ : 0 POSSIBLE AREAS FOR IMPLEMENTATION 10-28 ;iC)P .1 "15 ENHANCED MEDIA FILTER Features Treatment provided by filtering stormwater » Enhanced treatment, to target dissolved pollutants, can be achieved by adding iron filings or spent lime to the filtration media Allows for dissolved pollutant removal without infiltration (may be necessary in or near contaminated areas) Design Considerations Free draining system is necessary to achieve desired pollutant removal >� Plant with vegetation that tolerates enhanced media » Regular maintenance will be needed to ensure functioning filter ?> Valves can be incorporated to verify system functionality POSSIBLE AREAS FOR IMPLEMENTATON R STORAGE AND REUSE Features: » Large basin to reduce stormwater discharge rates and serve as an irrigation reservoir » Volume control through irrigation or circulating of stormwater » Reduces potable water demand for irrigation Design Considerations: >} Large basin to reduce stormwater discharge rates and serve as an irrigation reservoir » Volume control through irrigation or circulating of stormwater » Reduces potable water demand for irrigation is . , • 3�� k� t f r MAN LANDSCAPE FILTERS Features: 39 Volume control through infiltration and vegetative uptake r3 Treatment by filtration and infiltration » Detention capacity to reduce peak flow rates s> Irrigation of aesthetic landscaping features j> Minimal footprint Design Considerations: » In-situ soils determine infiltration potential Periodic maintenance of underground filter system will be required to ensure performance AUWA 101 Z-4KOWNWE. 1 3� i 1 Y 1 Y POSSIBLE AREAS FOR IMPLEMENTATION W POSSIBLE AREAS FOR IMPLEMENTATION Y THIS PAGE INTENTIONALLY LEFT BLANK 10-30 1 i H 0 P K I N S E o'. 1Vr� Hopkins Izr _gar:. 01UA10163VIr1110 SOUTHWEST CORRIDOR INVESTMENT FRAMEWORK TRANSITIONAL NATION AIR EA ACTION PLAN M K Iloisington Koegler Group Inc. www.swirtcommun r mo o SOUTHWEST CORRIDOR INVESTMENT FRAMEWORK TRANSITIONAL NATION AIR EA ACTION PLAN M K Iloisington Koegler Group Inc. www.swirtcommun ABOUT THIS CHAPTER: The Transitional Station Area Action Plans are the product of a Hennepin County led effort to help communities along the Southwest LRT corridor prepare for SW LRT's opening day in 2018 and beyond. An individualized plan has been created for each of the 17 stations in the Southwest corridor, each plan comprising a chapter in the larger Southwest Corridor Investment Framework. The station area action plans suggest ways to build on local assets, enhance mobility, identify infrastructure needs, and capitalize on promising opportunities for development and redevelopment near each station, Plan Components: INTRODUCTION 11-2 A brief overview of the station location and its surroundings WHERE ARE WE TODAY? 11-4 A.A description of existing conditions in the station area, including: Land Use » Transit Connections » Access f Circulation Issues (Bike, Ped, and Auto) » Infrastructure Needs WHERE ARE WE GOING? 11-8 This section presents a number of recommendations for the station area in anticipation of opening day needs and the long-term TOD environment. fts includes: n Access f Circulation Plan 7> Station Area Site Plan >a Infrastructure Plan Development Potential » Summary of Key Initiatives 11-2 P41'd N .PO Lit • S'.. L!_'i.JI� PART Introduction s, T a� �o qy� Geo 5i y f 00 6, ,e °Gfs� OgtF `te qy f,.o o s� d Oy oq fiO�yAi c°vo�rr`0 s le yj� Frr o q ry 9� Fye Fly F`i. ep DOWNTOWN HOPKINS STATION WITHIN THE CORRIDOR: A vibrant and attractive Urban Village that acts as a gateway to Mainstreet and supports access to regional multi -use trails. URBAN VILLAGE The Downtown Hopkins station is identified as an Urban Village (see Place Types discussion beginning on p. 1-19) as it lies within a short walking distance of Downtown Hopkins and the Hopkins commercial historic district to the north. Mainstreet is already an important destination and contains a range of restaurants and retail establishments that attract both visitors and local residents, NEIGHBORHOOD The Hopkins neighborhoods north of Mainstreet have good connections to the station along the existing sidewalk grid. The Peaceful Valley and Park Valley neighborhoods to the south of the station are well-established residential areas that consist of predominantly single-family housing. While the neighborhoods are cut off from the downtown by several 'arge commercial facilities, access for pedestrians and cyclists is provided by a dedicated multi -use path running north on 11th Avenue. CULTURAL AMENITIES The historic architecture of Mainstreet Hopkins, along with the small town feel and unique character of the area has made the downtown a popular destination. The Hopkins Center for the Arts located along Mainstreet is a destination, The City of Hopkins has initiated a plan to transform 8th Avenue as a space for interactive public art (the ARTery) and as a connecting route from Excelsior Blvd to Mainstreet. This initiative wid help to attract even greater numbers of visitors from neighboring areas and will support transit ridership at the Hopkins station over the !Ong -term. National Register listed/ eligible historic properties in this station area include the Hopkins historic commercial district and the Hopkins City Hall. TRAIL CONNECTIONS The station is located at a pivotal point within the regional trail network. To the north of the station, up 8th Avenue, is the Lake Minnetonka LRT Regional trail with connections west to Excelsior. The station sits adjacent to the Cedar Lake LRT Regional Trail linking downtown Minneapolis with Eden Prairie and has immediate connection to a multi -use path network that runs south on 11th Avenue to the Opus station area and beyond. H 0 P K I N S , L":IP,e:ETON A • EbF',I --- r'.,'. FIGURE 11-1. DOWNTOWN HOP KIN S STATION AREA- LOCATOR MAP 3 I �_7 1 DOWNTOWN Exc:,_aP,e.ro �• HOPKINS:@ 3RDST5 STATION 1 1 •. , , 5 ✓'O'STATI O W 57H ST S Y` 1 71 d AMENITI +DESTINATIONS:"5T5 OWNTOWNHOPKINS/MAINSTREET 2 CENTRAL PARK _ ' Q NON-PRQEITW- Q PARKS&OPEN SPACE i— PROPOSED SOVIlVVESTLRTI3NE EDUCATION INSTITUTION PLACE OF WORSHIP EXISTINGRAiai4E M REWLIENTERTAINMENT (1) HISTORIC PROPERTY IO-MINUTEWALKSHED 1 _ DESTINATION O 1/ 2MILESTATI6NRADIUS DOWNTOWN HOPKINS STATION AREA TODAY. Station Location The Downtown Hopkins station is located along Excelsior Boulevard at 8th Ave, approximately 2 blocks south of Mainstreet. The land uses near the station are varied, including a mix of residential, retail, commercial, civic, and light industrial uses. It's proximity to Downtown Hopkins offers a tremendous opportunity to support downtown businesses and residents. This is a highly visible site with access directly onto Excelsior Boulevard, an important east -west arterial in Hopkins. It also benefits from its adjacency to a number of regional multi -use trails, which suggests the Downtown Hopkins station has the opportunity to become a regional multi -modal hub. Access and connection challenges exist to the south of the station due to land uses, large block sizes, and a lack of roadway network. The Downtown Hopkins station is anticipated to serve Downtown Hopkins, 8th Avenue, Peaceful Valley and Park Valley neighborhoods, many apartment developments, as well as local businesses in the area. 8th Avenue/ARTerrconnection todowntown 14.,.r Moinstreet/Downtown Hopkins 11-3 The following section describes the station area's EXISTING CONDITIONS, including the local context, land uses, transit and transportation systems, pedestrian and bicycle facilities, assets, destinations, and barriers to accessing the station. This analysis of current conditions presents key issues and opportunities in the station area and informs the recommendations for future station area improvements. NOTE: Existing conditions maps are based on data provided by Hennepin County and local municipalities. The data used to create each map is collected to varying degrees of accuracy and represents infrastructure and conditions at varying points in time. Actual conditions may vory slightly from what is shown, Land Use I FIGURE 11-2. EXISTING LAND USE The land uses near the Downtown Hopkins station include a mix of retail, office, civic/institutional, residential, and light industrial uses. A block to the north of the station is the Hopkins historic commercial district, which is a vibrant, mixed-use, retail corridor that reflects the character and scale of an old town main street. Mainstreet is easily accessed from the station along 8th Avenue, The residential land uses near the station include a range of densities and housing types, including affordable housing options. The large commercial and light industrial land uses and super -blocks that lie south of the station create a real access challenge for the Peaceful Valley and Park Valley neighborhoods. =SINGLE FAMILY DETACHEO =RETAIL&OTHER COW. =INS-ITUPCNAL 0— PROPOSED SDUTHK+ESTLRTLlE I OSINGLEFAMILYATTACHED =OFFICE SPARKS&PRESERVES- EXISTINGRAILLINE =MULTIFAMILY =l,fiXEDUSE INDUSTRIAL =RA01k iI 1 ++ 1-M E iTiKSHED A',XED USE RESIDENTIAL =MIXEDUSECOW.1 & OTHER UNDEVELOPED o ,MILSTATfONRADI US ©IfJSTITUTIUNAL =INDUSTRfAL&UTILITY Data Source: Metropc"tan council 11-4:l HOPKI V5 _ -. ) ,,. • E D E ! PR ;.:EE FIGURE 11-3. EXISTING ROADWAY NETWORK 11, 17 I � , , DOWNTOWN HOPKINS-a STATION SHADY OAK =VSTATION f a IIVTE95TATE - - CSAR/COUNTYROAD � U.S. HIGHWAY LOCA/CITYSTREET STATEHIGHWAY �• RAPP —� Roadway Network The roadway network in the Downtown Hopkins station area varies. North of Excelsior Boulevard, the street system is an historic grid pattern, typical of historic downtowns. South of Excelsior Boulevard, the street network is very limited, due to large parcels, commercial and industrial land uses, and super -blocks. South of these !t uses, the residential neighborhoods return aqc -s to the historic grid pattern of streets. Excelsior Boulevard, a busy arterial, f� provides direct access to the station, running east -west through Hopkins and -------- z, beyond. 8th Averje, a local street runs ---- STH STS north and delivers people to downtown Dato Source, Hennepin County FIGURE 11-4. EXISTING TRANSIT DOWNTOWN��� ' w -___ ®.=.excEisoaRsvcLL_;' HOPKINS-V �. 3aLrs 5 �STATiON SHADY OAK •STATION; r a r% , l - 7TH 5TI = EXISTING BUS LINE i= PROPOSED SOUTHWEST .RT UNE ral EXISTING BUS STOP EXISTING RAIL LINE a_ 10-MINUTEWALKSHED 0 14 MILE STATION RADIUS Transit The Downtown Hopkins station is served by existing bus routes along Excelsior Boulevard. Route #665, an express route runs along Excelsior Boulevard, with stops along Exce',sior Boulevard near the proposed LRT station. Routes #12 (local) and #664 (express) also run nearby along 11th Avenue and 5th Avenue. 11-5 Hopkins. The City is planning art -oriented streetscape improvements to 8th Avenue to include better pedestrian and bicycle facilities. Pedestrian connections across Excelsior Boulevard at 5th and 8th Avenues r. will be a challenge. 11th Avenue runs north -south and provides the most logical a= PROPOSED SOUTHWEST VT UNE link to neighborhoods existing to the south +- EXISTING RAA LINE 10-41INUTE WALKSHED of the station. Highway 169 runs north - 0 111 MILE STATION RADIUS south and lies within a half -mile to the east of the station. Dato Source, Hennepin County FIGURE 11-4. EXISTING TRANSIT DOWNTOWN��� ' w -___ ®.=.excEisoaRsvcLL_;' HOPKINS-V �. 3aLrs 5 �STATiON SHADY OAK •STATION; r a r% , l - 7TH 5TI = EXISTING BUS LINE i= PROPOSED SOUTHWEST .RT UNE ral EXISTING BUS STOP EXISTING RAIL LINE a_ 10-MINUTEWALKSHED 0 14 MILE STATION RADIUS Transit The Downtown Hopkins station is served by existing bus routes along Excelsior Boulevard. Route #665, an express route runs along Excelsior Boulevard, with stops along Exce',sior Boulevard near the proposed LRT station. Routes #12 (local) and #664 (express) also run nearby along 11th Avenue and 5th Avenue. 11-5 Sidewalk, Trails and Bikeways The sidewalk system in the station area, like the roadway network, is a:sD varied. Streets to the north or t e .1 : -- all have existing sidewalks on the n, ,,hie veryfew streets to the south of Excelsior Boulevard have sidewalks, limiting access to the station from the south. The Minnesota River Bluffs LRF Regional Trail, a multi- use trail, runs alongside the LRT line and continues east and west. A couple of blocks to the north of the station, accessed along 8th Avenue, the Lake Minnetonka LRT Regional Trail begins and runs northwest of Hopkins. There is tremendous potential for a trail hub with wayiinding and bike facilities here at the Downtown Hopkins station. Sanitary Sewer Sanitary sewer infrastructure consists of a collection of gravity flow sewer mains, lift stations, and pressurized forcemains that transport sewage to a wastewater treatment plant (WWTP). An efficient collection system has the capacity to accommodate all of the existing land uses within its particular sewershed. Beyond capacity, the material and age of pipes within a system can also impact a system's effectiveness. Sanitary sewer infrastructure within the pro}ect area is typically maintained by either the City of Hopk+ns or by the Metropolitan Council Environmental Services (MCES) Division. MCES maintains a series of interceptor trunk sewers which collect sewage at key locations and convey sewage across community boundaries to regional WWTPs. Wastewater from the station area is treated by the MCES Metro WWTP located in St. Paui. FIGURE 11-5. EXISTING SIDEWALKS, TRAILS, AND BIKEWAYS —H a H Lr -. DOWNTOWN , exceLsi:eai_ HOPKINS-• ' — ° - STATION i SHADY OAK , {'•_- _STATION ---_----- . i EXISTING REGIONAL TRAILS 0= PPOPUS€DSO!j7N'AIESTLRT LINE -- EXISTING LCCALTRAILS (BIKE ROUTES) EXISTING RAIL LINE PLANNED TRAILS 10-MiNUTE WALKSHED -- EXISTING SIDEWALKS O 1/2 MILE STATION RADIUS FIGURE 11-6. EXISTING SANITARY SEWER 4 1 ' DOWNTOWN ExcELsioR�e�v_D HOPKINS_*-- SHADY — SERVICE - e wrwoeiess — LOCAL-s-iomcw — TRUNK -m*cxoAGhwu ^^ £ORCEMAIN LIETSTATION INTERCEPTOR 11-6 I .C'U HOPKINS I,. ;, r L LI � - ° ° ° ° 1 , 5TH ST ... 5 i= PROPOSEDSOUTHWESTLRTLINE — EXISTING RAIL LINE "--' 10-AINUTE WALKSHED O 112 MILE STATION RADIUS FIGURE 11-7. EXISTING WATER MAINIJ- ! ` ll ' ' DOWNTOWN. ! ESE p------ HO.P.KINS i 39 D61,5— S. .1 STATI 1 � � SHADY OAK ; r 015 -TAT -ION ; I mo, SERVICE- s rHCMFs m ass LOCAL - 8 -?Q rM:H OfAHf7FA TRUNK -12+NCO VAWTEA • WATER TOWER err -�= PP.OPOSEOSO�"44'ESiERTEf.BE EXISTINGRAi� 10-MiNUTEWAEKSHED O 0MILESTATIONRADIUS FIGURE 11-8, EXISTING STORMWATER� p.lv i \ [jkr DOWNTOWN �~ , EYCE.(:d 6.UL- l -----� HOPKI�+e r ss.Dsre " _STATION l r 6 SHADY OAK *'STATION l i r r I 4 I IMPAIRED WATERS •= DROPOSEOSOUTHWEST ERTL)ME 0 1OO-YEAR FLOOD ZONE EXISTING RAIL LINE. — STORM MAIN "�`' 10-MINWEWAEKSHEO �__i I — IMPAIREDSTREAMS Q 1/1MUESTATIONRADWS WETLANDS Water Main Water main distribution systems serve to supply potable water to individual properties and to support fire suppression throughout the community. A well- designed system can maintain adequate pressure to support demand of individual properties and provide high flow rates to fire hydrants/fire suppression systems in emergency situations. Because of the complexity of water distribution networks and the importance of pressure, flow, and water quality, City water system models are used to evaluate a system's adequacy. The material and age of the system's water mains can also be factors in system breaks, leaks, and pressure and flow degradations. Water pressure and flow rates can be influenced by: the size of water main serving an area, proximity and elevation relative to a water tower, proximity to a trunk water main with high flow capacity, if the main creates a loop, the demand of adjacent land uses, and the condition of the main_ Stormwater This station is in the Nine Mile Creek Watershed District. A majority of the drainage is directed southwest to Nine Mile Creek. The creek is impaired by chloride and fish biology. A small portion of the area is in the Minnehaha Creek Watershed District and discharges toward Minnehaha Creek, which is impaired by dissolved oxygen depletion, chforide, fecal coliform, and fish biology. There is 100 - year floodplain along portions of Nine Mile Creek in the walk zone. Discharging within one mile of impaired water may trigger additional National Pollution Discharge Elimination System measures which require more capacity for stormwater management. For impaired waters with a Total Maximum Daily Load, requirements may increase further. Zoning requirements for areas within the 100 - year floodplain may limit development/ redevelopment potential. Any development/redevelopment is anticipated to improve drainage as a result of enforcing City and Watershed requirements. 11-7 The plans and diagrams on the following pages illustrate a range of recommendations for infrastructure improvements, station amenities, and potential redevelopment opportunities within the station area. The ACCESS AND CIRCULATION PLAN shown in Figure 11-9 provides := .- ch level view of how future transit, automobile, bike, and pedestrian systems will connect to the stat;'on area and its s: r,dings. Figure 11-10 illustrates the STATION AREA IMPROVEMENTS ;.r t ; ! ,: c: " _-te access to and from zhe station and cataly'_-e redevelops-nent in the station area, This includes opening day and long-term station area improvements Figure 11-11 focuses on OPENING DAYSTATION AREA IMPROVEMENTS only. These recommendations represent the improvements necessary to enhance the efficient function of the transit station, roadways, pedestrian and bicycr.2 connections, and transit connections on opening day in 2018. Station Area Improvements The discussion below outlines a range of future station area improvements. While some of the identified improvements may be constructed as part of the LRT project itself, other improvements must be funded, designed and constructed by other entities and will require coordination between the City, County, and Metro Transit as well as local stakeholder and community groups. ROADWAYS Long -Term Improvements: Opening Day Improvements: » Establish anew mid -block connection between 8th Averue » Rely primarily on the existing street and block network to and the site of the farmers market. support pedestrians and cyclists, » Enhance the sidewalk and streetscape along 5th Avenue PEDESTRIAN CONNECTIONS from Excelsior Boulevard to Mainstreet. Opening Day Improvements: » Focus sidewalk and streetscape enhancements along 8th Avenue to connect the station with Mainstreet and the heart of Downtown Hopkins businesses and residents. » Improve pedestrian crossings on Excelsior Boulevard at 5th and 8th Avenues. » The improvement of the 8th Avenue pedestrian crossing should be a high priority. Where feasible, eliminate dedicated turning #apes and reduce turning radii to minimize crossing distances of Excelsior Boulevard, introduce countdown timing traffic signals, highly visible pedestrian crosswalks, and a pedestrian refuge in the street median. » Introduce sidewalk and streetscape enhancements along Excelsior Boulevard from 8th Avenue east to 5th Avenue .n conjunction with station area improvements. » Develop a public plaza between the station platform and Excelsior Boulevard. This should be a large and programmatically flexible space with significant public art, enhanced bike amenities, seating, shelter, and wayfinding. » Continue redevelopment along 8th Avenue to enhance the pedestrian experience and connection to Mainstreet. TRANSIT CONNECTIONS Opening Day Improvements: » Provide new bus facilities near the station platform for connecting bus routes. » Develop a consistent design language between the LRT platform and the east and westbound bus shelters so that they help to identify the gateway to the downtown and the connections between transit modes. Streetscnpe enhancerrients 11-8 f,'I!%.,-.. .__._ - Sr LC=i.G� 'P r. H 0 P K I N S I'aci ,IiK4, ii ER'E >) Develop a local circulator service to move people between the LRT station, Mainstreet and employment centers (i.e.. Excelsior Crossing). BIKE CONNECTIONS Opening Day improvements: » Establish a new dedicated cycling connection between the Lake Minnetonka LRT Regional Trail and Minnesota River Bluffs LRT Regional Trail via 8th Avenue. n Provide bike parking and enhanced cycling amenities such as an air pump, drinking fountain, repair stand, bike lockers, Mice Ride facilities, and wayfinding signage just north of the LRT platform in the station plaza. Long -Term Improvements: » Consider a bike sales/rentals, service facility, or businesses near the station. KISS AND RIDE Opening Clay Improvements: » Accommodate Kiss and Ride at the epstern end of the platform in a dedicated facility off of Excelsior Boulevard. STATION AMENITIES (Beyond SW LRTBase Project Scope) Opening Day Improvements: Wayfinding — include signage and wayfinding near the station area platform, the kiss and ride dropoff and along sidewa'ks and trails near the station. Provide an information kiosk with maps and information regarding local businesses and regional transit, trails, etc. » Seating -- provide comfortable and durable seating near the station platform. » Lighting— provide adequate lighting for the safety of transit users near the station platform, in the public plaza, and near the kiss and ride dropoff. » Plaza — provide a large and flexib'R public plaza area near the station platform, between the LRT line and Excelsior Boulevard to provide transit users with a paved area to gather, queue for trains, and move about the station area. » Bike Facilities — provide bicycle parking, lockers, and bike sharing facilities in a highly visible area near the station platform. >r Provide drinking fountains in the station area plaza. 7> Public Art — provide public art in the station area to create an identity along Excelsior Boulevard. Integrate public art goals with the 8th Avenue ARTery design concepts. DEVELOPMENT POTENTIAL Opening Day Improvements: The property at 8th Avenue and 1st Street S. is currently under development and will be complete by the Spring of 2014. » Redevelopment of the property bounded by 8th Avenue, 1st Street, and Excelsior Boulevard is anticipated by opening day. Long -Term Improvements: ? See the "Development Potential" discussion on page 11-16 for more on long-term development opportunities. UTILITIES » See the "Station Area Utility Plan" beginning on page 11-18 for all utility recommendations. 11-9 FIGURE 11-9 ACCESS+CIRCUL:ATION PLAN 2nd St N 1st a +y' RE o CD 9st St 5 X01 7th r , _ 11-10 i' • _ i _ . Jj_ ",r HCPKENS - Irl ,NPT. _ K,- - _.. � IS,I 1 iRTPLATFORM 0- FREJGHTLINE ® PEDESTRIAN EXISTING CONNECTION S RIAN PEDEOSED(DCONNECTION *�► iRT ifNE '4"�� NEW ROADWAY EXISTING BIKE otio PROPOSED(DASHED) CONNECTION BIKE CONNECTION BUS STOP KISS AND RfDE 0. EXISTING MULTI USE CONNECTION PROPOSED(DASHED) MULTI USE CONNECTION PARK AND RIDE _ _ _ _ - ; EXISTING WALKSHED .. _ _ _ _ : FUTURE WALKSHED{WITH TSAAP IMPROVEMENTS) 11-10 i' • _ i _ . Jj_ ",r HCPKENS - Irl ,NPT. _ K,- - _.. � IS,I FIGURE 11-10 57ATION AREA IMFRO\e EMENTS LRT PLATFORM r FREfGHTLJIVE Potential BUSSTOP VIQ V BUS SHELTER Redeveicpment i-AAAX-1 �g Site (Z40&ms) A T INFRASTRUCTURE Mainstreet potential Redevelopment fi MUtTFUSEPATH PARK AND RIDE NEW CROSSING/ 17-mrs mw CROSSING IMPROVEMENT • NEWSIGNALIZED Potenbai She (0 40Acjs Redeveiopma Potential C) 0 INTERSECTION W S e (0 69A cm, Redevelopment Site (1.00 Acres) potential- --- ----- qedevajopinq,4 Idevelopmept air i0 81 Acik) ist St S 1---- ---- -------------- entlai ett deveop m 5� ge 75An(u_ ! 10_"11�1,1111 r10 LRT PLATFORM r FREfGHTLJIVE Potential BUSSTOP — — — ..NEWRCA0WAY BUS SHELTER Redeveicpment i-AAAX-1 = Site (Z40&ms) A T INFRASTRUCTURE potential Redevelopment fi MUtTFUSEPATH PARK AND RIDE deveop m 5� ge 75An(u_ ! 10_"11�1,1111 r10 LRT PLATFORM r FREfGHTLJIVE C*3 BUSSTOP — — — ..NEWRCA0WAY BUS SHELTER deveop m 5� ge 75An(u_ ! 10_"11�1,1111 r10 jj 1I;j jjj f BIKE PARKING 0 WAYFINDING NEWSIDEWALKI r POTENTIAL C*3 SII)EWALK IMPROVEMENT — — — ..NEWRCA0WAY PLAZA SPACE/BUILDING ....... ON STREET BIKE STREETSCAPE INFRASTRUCTURE fi MUtTFUSEPATH PARK AND RIDE NEW CROSSING/ KISS AND RIDE CROSSING IMPROVEMENT • NEWSIGNALIZED C) 0 INTERSECTION jj 1I;j jjj f BIKE PARKING 0 WAYFINDING PUBLIC ART OPPORTUNITY r POTENTIAL L. DEVELOPMENTSfTE PLAZA SPACE/BUILDING SETBACKAREA FIGURE 11 1 CQEN AG DAY STATION AREA IMPROVEMENTS Mainstreet 41 ' • r • J f:J�1R�iii� ■ 1 • • ' • • B 1stStS • - • � " j � Pofertia! 4edevalopment Site (2 40 Acresl nor r, k LRT PLATFORMNEW SIDEWALK/ „• — — NEW ROADWAY SIDEWALK IMPROVEMENT 11-1, - U '� HOPKINS -. , .. L--:� BIKE PARKING 0 WAYFINDING G=►1 ON STREET BIKE • •'1 POTENTIAL FREIGHT LfNE DEVELOPMENT SITE STREETSCAPE INFRASTRUCTURE BUS STOP k° MULTIUSE PATH PARK AND RIDE N EI BUS SHELTER KISS AND RIDE OSSINGIMPR CROSSING IMPROVEMENT • NEWSIGNALIZED °c INTERSECTION 11-1, - U '� HOPKINS -. , .. L--:� BIKE PARKING 0 WAYFINDING G=►1 PUBLICARTOPPORTUNITY • •'1 POTENTIAL f-• — • J DEVELOPMENT SITE PLAZA SPACE/BUILDING SETBACK AREA THIS PAGE INTENTIONALLY LEFT BLANK Opening Day Improvements The following tables and diagrams outline the proposed improvements to be impfeme;'•ted in advance of SW LRT's opening day in 2018. Table 11-1 and Figure 11-12 show opening day improvements that are part of the SVJ LRT anticipated base project scope; these improvements w'Il be part of the overall project cost for construction of the LRT iine. Table 11-2 and Figure 11-13 include opening day improvements that are recommended as part of the Southwest Corridor Investment Framework and are beyond SW LRT's anticipated base project scope. TABLE 11-1. SOUTHWEST LRTANTICIPATE D BASE PROJECT SCOPE -OPEN ING DAY STATION AREA IMPROVEMENTS ,.._.,_..._ w KEY A LRT Platform South of Excelsior Blvd, east of 8th Ave Includes related L7 ;i.-ra_`.ructure B Kiss and Ride East of station platform, along south of Excelsior Blvd Off-street loss dnd ride area C Bus Facilities On Excelsior Blvd East :round bus bay (2 bus rcr!r_,;, west i bus bay ll bus route} 0 Bus Facilities Near Excelsior Blvd Potential bus driver facility E Intersection Enhancement Excelsior Blvd and 8th Ave Curb e,:tersic % ainc crosswalk improvements on Excelsior Blvd (east side of In' ersectson only) F Sidewalk/Trail Excelsior Blvd (8th Ave to kiss a . • `d,_ N : , ~, l ' ew sidewalk on south side of Excelsior Blvd G Sidewalk/Trail At 8th Ave and regional trail crossing Reconstruction of regional trail arid crossing H Public Plaza Between station platform attd Excelsior Blvd New plaza (includes landscaping and ped access to station platform) I Bike Facilites Near station platform Allowance for bike storage J Wayfinding Near station platform Allowance K Landscaping Near LRT Allowance L Stormwater Management'" Varies Allowance M N i hires" _ Uth? es'T Varies Varies — Adjustment of existing utilities with,n ect f.r::3s — - New nater service and fire hydra : to : r.ariun _ C' TABLE 11-2. SOUTHWEST CORRIDOR INVESTMENT FRAMEWORK (TSAAPJ - OPENING DAY STATION AREA IMPROVEMENTS PLAN KEY IMPROVEMENT eJECT LOCATIONfT Ciose of frontage road at Sth Ave Primar, 1 Roadway Excelsior Blvd frontage road at 8th Ave 2 Streetscape 8th Ave, Excelsior Blvd to tvlainstreet I Includes ^1: i-vay, sidewalk, bike lanes, tree plantings, streetscape fur:; ! i1S Fghting and ped crossing improvements ncluc'es tr,_ plantings st e?t c'pe furnishings, lighting 3ecc.^,: r}-� 3 Streetscape 5th Ave, Excelsior Blvd to Mairstrect impre--"IEc is 4 Streetscape Alorg Porth side of Excelsior Blvd and Frontage Road, 7th includes sdewalk, tree nle N treetscape furnishings, iighcng Secy : nr, Ave to 8th Ave ;n,pr, e ,eats - —i 5 Streetscape Along south side of Excelsior Blvd, kiss and ride to 5th Ave Includes sidewalk, tree plana: ,, and streetscape furnishing Se::;;t., :ry improvements fi Sidewalk/Trail Along north side of Excelsior Blvd Frontage Road, 5th Ave sidewalk and ped crossings to 7th Ave 7 Pedestrian At Excelsior Blvd and 5th Ave Pedestrian crossing markings, remcval of rf Dr; r�i.n:: , crossing 8 Pedestrian At Exceisior Blvd and 8th Ave Pedestrian crossing improvemen's- west s ^ c`. •t r: e^_ ion Primary crossing 3 Public plaza Between station platform and Excelsior Blvd Piaza ,paving , landscaping, lighting, furnishings and ie'ter Primary (beyond SPO improvements) 20 Bike FacilitiesPublic plaza Bike parking, lockers, pumping station and bike snare Faci.,:res Primary (beyond SPO improvements) 11 Landscaping East of public plaza along Excelsior Blvd to 5th .Ave Small park, landscape ienpre,,ements (beyond SPO improvements) Secondary 12 Public Art At Excelsior Blvd, 8th Ave, and public plaza Inch; ;e nublic art along 8th Avenue, intersection of 8th Ave and Primary E,relsror Blvd and in the public plaza rid, a, f r '-.g ar.j .age (be,,ond SPO improvements) Cor, s,; ;;c 3 ' i.. , 'i :: sr .. Nater main south of 1st street 13 Wayfinding Along 8th Ave, public plaza and Excelsior Blvd at 5th Ave Primary 14 Water Along 8th Ave Primary and g ,`.ct; ,v ,`, . ...r r.,rth of 1st street with roadway 1114 V,r.j;:E> PCLl� - 5f L_`UiS '-I ' HOPKINS l!', �0_-! FIGURE 11-12. SOUTHWEST LRT ANTICIPATED BASE PROJECT SCOPE -OPENING DAY STATION AREA IMPROVEMENTS 1st St s ❑o �X�els+oK ,61,4d S p CD Lr) FIGURE 11-13. SOUTHWEST CORRIDOR INVESTMENT FRAMEWORK (TSAAP) - OPENING DAY STATION AREA IMPROVEMENTS Mainstreet t"={ r~ e t � fn fn Cn w as -caa � �s a 1st st Srip ;"-- - a JLX �X�els�°Y 5�ud 5 Fl 11 mi�" 13 PRlMARYPRlORlTY ® SECONDARYPRIORfTY f- 11-15 11-15 Mainstreet ❑ :r 7 st St S Ln Lo f- 11-15 11-15 Development Potential OVERVIEW Downtown Hopkins has a strong sense or place and can benefit greatly with new redeve.opment along 8th Avenue that provides better connections between the station and Mainstreet, the heart of downtown. Underutilized sites along 8th Avenue and Excelsior Boulevard have been identified for potential mixed- use redevelopment. Redevelopment of these sites has already begun and more can be expected to follow in the short- to mid-term. Development opportunities south of the station are very limited. Land uses, healthy businesses, large parcels and block sizes, and lack of connectivity through this area limit its redevelopment potential. Key challenges that should be addressed to facilitate long-term development potential include station connectivity, particularly the pedestrian crossings along Excelsior Boulevard at 8th and 5th Avenues. 8th Avenue is the lifeline connecting the station to Mainstreet. The City of Hopkins recognizes this and has already begun design efforts to improve the streetscape along 8th Avenue (the ARTery), incorporafrg better pedestrian and bicycle facilities, as well as a major statement of public art. LAND USES High-density, mixed-use, transit -oriented development is likely to occur near the Downtown Hopkins station. Future land uses in the Downtown station area should consist of high-density residential, office, hotel, and retail uses. PLANNING STRATEGIES Strategies that should be considered to facilitate future development in the station area include streetscape improvements and pedestrian crossings along roadways connecting the station with potential development sites, local destinations, and neighborhoods, particularly on Excelsior Boulevard, 8th Avenue, and 5th Avenue. Complete the City plans for 8th Avenue ARTery streetscape improvements and enhance pedestrian crossings at 8th Avenue and Excelsior Boulevard. Investigate the use of financial incentives for the rehabliitation of buildings in the historic district through the Federal Historic Preservation Tax Credit program. FIGURE 11-14, POTENTIAL DEVELOPMENT SITES Winstreet io W.- J, - 1st 5t S 11-16 � F. = HOPKINS ' _ ;., FUTURE LAND USE. RETAIL & OTHER COMMERCIAL 0 OFFICE MIXED-USE RESMENTIAL OPENING DAY DEVELOPMENT POTENTIAL Ivey Considerations for Change and Development Over Time The evolution of station area over time should focus on » Incorporate a visitor center and bicycle sales, rentals, service strengthening the connection between the station and center near the LRT station platform. Mainstreet through a series of public realm improvements » Incorporate a higher level of wayfinding and signage at the and new mixed-use development. Key considerations should station to direct pedestrians and cyclists to Mainstreet and include: the areas numerous trail networks. BUILT FORM AND LAND USE » Design 8th Avenue as a Complete Street with enhanced' s> Introduce a greater mix of uses , and medium to higher pedestrian amenities and dedicated cycling facilities density development throughout the station area but with a connecting the station north to the Lake Minnetonka LRT particular focus along 8th Avenue and facing onto Excelsior Regional Trail. Boulevard. » Design new buildings to enhance pedestrian access by orienting them towards the street and locating them as close to the street line as possible. » Incorporate active street level uses on buildings facing 8th Avenue in order to extend retail activity between Mainstreet and the station. » Ensure new development preserves space for the creation of a direct mid-biock connection between the farmers market and 8th Avenue. » Consider the formulation of design guidelines for the Hopkins historic commercia4 district to encourage the preservation of its distinctive character. PUBLIC REALM » Introduce a public plaza adjacent to the station which can act as a receiving point for passengers walking to the station or transferring to the LRT by bus, bike, or car. » Design the public plaza with a mix of hard and soft landscaping and generous tree planting. » Extend elements of the public realm treatment from the station plaza north along 8th Avenue to Mainstreet and explore opportunities for the inclusion of public art along this route to emphasize the connection. » Integrate the design of bus and passenger pick-up and drop- off facilities into the overall design of the station plaza so that they do not detract from the design of the plaza. MOBILITY » Remove channelized turning lanes and initiate intersection improvements at Excelsior Boulevard and 8th Avenue to improve safety for pedestrians walking between the station and Downtown Hopkins to the north. Accommodate retail and short term parking on -street or in shared parking facilities to minimize the construction of single -use parking areas. » Minimize the impact of parking and circulation on pedestrians by locating parking below grade or to the rear of new buildings, and consolidating access and service drives. » Limit vehicular access points along Excelsior Blvd. and 8th Avenue. Actwe downtown street level uses New mixed-use devefoorneri Public plaza example Station Area Utility Plan OVERVIEW The station area utlity plan and strategies recommended below were developed by considering future transit - oriented development within the station area, as depicted by the Station Area Improvements Plan (Figure 11-10). Hopkins will need to apply these localized recommendations to the city-wide system to ensure that, the potential develop me nt/redevelopment will not be dmited by larger system constraints. Existing models or other methods each city uses to model these systems can be used to check for system constraints in the station areas. Hopkins should also consider reviewing the condition of their existing utilities in the station development area. The station construction would provide Hopkins an opportunity to address any utilities needing repairs. Once the larger system has been reviewed for system constraints, Hopkins will be able to accurately plan for necessary utility improvements in their city Capital Improvement Program (CIP). All utilities located beneath the proposed LRT rail or station platform should be encased prior to the construction of these facilities. The cost associated with encasing these facilities is assumed to be a project cost and is not included in potential improvements identified for the City of Hopkins CIR APPROACH Utility improvement strategies are outlined in this report for the ultimate station area development (2030), as well as improvements which should be considered prior to opening day anticipated in 2018, Although recommendations are categorized in one of these two timeframes, Hopkins should we gh the benefits of completing more or less of these improvements as land becomes available for future development. Hopkins should take the utility analysis a le* further and model future utilities in their city utility system models. The proposed development and redeveiopment areas were evaluated based on Metropolitan Commission Sewer Availability Charge (SAC) usage rates arid estimated flows. Estimated flows for one possible development scenario in this area jnd�cate that internal to the station area, no more than eight inch pipe are necessary to serve the mix of proposed and existing development. Each utility system should still be reviewed to identify capacity and demand constraints to the larger system associated with increase in flows from the proposed developments and existing developments in the area. Hopkins should anticipate the construction of new municipal utilities in conjunction with new or realigned roadways. 11-18 G L � S L 0 0 P A D P K I N S GENERAL RECOMMENTATIONS - SANJARY SEWER Sanitary sewer recommendatons for station area improverrierts lnclude opportunities for Hopkins 'o `nprove the existing sanitary sewer network, withw;t recelr�ar;ly replacing existing sanitary sewers. When recommend a _�4 ' 0:-S for "improving" existing sanitary sewer are noted, Ho ' :)ki.is should corisider the level to which each specific sewer shou'd je improved. Methods of improvement cou"J inc�ude� lining the existing sewer, pipe joint repair, sewer -nanl-cle repair, relocation, and comp�ete replacement. The followIng items should be evaluated prior to opening day of the station, although acton may not he required until necessary for development: . Televising existing sewermains in the staton area and proposed development area to determine '�.e condition of the sewer mains, susceptibility for backups or other 'Issues and evaluate for Infiltration and Inflow (1&). Locators of known I&I. If previous sewer televising records, city maintenance records, or an I&I s',;dy have shown problems, the city should conside,- taking measures to address the problem. The age and material of existing gravity and/or forcemain sani'ary sewer in the identified station area. if the lines are older than the mater�a!'s typical des' -f- life or materials which are suscept3le to corrosion relative to soils in the area, the city should consider repairing, lining or replacing the mains. Locators of known capacity constraints or areas where city sewer modeis indicate capacity issues. If there are known limitatons, the city should further evaluate the benefit of increasing pipe sizes. City sewer system models fexisfing and future). A review of these models with future development would assist Hopkins I n determinirig if sewers in the project area should be !rcreased to meet existing or future city system needs. n Fxisdng sewer pipes shou�d be relocated or encased ln areas where they cross or are immediately adjacent to the LRT line/station, GENERAL RECOMIMENDATIONS - WATER MAIN Water main recomrendations for station area improvements also include oppor.u�-hies for Hopkins to improve the existi.-g water system network. Creating loops in the network can help prevent stagnant water from accumulating along water main stubs, and creating ioops of similar sized water main provides the city a levet of redundancy in their water network. Redundancy helps reduce the impacts to t,ie community during system repairs, and also helps stabilize the pressure in the network. The following items should be evaluated prior to opening day of the station, although action may not be required until necessary for deveGopment: » The age and material of the existing mains in the identfied station area. If the mains are older than the materials typical design life or materials which are susceptible to corrosion relative to soils in the area, the city should consider replacing the main. » Locations of previous water main breaks. If water main breaks repeatedly occur in specific areas, the city should consider replacing or repairing the main. >s Locations with known water pressure issues or areas where city models indicate low pressure. If there are known limitations (for either fire suppression or domestic uses), the city should further evaluate the benefit of increasing main sizes. » Locations with known or potential water quality issues. If there are mains known to be affecting the water quality (color, taste, odor, etc.) of their system, Hopkins should consider taking measures to address the problem affecting water quality. » City water system models (existing and future). A review of these models with future development would assist Hopkins in determining if mains in the project area should be improved to meet existing or future city system needs based on demand constraints. » Existing water main pipes should be relocated or encased in areas where they cross or are immediately adjacent to the LRT line/station. GENERAL RECOMMENTATIONS —STORM SEWER Local storm sewer improvements are recommended to be completed in conjunction with other improvements in the station area. Improvements which will likely rept,.re storm sewer modifications include: roadway realignments, roadway extensions, and pedestrian sidewalk/street scape improvements. Storm sewer improvements may consist of: storm sewer construction, manhcle reconstruction, drain tie extensions, storm sewer relocation, and complete replacement. These local storm sewer improvements are included as part of the overall cost of roadway and streetscape improvements recommended :n this plan. Where roadway/streetscape improvements are part of the SW LRT anticipated base project scope, associated storm sewer improvements are ass-.7ed to be a project cost. Hopkins should also consider coordinating with the local v.,atershed c'is'_rict and other agencies to review the condition of and capacity of ex`sting trunk storm sewer systems serving more regional surface water needs. STORMWATER BEST MANAGEMENT PRACTICES There are numerous stormwater best management practices (BMPs) that can be used to address stormwater quality and quantity. As part of this project, BMP guides were developed for four stations (Royalston, Blake, Shady Oak, and Mitchell) which exemplify the range cf development intensity and character in the urbanized environment along the Southwest LRT Corridor. The recommendations and practices identified in each of the four BMP guides are applicable to various stations along the corridor. Potential stormwater management strategies for this station area may be similar to those shown in the BMP guide for the Blake station (see p. 10-28). Hopkins should consider implementing applicable best management practices similar to those in the Blake station BMP g_: de. Stormwater management recommendations should be constructed in conjunction with public and private improvements and future development/ redevelopment in the station area. - .T I. _ - 11-19 Station Area Utility Plan (Continued) STAPON AREA UTILITY RECON-IMENDAT ONS Utility recommendations (illustrated in Figure 11-15) are based on a localized anafysjs of proposed development, It is recommended that the City of Hopkins take this analysis a step further and review system constraints to the existing a: -,d `uture sanitary sewer and water main systems using existing sewer CAD or water CAD models, or other methods of modeling these systems. Opening Day Recommendations: 1. Encase existing sanitary sewer crossing the LRT rail construction. 2. Encase existing water main crossing the LRT rail construction. 3. Install fire hydrant to serve station area and plaza. 4. Construct 12 -inch minimum trunk main in conjunction with reconstruijon of 8th Avenue S. south of 1st Street S. 5. Construct 8 -inch minimum water main in conjunction with reconstrution of 8th Avenue S. North of 1st Street S. 11-20 FiGUIR.E 1,11-15 STATION AREA UTILITY PLAN _ Mainstreet P4 l' L.- 'X ` � � �-'- r n ' �-"• is �► .. _ G Q.. �, •fes' „ s .�- 13* a J'; t =� '- a' 0 1stst_ SII,, syp4 'BIN 1 Oth Ave N _ I I '1; L, 1 _i r OPENING DAY RECOMMENDATION ® LONG-TERM RECOMMENDATION SERVICE SANITARY SERVICE WATER MAIN LOCAL SANITARY LOCAL WATER MAIN EXISTING UTILITIES - TRUNKSANITARY TRUNK WATER MAIN - - - PROPOSED UTILITIES - MCES SANITARY INTERCEPTOR WATER TOWER SANITARY SEWER FORCEMAM OFTSTATION .� S P L.E IINIl- E'NT''0NAL'_'i LE 11-22 J' - H©PKINS ilk. .4 r - In Y- IN .4 v w" 0 SOUTHWEST CORRIDOR INVESTMENT FRAMEWORK TRANSITIONAL STATION AREA ACTION PLAN �HK Hennepin g i Illoisington Kocgler Group Inc. www.swlrtcammunityworks.org ABOUT THIS CHAPTER: The Transitional Station Area Action Plans are the product of a Hennepin County led effort to help communities along the Southwest LRT corridor prepare for SW LRT's opening, day in 2018 and beyond. An individualized plan has been created for each of the 17 stations in the Southwest corridor, each plan comprising a chapter in the larger Southwest Corridor Investment Framework. The station area action plans suggest ways to build on local assets, enhance mobility, identify infrastructure needs, and capitalize on promising opportunities for development and redevelopment near each station. Plan Components: INTRODUCTION 12-2 A brief overview of the station location and its surroundings WHERE ARE WE TODAY? 12-4 A description of existing conditions in the station area, incivaing: » Land Use » Transit Connections > Access + Circulation Issues (Bike, Ped, and Auto) infrastructure Needs WHERE ARE WE GOING? 12-8 This section presents a number of recommendations for the station area in anticipation of opening day needs and the long-term TOO environment. This includes: Access + Circulation Plan >� Station Area Site Plan Infrastructure Pian Development Potential „ Summary of Key Initiatives Introduction Z a� o ny � a _ Lgyh91s+� 'PRO 5."' , a �y��F y • l9H Ilk, SygFFT �F�o? �iFy�4 1;0 0 y00 . Ji F OA �'ti foF2 C Cr OA y'F tiT �sr 3 s0 ��roy Gry� rayl ��F SHADY OAK STATION WITHIN THE CORRIDOR: An important gateway to the Southwest Corridor that provides access to a mix of employment and residential areas as well as destinations along the Minnesota River Bluffs LRT Regional Trail. EMPLOYMENT The Shady Oak station is the northernmost Employment station (see Place Types discussion begirr.ing on p. 1-19) along a string of five employment focused stations which extend from Downtown Hopkins in the north to the Eden Prairie Town Center in the south. It is the most industrial among these stations and the closest to an urban center (Downtown Hopkins), As with many of the employment place types along the Southwest Corridor, the area today is not pedestrian -friendly, with a circuitous street network, large Jot sizes, and buildings set back from the street, Furthermore, the lack of employee -serving amenities such as restaurants and daycares means that employees need to travel by car to access these services. NEIGHBORHOODS The area contains a sizable residential component immediately to the north of Excelsior Boulevard, within walking distance to the station. For these residents, their primary access route wiil be along 17th Avenue. TRAIL CONNECTIONS The Minnesota River Bluffs LRT Regional Trail, which links downtown Minneapolis to the western suburbs, passes through the middle of the station area. The trail, in addition to nearby Shady Oak Beach, will make the station an important trail and open space connection along the corridor. OTHER DESTINATIONS Located at the northwest edge of the southwest LRT alignment, the station will be an important receiving point for park and ride commuters coming from the west along Highway 7, from the south along S'^ady Oak Road, and from the north along 1-494. Given the station's employment focus and relatively central location along the corridor, Shady Oak station has also been identified as the preferred location for an operations and maintenance facility for LRT vehicles. 12-2 1"'E A Si �,� 110PKIN5 i�,1IIN11ET0 KA� E�12 1k€� FIGURE 12-1. SHADY OAK STATION AREA- LOCATOR MAP i AMENITIES I11 Q CENFAAL PARK 91 SHADY OAK LAKE ❑� SNADY OAK BEACH P R ® PROPOSEDOMFSIT -UM ST aFil I ~�---- ,j CELs,��aLr: HO KNIN��N I ---------------------- srAriaN SHADY OAK STATION:* � - r n i� [_I NON-PROFITINSTITUTION(+ PARKS&OPEN SPACE ___I CITYBOUNDARY 0— PROPOSED SOUTHWESTLRT LINE 0 EOOCATIONINSTITUTION PtACE OF 'WORSHIP —EXISTMRAIL WdE ® RETAIL/ENTERTAINMENT Td HiSTORIC PROPERTY _:10-MINUTEWALKSgED DESTINATION `0 112 MILE STATIONRGDIUS N0TF 10-minutewo,r. sig[; , . uSjn+g Only the PXYS!ia� ^ s=c�rN �]lke't roll /1�Et49 ak- SME uioSSary loo ma 4 ah ed assuwpno, s ona In "Thou - `. . SHADY OAK STATION AREA TODAY: Station Location The Shady Oak station is located about a quarter -mile south of Excelsior Boulevard and about a quarter -mile east of Shady Oak Road. The proposed station platform is located in the middle of a large industrial area. This station is challenged from a visibility and access perspective. Currently there is no public access to the station location. Access to this station will require land acquisition and a new roadway extension of 17th Avenue from Excelsior Boulevard to K -Tel Drive. The Minnesota River Bluffs LRT Regional Trail runs alongside this station. Nearby destinations include Shady Oak Lake/Beach and Hopkins Pavilion. The Shady Oak station is anticipated to serve Iota# businesses and residents to the north of Excelsior Boulevard and west of Shady Oak Road, as well as Hopkins' Westbrooke neighborhood to the south of the station. The need to acquire parcels for station access presents the potential for redevelopment near the station. Minnesota River Bluffs LRT Regional Trod Existing light industrial Exisiang light industrial W The fallowing section describes the station area's EXISTING CONDITIONS, including the local context, land uses, transit and transportation systems, pedestrian and bicycle facilities, assets, destinations, and barriers to accessing the station. This analysis of current conditions presents key issues and opportunities in the station area and informs the recommendations for future station area improvements. NOTE. Existing conditions maps are based on data provided by Hennepin County and local municipalities. The data used to create each map is Collected to varying degrees of accuracy and represents infrastructure and conditions at varying points in trine. Actual conditions may vary slightly from what is shown. Lair Use The surrounding land uses are predominantly industrial and commercial near the station, with a mix of residential and retail uses further from the station. The City of Hopkins Public Works Facility and Central Park are to the north of the station on Excelsior Boulevard. Mainstreet and its mix of retail and housing uses is located about a half -mile to the north and could be accessed along 17th Street. Shady Oak Lake is located about a half -mile from the station to the southwest, alongside Shady Oak Road. FIGURE 12-2. EXISTING LAND USE t v i- - 76',:7 .1 , DWNTOw SHADY OAK q STATION------------- ---- � If i yt t i p.ra z 6111Fu Q5INGLEFAMILY DETACHED RETAIL &OTHER COMM. OINSTITUTIONAL SINGLE FAMILYATTACHED 0 OFFICE d PARKS & PRESERVES UULTIFAMILY MIMMED USE INDUSTWAL =RAILWAY ® MIXED USE RESIDENTIAL _ MIXED USE COMM. & OTHER Q UNDEVELOPED D INSTITUTIONAL =INDUSTRIAL & UTILITY DOM Source: Vetropc',',_n cou ICO 12-4 =.i 'E'. CL :T. LIJ 5 i'F, H 0 P K I N S MINNETONK.a N •= PROPOSED SOUTh NEST LRT VNE EXISTING RAIL LINE :-_; 1D-MWUTE WALKSHED O 1/2 MILESTATIDN RADIUS 'L'—. -j CITYBDUNDARY FIGURE 12-3. EXISTING ROADWAY NETWORK - + r - [- 1�4N!T ,n DOWNTOWN HOPKINS.9 _ •,----------------------- STATION TATfO e � � + SHADY OAK % SWO a ,` Wn fr [------- -- f + r- - - - - STii ST S r 9� e Th STS t 15 n to 7� r INTERSTATE CSAH/C0UNTYROAL7 ►= FRUPOSEDSOUTHNESTLRTL}M€ U.S. HIGHWAY LOCAL/CITYSTREET *EX!STINGBARLINE STATEHIGHWAY .__; 10-MIMUTEWALKSHED RAMP O 112 ME STATION RAYUS L:--] CITYBOUNDARY Data Source: Herrnep+n County FIGURE 12-4. EXISTING TRANSIT t :MAIN STS - DOWNTOWN _ N$- -------------------------- -------------------`SHADY SHADYOAK L ---------------- ----r7TH 7THST S r� 1 �= EXiSTfN6BUS LINE r= PROPOSED SOUTHWESTLRT,6E i s EMSTIN68USS70 — EXISTrMGRAIL LINE •— `' •s�A 10 -MINUTE WALKSBED O 1/7 MLLE STATiOM RADIUS j:_j COBOUNDARY Roadway Network The roadway network near the Shady Oak Station is limited. The mostly industrial area is characterized by large block sizes and few roads. Currently, there is no roadway access to the proposed station location. Land acquisition will be required to extend 17th Avenue from Excelsior Boulevard south to the station and eventually further south to K -Tel Drive. Excelsior Bo;.'rvard, an important and busy east -west ar:e-ial, runs about a quarter - mile to the north of the station. Shady Oak Road, an important north -south arterial, runs about a quarter -mile to the west of the station. Transit Bus route #12 runs on Excelsior Boulevard, Shady Oak Road and 5th Street. The closest bus stops are located on 5th Street and Excelsior Boulevard. - 1 12-5 Sidewalk, Trails and Bikeways The existing sidewalk system near the station is very limited. Large blocks sizes and a limited roadway network inhibit pedestrian access to the station. Sidewalk improvements alongside existing and new roads will be critical to provide better access to this stafon. The Minnesota River Bluffs LRT Regional Trail runs alongside the station platform and connects with other trails running along 11th Avenue and Shady Oak Road. These are important trail connections to surrounding residential neighborhoods. Existing Sanitary Sewer Sanitary sewer infrastructure consists of a collection of gravity flow sewer mains, lift stations, and pressurized forcemains that transport sewage to a wastewater treatment plant (WWTP). An efficient collection system has the capacity to accommodate all of the existing 4and uses within its particular sewershed. Beyond capacity, the material and age of pipes within a system can also impact a system's effectiveness. Sanitary sewer infrastructure within the project area is typically maintained by either by the City of Hopkins or the City of Minnetonka or by the Metropolitan Council Environmental Services (MCES) Division. MCES maintains a series of interceptor trunk sewers which collect sewage at key locations and convey sewage across community boundaries to regiona4 WWTPs. Both the VICES Metro WWTP and MCES Blue take WWTP sewer sheds extend to the station area. FIGURE 12-5. EXISTING SIDEWALKS, TRAILS, AND BIKEWAYS JILA r�J NTOWN 4 +. Dow ----------------------' r ysarinN F SHADY OAK ' STATION=* ' F----------- , F 7TH 515 o s yj' U F EXISTING REGIONAL TRAILS t= PROPOSED SOUTHWEST LRT LINE �• EXISTINGLOCAL TRAILS (BIKE ROUTES) ^�+M'+EXISTING RML LINE PLANNED TRAILS—_; 10-MINLITE N'.ALKSHEO --- EXISTING SIDEWALKS `Q 112 MILE STATION RADIUS L- CITY BOUNDARY FIGURE 12-6. EXISTING SANITARY SEWER - F f W � a 4 - Y DOWNTOWN - I_-€XCELSIORSe ,H0PKINS.�` ----------------------,.__!- STATION � A ,r '- SHADY OAK ! STAT I O N- Y ' I F i Fo IS ' SERVECE-sa:xted&; 0= PROPOSEDSOUTNWESTLRTLINE LOCAL-aao-rrcn � MSTINGRAIL LINf — TRUNK-.A+Hcuona;&ATM _ "10-MINUTEWALKSHED FORCE MAIN O 112 MILE STATION RADIUS ■ LIFT STATION L--1 CtTYBOUNDAAY INTERCEPTOR HOPKINS - MINNETONKA ' ED i': F FIGURE 12-7. EXISTING WATER MAIN Existing Water Main _ Water main distribution systems serve ` to supply potable water to individual properties and to support fire suppression y throughout the community. A well- } m designed system can maintain adequate °° pressure to support demand of individual �L properties and provide high flow rates DOWNTOWN EXCELSIOR-MD HOPKIN.S:� to fire hydrants/fire suppression systems - ------ -------- ---' `STATYI' N in emergency situations. Because of the complexity of water distribution networks SHADY OAK and the importance of pressure, flow, and STATION-2 q water quality, City water system models _-___-__ .,are used to evaluate a system's adequacy. ' - -- STH STS The material and age of the system's water r' mains can also be factors in system breaks, leaks, and pressure and flow degradations. Water pressure and flow rates can be influenced by: the size of water main serving an area, proximity and elevation i C relative to a water tower, proximity to a t o' trunk water main with high flow capacity, ' if the main creates a loop, the demand of �. , .. adjacent land uses, and the condition of the main. SERVECE c y rsoauss 0= PROPOSED SOUTHWEST LOT LINE ++++ EXISTING RAIL LINE TRUNK. 10-MfNUTF WALKSHED r WATER TOWER O I!WIESTATION AAMS BJUI<DARY THIS SPACE INTENTIONALLY LEFT BLANK 12-7 The pians and diagrams on the following pages illustrate a range of recommendations for infrastructure improvements, station amenities, and potential redevelopment opportunities within the station area. The ACCESS AND CIRCULATION PLAN shown in Figure 12-8 p:— '22-: a high leve! view of how future transit, automobile, bike, and pedestrian systems will connect to the station area at -.,4 ':s surroundings. Figure 12-9 illustrates the STATION AREA IMPROVEMENTS that will facilitate access to ,and from the station and catalyze redevelopment in the station area. This includes opening day and long -terra station area ;Mprovements Figure 12-10 focuses ora OPENING DAYSTATION AREA IMPROVEMENTS only. These recommendations represent the improvements necessary to enhance the efficient function of the transit station, roadways, pedestrian and bicycle connections, and transit connections on opening day in 2018. Station Area Improvements The discussion below outlines a range of future station area improvements. While some of the identified improvements may be constructed as part of the LRT project itself, other improvements must be funded, designed and constructed by other entities and will require coordination between the City, County, and Metro Transit as well as local stakeholder and community groups.. ROADWAYS Opening Day Improvements: Focus on the extension of 17th Avenue from Excelsior Boulevard south to K -Tel Drive. This is seen as the lifeline to the station given that the station location is relatively isolated from current access and visibility today. 17th Avenue should be designed as a Complete Street, accommodating multiple modes of transportation (pedestrians, bicycles, vehicles). Provide gateway monuments at Excelsior Boulevard and 17th Avenuiry to identify the LRT station and provide wayfinding to the station. Long -Term Improvements: Additional future roadways may include roads to the west of the station platform, between Shady Oak Road and 17th Ave ­..e. Future roadways should be coordinated with and occur as redevelopment occurs on the southeast quadrant of Shady Oak Road and Excelsior Boulevard. This new road system will reduce block sizes, enhance connections to the station, and enhance redevelopment potential in the area. Transit -supportive uses should be promoted in the area. PEDESTR+AN CONNECTIONS Opening Day Improvements: along the north side of the station then follow 17th Avenue back to its existing alignment. Design and construct 17th Avenue as a Complete Street with sidewalks;, bike lanes, planting areas, lighting, seating, and signage. » Pave the regional trail to better serve bike riders and commuters, as well as connect residential neighborhoods and destinations with the LRT transit station. » Enhance pedestrian connections to Mainstreet through Central Park and along 13th Avenue South. » Provide pedestrian lighting along 17th Avenue, from Excelsior Boulevard to K -Tel Drive. Long -Term Improvements: » Focus sidewalk and streetscape enhancements along 17th Avenue, Excelsior Boulevard, K -Tel Drive, 11th Avenue, and 5th Street. r> Provide a pedestrian connection from the east of the station platform south to 5th Street. » Provide pedestrian connections when future roadways are developed between 17th Avenue and Shady Oak Road, BIKE CONNECTIONS » Focus sidewalk and streetscape enhancements along 17th Opening Day Improvements: Avenue, Excelsior Boulevard, and K -Tel Drive. » Provide bike lanes in each direction on 17th Avenue between » Enhance the pedestrian crossings across Excelsior Boulevard, K -Tel Drive and north across Excelsior Boulevard. particularly at 17th Avenue. » Provide bike parking, lockers, pump station, and bike sharing » Provide safe and convenient pedestrian connections to the facilities in a highly visible area near the station platform. Minnesota River Bluffs LRT Reg onal Trail. Realign the trail r> Provide bike connections to the regional trail. 12-8 ;?. HOPKINS - n INNETONKA p,7 -., ";E r _L _ .... Lang -Term Improvements: » » Provide on -street bike facilities (lanes, routes, signage, etc.) on local streets to better connect the station to nearby neighborhoods, businesses, amenities, and destinations. TRANSIT CONNECTIONS Opening Day Improvements: » Provide safe and convenient access to bus stops along Excelsior Boulevard. This should be achieved with sidewalks connecting the station platform to Excelsior Boulevard along 17th Avenue and within the park and ride lot. » Provide pedestrian lighting along 17th Avenue, between the two different modes of transit (bus and LRT). PARK AND RIDE Opening Day Improvements: F7 A near-term surface parking lot has been identified along the east side of 17th Avenue south of Excelsior Boulevard. (note raid- or long-term, structured parking should be considered on this site with associated redevelopment infill along 17th Avenue and Excelsior Boulevard). KISS AND RIDE » Provide a kiss and ride pull out lane along the access road just north of the station platform. STATION AMENITIES (Beyond SW LRT Base Project Scope) Opening Day Improvements: » Wayfinding --visibility of the Shady Oak station is challenged Include signage and wayfinding at the station area platform, the park and ride facility and along sidewalks and trails near the station. Inc#ude a gateway monument at Excelsior and 17th Avenue to orient transit users to the Shady Oak station location. Include wayfinding/public art along 17th Avenue. » Seating — provide comfortable and durable seating near the station platform, at the park and ride facility, and at nearby bus stop locations. Lighting -- provide adequate lighting for the safety of pedestrians, bicyclists, and motorists near the station platform, at the park and ride facility, at nearby bus stop locations, and near the kiss and ride dropofF. Plaza — provide a public plaza area near the station platform and park and ride facility to provide transit users with a paved queue area to wait for LRT trains, gather, and move about the station area. » Bike Facilities— provide bicycle parking, lockers, pump station, and bike sharing facilities in a highly visible area near the station platform. » Public Art — provide public art in the station area. Utilize the roundabouts to include public art and wayfinding to the station. DEVELOPMENT POTENTIAL Opening Day Improvements: » Sites along both sides of the 17th Avenue extension represent opening day development potential. East of 17th Avenue, the park and ride ramp facility could be developed with a wrap of office or mixed-use development facing Excelsior Boulevard and 17th Avenue. This park and ride site represents an opportunity for joint development. Along the west side of 17th Avenue, sites located in Hopkins also could be developed by opening day, » Sites located at the intersection of Shady Oak Road and Excelsior Boulevard could be developed by opening day. Long -Term Improvements: » See the "Development Potential" discussion on page 12-18 for more on long-term development opportunities. UTILITIES » See the "Station Area Uiiiity Plan" beginning on page 12-20 for all utility recommendations. - - __ 12-9 FI _:RE 12-8 ACCESS * CIRCULAT;ON PLAN y , q - in St �ist_ cc�,.. gyp( �. ;E, . • 4'st 8t #ord �+y. V_ Excelsior Blvd- Oloneer R r yy--- - - - - -- Church UiTIN r ' V y 9ar6ji Ln 4 Shady_Uak Lar �•� _ _ _ -� 5th St S '. IWF Site .,� 'th St S a D > ar 4 c%1 a u 7th St S r Landmark Trail EXISTING & PROPOSED WALKS HED SOURCE:. HENNEPIN &)P Sm I LRTPLATFORM EXISTING PEDESTRIAN PROPOSED(DASHEO) ��► FREIGNTLINE ® CONNECTION PEDESTRIAN CONNECTION —� LRTLINE "fNEWROAOWAV o EXISTING BIKE oho PROPOSED(DASHED) CONNECTION BIKE CONNECTION ® BUS STOP 4� KISS AND RIDE fi EXISTING MULTI USE PROPOSED (DASHED) .� CONNECTION ` MULTI USE CONNECTION iTH PARKAND RIDE EXISTING WALKSHED FUTURE WALKSEMO (VJ ,____„, TSAAPIMPROVENTS) 12-10 ;Er'' Lii � ST. L.O'JIS PARK • HOPKINS - MINNETCNI A _D: N n ^'alc FIC�RE _2-9 STAT ON AREA'VPn0`,`EPJFIVTS fn ZF Excelsior Blvd -------------- _.._.._.. .s..a�.. i 3 PotenSal Redeveiopment Site (8.79 Acres) � i f Potenb'st 1?ed0V0I0pmen1 i Site (2.23Acres; i LRTPLATFORM FREIGHT LINE �� BUS STOP r - BUSSHELTER ZF Excelsior Blvd -------------- _.._.._.. .s..a�.. i 3 PotenSal Redeveiopment Site (8.79 Acres) � i f Potenb'st 1?ed0V0I0pmen1 i Site (2.23Acres; i 773 BIKE PARKING ti �� NEWSIDEWALK/ r - POTENTIAL ` *m SIDEWALK IMPROVEMENT F-1PLAZA NEWROADVJAY u ON STREET BIKE STREETSCAAE INFRASTRUCTURE MULTI -USE PATH PARKAND RIDE NEW CROSSING/ KISS AND RIDE CROSSING IMPROVEMENT • NEW SIGNALIZED o INTERSECTION 773 BIKE PARKING WAYFINDING PUBLIC ART OPPORTUNITY r - POTENTIAL 1 - x -J DEVELOPMENTSITE F-1PLAZA SPACE/BUILDING u SETBACKAREA FIGURE 12-10 OPEN NG DAY STA -"ION 4,REA IMPROVEMENTS ................ LRT PLATFORM�JNEW SIDEWALK/ — — — — NEW ROADWAY SIDEWALK IMPROVEMENT ON STREET BIKE Lr ►1 PUBLIC ART OPPQRTUNITY FREIGHT LINE POTENTIAL i STREETSCAPE INFRASTRUCTURE p l S � �f PARKA NO RIDE NEWCR�SSING !♦ BUSSHELTER LRT PLATFORM�JNEW SIDEWALK/ — — — — NEW ROADWAY SIDEWALK IMPROVEMENT 12-12 o,:r-1L.� _ .;fS PARE`: • HOPKINS MININETONKA ..z-:.' .T � BIKE PARKING ON STREET BIKE Lr ►1 PUBLIC ART OPPQRTUNITY FREIGHT LINE POTENTIAL ��--J STREETSCAPE INFRASTRUCTURE SETBACKAREA BUS STOP MULTI -USE PATH PARKA NO RIDE NEWCR�SSING !♦ BUSSHELTER =� KISS AND RIDE CROSSING IMPROVEMENT • NEW SIGIVAL12ED INTERSECTION 12-12 o,:r-1L.� _ .;fS PARE`: • HOPKINS MININETONKA ..z-:.' .T � BIKE PARKING WAYFINDING Lr ►1 PUBLIC ART OPPQRTUNITY r• -•g POTENTIAL ��--J DEVELOPMENTSITE PLAZASPACE/BUILDING SETBACKAREA Conceptual. Street Sections The street cross section illustrated helow is conceptual and represents a potential feature streetscape condition, addressing facilities for a variety of transportation mcdes, streetscape amenities, and the relationship between buildings and the street edge. Further design and engineering work will be required to ersEure the streetscape is in compliance with C°ty and/or County design standards and needs. 17TH AVENUE (SOUTH OF LRT STATION) riteria.» Dimensional Criteria.- )>76 feet Right -of -Way Width >> 35 feet Pavement Width (2 -way) » 20'-30' c/c Street Tree Spacing » 6'-0" Sidewalk Width » 10'-0" Trail Width Design Features: Sidewalk (one side of street) » Trail (o~e side of street) » Street Trees/Plantings/Raingardens » Streetscape Furnishings (seating, planters, trash receptacles, bicycle racks) Signage/Wayfinding » Street and Pedestrian Lighting » Public Art » Pedestrian -Friendly Crossings (markings, countdown traffic signals, ADA features) FfGURE 12-11. CONCEPTUAL STREET SECTION - 17TH AVENUE (SOUTH OF LRT STATION) 12' B' �fcrnal Blvd Thru Lane Median Thru Lane Blvd Walk Trail 39' MA Conceptual Street Sections (Continued) The street cross section illustrated below is conceptual and represents a potential future streetscape condition, addressing facilities for a variety of transportation modes, streetscape amenities, and the relationship between bLMir.gs and the street edge. Further design and engineering work will be required to ensure the streetscape is in compliance w`ti Clity and/or County design standards and needs. 17TH AVENUE (!FORTH OF LRT STATION) Dimensional Criteria: » 76 feet Right -of -Way Width » 45 feet Pavement Width (2 -way) » 20'-30' o/c Street Tree Spacing » 6'-0" Sidewalk Width Design Features: » Sidewalks » Trail (east side of street) » Bicycle Lanes 5'-0") » Street Trees/Plantings/Raingardens » Streetscape Furnishings (seating, planters, trash receptacles, bicycle racks) » Signage/Wayfinding » Street and Pedestrian Lighting » Public Art » Pedestrian -Friendly Crossings (markings, countdown traffic signals, ADA features) FIGURE 12-12. CONCEPTUAL STREET SECTION -17TH AVENUE (NORTH OF LRT STATION) 6 10' Walk 81vd 5' 1 V 10' 11' 6' - 9' 6' Thru Lane Median Thru Lane Blvd Walk b 45' 7V I2-14 :- _ :l!:!1 HOPKINS - MINNET©NKA -'RA!-} r THIS PAGE INTENTIONALLY LEFT BLANK Opening Day Improvem.en#s The following tables and diagrams outline the proposed improvements to be implemented in advance of SW LRT's opening day In 2018, Table 12-1 and Figure 12-14 show opening day improvements that are part of the SW LRT anticipated base project scope; these improvements will be part of the overall project cost for constructiar, o the LRT line. Table 12-2 and Figure 12-15 include opening day improvements that are recommended as part of the Southwest Corridcr Irvestment Framework and are beyond SW LRT's base project scope. Table 12-3 (also shown in Figure 12-15) inc'Ldes locally requested "betterments"- or improvements that cites have requested to be included in the base project scope pending funal-ig availability. TABLE 12-1. SOUTHWEST LRT ANTICIPATED BASE PROJECT SCOPE - OPENING DAY STATION AREA IMPROVEMENTS PLAN IMPROVEMENT ' aLOCATION ` t KEY A LRT Platform South of Excelsior Blvd, north of Sth Street Includes related LRT infrastructure B Park and Ride North of station platform 500 stat# surface lot C Kiss and Ride North of station platform Dropoff area D Roadways New street -17th Ave From Excelsior Blvd to station platform, includes 2 roundabouts E Sidewalk/TraR Along 17th Ave, Excelsior Blvd to LRT station Sidewa k on both sides of street F Sidewalkjrrail Ezce€sior Blvd- 16th to 18th Ave Replace existing sidewalk on south side only G Sidewalk/Trail LRT station to 11th Ave Relocate regional trail and new surface H Intersection Enhancement 17th Ave and Excelsior Blvd Reconstruct signalized intersection I Bike Facilities Near station, platform Allowance for bike storage signage and wayfinding (beyond SPO i..=,orovements) Wayfinding Station ptatform and Pith Ave/Excelsior Blvd Allowance K Landscaping 17th Ave and park and ride lot Allowance L Water' within project limits Relocate existing water main M U lilies` Within project lints Adjfastment of existing utilities N Stormwater management` Within project limits Allowance TABLE 12-2. SOUTHWEST CORRIDOR INVESTMENT FRAMEWORK (TSAAP) - OPENING DAY STATION AREA IMPROVEMENTS TABLE 12-3. SOUTHWEST LRT LOCALLY REQUESTED BETTERMENTS - OPEPJING DAY STATION AREA IMPROVEMENTS PLAN KEY IMPROVEMENT PLAN KEY IMPROVEMENT PROJECT r aN PROJECT NOTES Enhanced planting areas/trees 1 Park and Ride North of station platform Primary 2 Sidewalk/Trail LRT station to K -Tel Drive Multi -use trail along east side of 17th Ave Primary 3 Sidewalk/Trail LRT station to K -Tel Drive Sidewalk along east side of 17th Ave Primary 4 Intersection Enhancement 17th Ave and K -Tel Drive New crosswakks Primary 5 Bike Facilities Near station platform Bike parking, lockers, pump station and bike share facilities (beyond SPO improvements) Primary 6 a., l n +:r g Station platform, 17th Ave/Excelsior Blvd and 176 Ave/K-Tel Drove signage and wayfinding (beyond SPO i..=,orovements) Primary 7 Sterrn:vz;cr management 17th Ave and park and ride lot Green infrastructure (beyond SPO iml:;c> ements) Primary 5 Public Art Along 17th Ave (at Excelsior Blvd and south roundabout) Monument/art (beyond SPO improvements) Primary 9 Public Plaza South end of Park and Ride Includes paving, seating, plantings, I'.ght~g, and signage (beyond SPO improvements) 10 Sanitary Sewer Along 17th Ave/varies Construct 8 -inch minimum sanitary sewer in conjunction with roadway construction Primary 1 \';'ate' Along 171h Ave (LRT station to just north of K -Tel Drive) Construct 10 -Inch minimum water main in conjunction with roadway reconstruction/construction P''rnary TABLE 12-3. SOUTHWEST LRT LOCALLY REQUESTED BETTERMENTS - OPEPJING DAY STATION AREA IMPROVEMENTS PLAN KEY IMPROVEMENT PROJECTLOCATION s Roadways ` i New street- 17th Ave, from LRT station to K -Tel Includes roadway, sidewalk, bike lanes, tree plantings, streetscape furnishings, lighting Druve and ped crossing improvements e 1 Streetscape Along 17th Ave, between Excelsior Blvd and K -Tel Inci,)des enhanced plantings, streetscape furnishings, lighting and ped crossing improvements (beyond SPO improvements) I�i�Drive e 1 S'dewaik/Trall K -Tel Drive south to Opus Station connection Construct trail on west side of LRT tracks jJ Park and Ride North of Station Platform Change from 500 surface spaces to 250 surface and 250 structured spaces 12-16 1N NEA, F0 LIS cr 5-. HOPKINS • MINNET"ONKA Ei .,,�IRiE FIGURE 12-13. SOUTHWEST LRT AN T ICIPATED BASE PROJECT SCOPE -OPENING DAY STATION AREA IMPROVEMENTS { V FIGURE 12-14. SW CORRIDOR INVESTMENT FRAMEWORK (TSAAP) - OPENING DAY STATION AREA IMPROVEMENTS + BETTERMENTS r � E. celsior Blvd Excelsior Blvd ' a ho r r s ; +l_ �f 5th St S` 5th St 5 0 PRIMARYPRIORfTY ® SECONDARY PRIORITY N-- I - --- -.- ---.--. ED Q: LOCALLY REQUESTEtD BETTERMENT Development Potential OVERVIEW The Shady Oak station area consists almost entirely of older, low-rise industrial properties. It has very few residents lv'ng within the 10 -minute walk shed. Significant new connections need to be made to even access the station, as there is no public access to the proposed station platform location. Despite these obstacles, opportunities for redevelopment potential in the Shady Oak station area do exist., Land acquisition necessary to extend 17th Avenue from Excelsior Boulevard to K -Tel Drive presents opportun ties to redevelop properties along the new roadway. Other sites, northwest of the station location, along Excelsior Boulevard and Shady Oak Road, may also be ready for redevelopment in the short- to mid-term. Key challenges that should be addressed to facilitate development pctential include land uses, block sizes, limited station access and visibility, environmental cleanup, site preparation, and proximity of the Operations and Maintenance Facility (OMF) location. LAND USES Higher density, commercial/retail, office,.residenba1, and light industrial development are likely to occur near the Shady Oak station, with more commercial and residential uses expected west of 17th Avenue and more officeftg�,t industrial uses expected east of 17th Avenue and south of the station. PLANNING STRATEGIES Several strategies should be addressed to facilitate future development in the station area. The large block sizes and lack of public station access create major challenges. Redevelopment should seek opportunities to introduce a finer grain of streets and block sizes to enhance station mobility and set up a framework for more compact, transit -oriented development. In the short-term, new sites opened up as a result of land acquisition necessary to extend 17th Avenue from Excelsior Boulevard to K -Tel Drive will trigger development interest near the station. A park and ride facility is expected along the east side of 17th Avenue, just north of the station platform, Consider joint development opportunities to create a park and ride ramp with a development wrapper facing Excelsior Boulevard and 17th Avenue. FIGURE 12-15. POTENTIAL DEVELOPMENT SITES � s-a►-�s�a-a-`�cs ssa saw s-� +s, .-,�.�+-`wal+.�w�+s►ra�rr • Excelsior Blvd --'-- !#.--..- �-!�_.�rze.3. s - n , a+.E'^l�C+i:�:.►-g1_t:.a as-a.a.• r .. 1 j 1 i v 4, FUTURE LAND USE; MULTIFAMILY RETAfi & OTHER COMMERCIAL 4 MIXED-USE RESMENTIA L i tential '. MIXED-USE INDUSTRIAL OPENING DAY DEVELOPMENT POTENTIAL 12-18 H 0 P K I N S MINNETONKA Eire -I�'t Ivey Considerations for Change and ;Development Over Time The evolution} of station area overtime should focus on the » Minimize the impact of parking and circulation on establishment of a more walkable environment with an increase pedestrians by locating parking below grade or to the rear in amenites for area employees. Key considerations should or side of new buildings, and consolidating access and include: service drives. BUILT FORM AND LAND USE » Introduce a greater mix of uses, encourage higher densities and provide active street level uses along 17th Avenue and 5th Street in order to support transit ridership and make it easier for employees to access food and other services without having to drive. » Design new buildings to enhance pedestrian access by orienting them towards the street and locating them as close to the street line as possible. Resign the OMF to contribute to the character and pedestrian -friendliness of the district by locating active uses such as office and cafeteria space along 5th Street where they can contribute to the animation and safety of the street. » Ensure that the design of the park and ride facility preserves opportunities for new development and incorporates active uses at street level that can animate the station area. Locate and orient the new park and ride so that it establishes a strong visual connection between the station and Excelsior Boulevard to the north. PUBLIC REALM '> Introduce a public plaza adjacent to the station to provide spill -out space for active uses facing the station and act as a receiving point for passengers walking to the station or transferring to the LRT by bus, bike, or car. » Restrict outdoor storage within the station area so that it does not detract from the image of the area or discourage new higher density employment uses. sr Initiate intersection improvements at Excelsior Boulevard and 17th Avenue to improve safety for pedestrians walking between the station and Downtown Hopkins to the north. lV9pBILITY » Align new roads where they can help to support the creation of a walkable street and block pattern over time including an extension of 17th Avenue to K -Tel Drive and extension of 47th street east to the station. » Support pedestrians through the introduction of sidewalks on all streets within the station area, new crossings, and curb cuts for people in wheel chairs or other mobility devices. Accommodate retail and short-term parking on -street or in shared parking facilities to minimize the construction of single -use parking areas. » Limit vehicular access points along Excelsior Boulevard and Shady Oak Road. I Afore intense offife/f�!zht - - P';Jrt intense office use New commercial along Shady Oak Road Station Area Utility Plan OVERVIEW The station area utility pian and strategies recommended below were developed by considering future transit - oriented development within the station area, as depicted by the Station Area Improvements plan (Figure 12-9). Hopkins and Minnetonka will need to apply these localized recommendations to their city wide systems to ensure that the potential development/redevelopment will not be limited by larger system constraints. Existing models or other methods can be used to check for system constraints in the station areas. Hopkins and Minnetonka should also consider reviewing the condition of the existing utilities in the station development area. The stations construction would provide Hopkins and Minnetonka an opportunity to address any utilities needing repairs. Once the larger system has been reviewed for system constraints, Flopkins and Minnetonka will be able to accurately plan for necessary utility improvements in their respective Capital Improvement Programs (CIPs). All utilities located beneath the proposed LRT rail or station platform should be encased prior to the construction of these facilities. The cost associated with encasing these facilities is assumed to be a project cost and is not included in potential improvements identified for the cities' CIPS. APPROACH Utility improvement strategies are outlined in this report for the ultimate station area development (2030), as well as improvements which should be considered prior to opening day anticipated in 2018. Although recommendations are categorized in one of these two timeframes, Hopkins and Minnetonka should weigh the benefits of completing more or less of these improvements as land becomes available for future development. Hopkins and Minnetonka should take the utility analysis a level further and modes future utilities in their city utility system models. The proposed development and redevelopment areas were evaluated based on Metropolitan Commission Sewer Availability Charge (SAC) usage rates and estimated flows. Estimated flows for one possible development scenario in this area indicate that internal to the station area, no more than eight inch pipe are necessary to serve the mix of proposed and existing development. Each utility system should still be reviewed to identify capacity and demand constraints to the larger system associated with increase in flows from the proposed developments and existing developments in the area. Hopkins and Minnetonka should anticipate the construe: on of new municipal utilities in conjunction with new or realigned roadways. GENERAL RECOMMENDATIONS - SANITARY SEWER Sanitary sewer reccrr:rsendations for station area improvements include opportunities fo.- Hopkins and Minnetonka to improve the existing sanitary sewer network, without necessarlly replacing existing sanitary sewers. When recommendations for "improving" existing sanitary sewer are noted, Hopkins and Minnetonka should consider the level to which each specific sewer should be improved. Methods of improvement could include: lining the existing sewer, pipe joint repair, sewer manhole repair, relocation, and complete replacen-ent. The following items should be evaluated prior to opening day of the station, although action may not be required until necessary for development: » Televising existing sewer mains in the station area and proposed development area to determine the condition of the sewer mains, susceptibility for backups or other issues and evaluate for Infiltration and Inflow (I&I). >r Locations of known i&i. If previous sewer televising records, city maintenance records, or an I&I study have shown problems, the cities should consider taking measures to address the problem. The age and material of existing gravity and/or forcemain sanitary sekaer in the lder;ti':ed station area. If the lines are older t';a,7 the material's typical design life or materials which are susceptible to corrosion relative to soils in the area, the city should consider repairing, lining or replacing the mains. Locations of known capacity constraints or areas where city sewer models indicate capacity issues, If there are known I`mitations, the city should further evaluate the benefit of ncreas ng pipe sizes. » City sewer system models (existing and future). A review of these models with future development would assist Hopkins and Minnetonka in determini-g if sewers in the project area should be increased to meet existing or future city system needs. Existing sewer pipes should be relocated or encased in areas where they cross or are immediately adjacent to the LRT ir;e/station. 1Z 20;=rG� �, _._ ra.: HOPKINS 1%41NNETONKA �]E:�' r'�=! !E GENERAL RECOMMENDATIONS - WATER MAIN Water main recommendations for station area improvements also include opportunities for Hopkins and Minnetonka to improve the existing water system network. Creating loops in the network can help prevent stagnant water from accumuiating along water main stubs, and creating loops of similar sized water main provides tl e cities a level of red �ndancy in their water networks. Redundancy he`ps reduce the impacts to the community during system repairs, and also helps stabilize the pressure in the network. The fcllc,,ving items should be evaluated prior to opening day of the station, although action may not be required until necessary for development: The age and material of the existing mains in the identified station area. if the mains are older than the materials typical design life or materias which are susceptible to corrosion relative to soils in the area, the cities should consider replacing the main. >� Locations of previous water main breaks. If water main breaks repeatedly occur in specific areas, the city should consider replacing or repairing the main. > Locations with known water pressure issues or areas where city models indicate low pressure. If there are known limitations (for either fire suppression or domestic uses), the cines should further evaluate the benefit of increasing main sizes. Locations with known or potential water quality `ssues. if there are mains known to be affecting the water quality (color, taste, odor, etc.) of their system, Hopkins and Minnetonka should consider taking measures to address the problem affecting water quality. > City water system models (existi^g and future). A review of these models with future development would assist Hopkins and Minnetonka in determining if mains in the project area should be improved to meet existing or future city system needs based an demand constraints. Existing water main pipes should be relocated or encased n areas +&,here they cross or are immediately adjacent to the LRT line/station. GENERAL RECOMMENDATIONS — STORM 5EWE R Local storm sewer improvements are recommended to be completed in conjunction with other improvements in the station area. Improvements which will likely require storm sewer modifications include: roadway realignments, roadway extensions, and pedestrian sidewalk/street scape improvements. Storm sewer improvements may consist of: storm sewer construction, manhole reconstruction, drain tile extensions, storm sewer relocation, and complete replacement. These local storm sewer improvements are included as part of the overall cost of roadway and streetscape improvements recommended in this pian. Where roadway/streetscape improvements are part of the Southwest LRT artc'pated base project scope, associated storm sewer improvements are assumed to be a project cost. Hopkins and Minnetonka should also consider coordinating with the local watershed district and other agencies to review the condition of and capacity of existing trunk storm sewer systems serving more regional surface water needs. STORMWATER BEST MANAGEMENT PRACTICES There are numerous stormwater best management practices (BMPs) that can be used to address stormwater quality and quantity. As part of this project, BMP guides were developed for four stations (Royalston, Blake, Shady Oak, and Mitchell) which exemplify the range of development intensity and character in the urbanized environment along the So:Tthwest LRT Corridor. The recommendations and practices identified in each of the four BMP guides are app ;cable to various stations along the corridor. The following section (starting on p. 12-24) includes a detailed stormwater analysis, stormwater management scenario, and BMP guide for Shady Oak station. These BMPs may also be applicable to the station areas at Opus and Golden Triangle. Cites should consider incorporating these practices where appropriate as development/redevelopment occurs. 12-21 Station Area utility Flan (Continued) STATION AREA UTILITY RECOMMENDATIONS Utility recommendations (illustrated in Figure 12-17) are based on a localized analysis of proposed development. It is recommended that Hopkins and Minnetonka take this analysis a step further and review system constraints to the existing and future sa-.itary sewer and water maid systems using existing sewer CAD or water CAD models, or other methods of modeling these systems. Opening Day Recommendations: 1. Encase existing water main crossing the LRT rail construction. 2. Extend 8 -inch minimum sanitary sewer along trai.. corridor and extension of 17th Avenue S. in conjunction with roadway construction. 3. Construct 10 -inch minimum vvater main in conjunction with reconstrution of 17th Avenue S. 4, Construct 8-1nch minimum sanitary sewer in conjunction with reconstruction of 17th Avenue S. Long -Term Recommendations: 1. Relocate existing sanitary sewer to promote transit -oriented development in conjunction with reconstruction of W, 47th Street. 2, Construct 8 -inch minimum sanitary sewer in conjunction with construction of new street paralleling 17th Avenue S. Extension. 3, Construct 8 -inch minimum water main in conjunction with construction of new street paralleling 17th .Avenue S. Extension. 4, Construct 8 -inch min',mum water main in conjunction with construction of new street paralleling Excelsior Boulevard. 12-22 ='_I; S€ Ul., PA,'. HOPKINS • MINNETONKA E•=F',' F= GURE i'2-16. STATION AREA UTILITY PLAr4 rn F LA m a OPENING DAY RECOMMENDATION EXISTING UTILITIES - - - PROPOSED UTILITIES 7# LONG -TEAM RECOMMENDATION SERVICE SANITARY LOCAL SANITARY TRUNKSANfTARY MCES SANITARY INTERCEPTOR SANITARY SEWER FORCEMAIN LIFTSTATION SERVICE WATER MAIN LOCAL WATER MAIN TRUNK WATER MAIN j WATER TOWER - 12-23 Stormwater Management Recommendations INVENTORY The Shady Oak station area is within Nine Mile Creek Watershed District. Station location lies about 1,600 feet west of the North Branch of Nine Mile Creek which ultimately flows to the Minnesota River. Station location is in the headwaters area of the North Fork. Nine ivii.e Creek is a State of Minnesota protected watercourse. The Watershed District has no proposed CIP projects within the station area or along the creek in areas near the sta`on. Nine Mile Creek is listed as impaired because of chloride levels as well as having impaired biota due to low fish Index of Biotic ;~tegrity scores. A completed TMDL for chloride recommends a 6211 reduction in chloride loading to the creek. CONSTRAINTS: Impaired Waters D'3rl-arging within ono rr.ile of an impaired water may trigger additional `,i;rnesota Pollution Control Agency NPDES (National Pollution Discharge Elimination System) requirements which require additional stormwater management. For impaired waters where a TMDL (Total Maximum Daily Load) has been • approved, these requirements may increase further. Floodplain The City of Hopkins participates in the National Flood Insurance Program. Mapped FEMA floodplains exist along the creek, the majority of which are located immediately adjacent to the creek, For any developable areas within the floodplain, zoning requirements may limit development/redevelopment pote Tial. In addition, there are numerous wet"ands that create non -regulatory floodplain which must be considered du-ing development/ redevelopment near the station area. Contamination Unspecified loll contamination may limit the use of some stormwater practices if remediation activities are not feasible. Three unpermitted dump sites are identified in the EIS. Soils The majority of the soils in the 10 -minute walk zone have been identified as hydrologic group A or B which typically allo:I fc~ infiltration of stormwater. A portion of the soils are 'identified as Urban due to large amounts of previous development and fill. Stormwater Management Key concept: decrease the "flashiness" of the creek and increase the amount of baseflow during dry periods. This may be accomplished by reducing pea', stormwater discharges and volumes by encouraging retention and volume control, Increasing creek basefow during dry periods will allow for improved aquatic life characteristics. Nine Mile Creek Watershed District Rules: If a redevelopment project disturbs more than SC% of the existing impervious surface or the project will increase the imperviousness of the entire parcel by more than 50 percent, then the entire parcel is subject to the stormwater criteria below. Otherwise the criteria below only applies to the disturbed areas and additional impervious surface. The watershed rules stipulate: On-site retention of one inch of runoff from impervious surfaces; Limit peak flow rates for the 2, 10, and 100 -year rainfall events; and 3. Provide that al. runoff from the 2.5 -inch rainfa[i he routed through a treatment system capable of removing 60% phosphorus and 90% total suspended solids from the runoff. STORMWATER MANAGEMENT CALCULATION: Total redevelopment area is approximately 90 acres. The 90 acres can be categorized into 3 groups; station improvements, ROW improvements, and individual site redevelopment. The following is the breakdown by area. Note this breakdown is highly variable depending on the timeline of ROW and individual site redevelopment. » Station improvements (park and ride, LRT platform, OMF Site) — 21 acres » ROW improvements -11 acres » Individual site redevelopment -58 acres Based on Nine Mile Creek Watershed District Rules (March 2008) shown above, these areas will need to provide stormwater management to meet volume control, rate control, and pollutant removal requirements. Volume Control Volume control will need to be provided for the majority of the 90 acres estimated to redevelop. The one exception being, approximately 4 acres of ROW on 5th Street and 15th Avenue are anticipated to qualify as a linear project. Assuming there is less than one acre of new impervious, this area would qualify for exemption from the volume control requirement. The following impervious coverages are assumed for the different types of redevelopment. These numbers are highly variable depending on the type and configuration of development that occurs. » Station improvements (park and ride, LRT platform, OMF Site) — 7510 (15.7 acres) » ROW improvements -55% (6.1 acres) n Individual site redevelopment -65%(37.7 acres) 1224 :..: HOPKINS • MINNETONKA _C d FfGUR£ 12-17. EXISTING STORMWATER T 12-25 Stormwater Management Recommendations (Continued) Using the assumed impervious coverages, the following volume control is anticipated to be required: 1 inch 1 inch 1 inch 15.7Acres x 12 in/ft + 6.1 acres x 12 in/ft 37.7 acres x IZ in/ft = 5.0 Acre Feet Pollutant Removal Based on redevelopment of 90 acres, it is estimated that 60% reduction of total phosphorus would result in an annual reduction of 54 pounds of phosphorus. It is anticipated that the 60% total phosphorus removal and 90°! total susperded solids removal for the 2.5 inch rainfall wil' be met thrcuo-i the combination of volume control best management practices and the pretreatment that will be utilized with these systems. Volume control is likely to be a viable option in most locations, however some areas may require contamination remediation if infiltration is desired for volume contral. 'f remediation is not feasib',e the use of filtration may be needed to treat star -water. Rate Control Rate control is not anticipated to be a controlling requirement given the high amount of existing impervious coverage on redevelopment areas (approximately 90%) and the need to provide volume control and pollutant removal. As a result, proposed discharge rates are anticipated to be significantly less than existing discharge rates. EXAMPLE STORMWATER MANAGEMENT SCENARIO: Figure 12-19 shows a possible stormwater management scenario for meeting the Nine Mile Creek Watershed District and MPCA NPDES redevelopment requirements. The scenario below has been developed to meet the stormwater volume control requirement of 5.0 acre feet and/or 54 pounds of phosphorus annually. The following BMPs are considered in this scenario: Enhanced Media Filter: Two locations for enhanced media filter are shown. One enhanced media filter would be on the 14 acre redevelopment site west of the proposed LRT platform and one on the 7 acre redevelopment site north of the proposed OMF site. It is anticipated that these two systems will be regional stormwater treatment facilities and treat approximately two acre feet of stormwater runoff volume. Runnel F'ter Pools: One location to implement runnel filter pools is shown east of the park and ride area and extending along the north side of the trail. It is anticipated that this system will treat approximately half an acre foot of stormwater runoff volume. Landscape Filters: Landscape filters are currently shown throughout the redevelop! --g area. These stormwater filters wilt be used to collect and treat stormwater prior to discharge downstream into additional stormwater facilities. These systems will be used primarily as pretreatment to the other best management practices. Underground_ Storage & Reuse: A large detention structure is shown under the park and ride area. This area may be used to store, infiltrate, and irrigate landscape features. It is anticipated that this regional underground system will treat approximately two acre feet of stormwater runoff volume. Structure should be located to be compatible with future redevelopment. Permeable Pavement: Permeable pavement is shown on the park and ride lot. It is possible that only the parking stat?s wau'd be pervious to reduce maintenance concer s. This BMP will reduce the impervious footprint by approximately 2 acres which will reduce the required stormwater treatment volume by approximately 0.2 acre feet. Green Roof: A portion of the roof for the OMF Site is shown as a green roof. This will reduce the impervious footprint by up to 6 acres which will reduce the required stormwater treatment volume by approximately 0.4 acre feet. Table 12-3 below summarizes the costs and stormwater management information related to each BMP shown in the example scenario. These numbers are highly variable based on conditions at the time of redevelopment, some of which include ultimate BMP ocation, size, elevation, soil type, contamination, development features, and other unknown conditions at this time. It is important to note that storm sewer to collect and convey stormwater is included in the cost estimate for street improvements and therefore is not included in the cost estimate belovv to avoid duplication. TABLE 12-4. STORMWATER MANAGEMENT SCENARIO - COST SUMMARY OEST MANAGEMENT DRAINAGE AREA VOLUME ANNUALTOTAL COSTOF (SMP) LACRES) RESTRICTIONPRACTICE t s OF TOTAL (AF) REDUCTION (LBS) Enhanced Media Filter <4 2 31 6000 CY $75%CY $450,009 Runnel Filter Pools 0.5 4 1800 LF Runnel $100/1-F $180,000 Landscape Filters 1 1 Pretreatment 4 200 Filter Boxes $1,000/Box $200,000 Underground Storage &Reuse 2 14 85,OOOCF 'G1CY $850,000 Permeable Pavement 3 0,2 3 10,000 SY $300,OOQ Green Roof 5 - - i 0 15,00^ Sy T ',25,.'''" $375,000 12-26 _"-I`` T LOi-l� dpi: HOPKfNS • MINNETONKA Ls^.•=',1 'r' c FIGURE 12-18, STORMWATER MANAGEMENT SCENAR3 0 Yr F S _s •s'��11'�saai��•za's� m r.. Excelsior Blvd rP w. `• '!�' ' i + f�' I rte;.- ; � I • I S If "'iii. PjQe t•.w:•� • ,'"ice � - � a i e Jill STORMWATER BEST MANAGEMENT PRACTICES: ENHANCED MEDIA FILTER UNDERGROUND STORAGEAND REUSE - RUNNEL FILTER POOLS PERMEABLE PAVEMENT LANDSCAPE FILTERS GREEN ROOF t� STORMWATER BEST MANAGEMENT PRACTICES: ENHANCED MEDIA FILTER UNDERGROUND STORAGEAND REUSE - RUNNEL FILTER POOLS PERMEABLE PAVEMENT LANDSCAPE FILTERS GREEN ROOF Stormwater Management Recommendations (Continued) ADDITIONAL OPPORTUNITIES: » Pull urban development back from the banks of Nine Mile Stormwater TONest Creek creating puffer areas or naturalized treatment areas. In addition, re -meander and naturalize the straightened portion of the creek. Manacrement �J' » Hopkins planned 2016 to 2017 street projects occur on the southeast fringe of the station impact area. In most cases where street reconstruction takes place, storm sewer facilities either need to be upgraded or updated. » A new outlet is needed for marsh along railroad. In addition, a new outlet for wetland outside the station impact area (to the northwest) must make it through to Nine Mile Creek. » The watershed district has a volume banking program which allows projects to exceed required volume reduction with the intent of using credits for future projects where volume reduction is not as easily obtained. » Redevelopment aro°lmd the station area should emphasize BMPs for reducing chloride discharged to the tree Individual properties should use de-icers sparingy and alternatives to de-icing should be considered with each development proposal. Practises(BMP) Guide The following section summarizes the key features and design considerations related to each of the stormwater best management practices recommended for the Shady Oak station area. NOTE: These BMPs may also be applicable to the station areas at Opus and Golden Triongle. Cities should consider incorporating these practices where opproprlate as development redevelopment occurs. 12-2$ [,`:I'..F--F'0.1S - ST. ; -!! 1 I S • HOPKINS MINNETONKA • EDEN P-'A!� ;E ENHANCED MEDIA FILTER Features » Treatment provided by filtering stormwater » Enhanced treatment, to target dissolved pollutants, can be achieved by adding iron filings or spent lime to the filtration media Allows for dissolved pollutant removal without infiltration (may be necessary in or near contaminated areas) Design Considerations » Free draining system is necessary to achieve desired pollutant removal Plant with vegetation that tolerates enhanced media » Regular maintenance will be needed to ensure functioning filter » Valves can be incorporated to verify system functionality W, -r- 'Lid p_r •� 0 POSSIBLE AREAS FOR fMPLEMENTATION RUNNEL FILTER POOLS Features Treats stormwater as an amenity — does not hide stormwater underground » Collects and conveys stormwater while providing treatment -- may reduce amount of storm sewer required Retains stormwater to reduce peak flows » Can be constructed with any combination of rock, pavers, vegetation, etc. Design Considerations » In-situ soils determine infiltration potential » Regular maintenance of filtration/infiltration areas will be needed » Can be connected to other stormwater BMPs (i.e. tree boxes, biofiltration cells) » Valves can be incorporated to verify system functionality ;LrT E POSSIBLE AREAS FOR IMPLEMENTATION :. _ 12-29 LANDSCAPE FILTERS Features: >) Volume control through infiltration and vegetative uptake o Treatment by filtration and infiltration » Detention capacity to reduce peak flow rates » Irrigation of aesthetic landscaping features » Minimal footprint Design Considerations: In-situ soils determine infiltration potential » Periodic maintenance of underground filter system will be required to ensure performance UNDERGROUND STORAGE & REUSE Features: >, Large detention capacity for reducing peak flows and providing treatment >5 Volume reduction by reusing stormwater to irrigate trees and green spaces » Can be used with or without reuse depending on irrigation demand 7> No land needed as storage is underground Reduce potatable water needed for washdown or in buildings (toilets) Design Considerations: » Green space to be irrigated should be in close proximity to storage reservoir Size of green space will reflect treatment, the larger the green space the more treatment potential Requires large underground volume free of utilities that is above groundwater and bedrock W POSSIBLE AREAS FOR IMPLEMENTATION k_, r 0 POSSIBLE AREAS FOR IMPLEMENTATION 12-30 T. H0PKINS MINNETONKA F- =..i , .z '. 9ss; np• ..s •��.. 4q Y r 4 a PERMEABLE PAVE vi_.' Features Multiple types of permeable pavements; bituminous, concrete, and pavers n Provides volume control by reducing impervious surface » Treats stormwater using filtration and infiltration Design Considerations » In-situ soils beneath pavement will contra nHtration potential >r Special vacuum truck required to maintain pavement surface » ADT criteria, low traffic preferred » Parking bumpouts as pervious area I rA �a 40 M si ■ POSSIBLE AREAS FOR IMPLEMENTATION Y� Y. . GREEN ROOFS Features }> Treats stormwater through filtration and vegetative uptake » Reduces runoff rates by retaining stormwater in roof landscaping features }> Reduces thermal stormwater impacts » No land is needed as roof is utilized Design Considerations » Buildings may require additional structural design considerations » Vegetation will need to withstand direct sunlight all day » Supplemental irrigation may be needed >: Only receives direct rainfall area, no additional tributary area unless pumping is incorporated -V ` & S- l z 3 x _._, s.s iYrU�'�t'+ •P�b'�' �1 'il�i'{tq 1 POSSlBLEAREAS FOR IMPLEMENTATION = 12-31 THIS PAGE INTENTIONALLY LEFT BLANK 12-32 ,Ml i-, E!, -rCLi-'-. • :3T. L:--'!jlc • HOPKINS M IN NETON KA � ."E 'I R I