VII.3. Shady Oak Station Area Development Strategy and Zoning Regulations Process; Lindahl (CR2016-040)
April 5, 2016 Council Report 2016-040
Shady Oak Station Area Development Strategy and Zoning Regulations Process
Proposed Action: Staff recommends the following motion: Move to adopt City Council
Resolution 2016-035, accepting the Shady Oak Station Area Development Strategy and directing
staff to prepare related zoning regulations.
Overview
Based on this extensive review process and subsequent revisions to the Shady Oak Station Area
Development Strategy, staff recommends that the City Council accept this report and direct staff
to draft related zoning regulations. This process will include drafting the specific zoning
regulations and a joint powers agreement for a Hopkins-Minnetonka joint planning board to
review projects within the station area. Staff anticipates completing this work by the end of
2016.
Primary Issues to Consider
• Background information
Supporting Documents
• City Council Resolution 2016-035
• Shady Oak Station Area Development Strategy
_____________________
Jason Lindahl, AICP
City Planner
Financial Impact: $ N/A Budgeted: Y/N ____ Source: _____________
Related Documents (CIP, ERP, etc.): _________________________________________
Notes:
Council Report 2016-040
Page 2
Background
The Shady Oak Station Area Development Strategy builds upon previous planning efforts and
formulates an articulated station area vision, zoning to support the vision, and an
implementation strategy that can be approved by both cities. The development strategy includes
a master plan for the station area, and review of both Hopkins’ and Minnetonka’s existing
zoning and entitlement processes with a goal of removing barriers to the redevelopment process.
The main objective of the work has been to develop a master plan and zoning district that is
buildable, station-specific, shared by the two communities, transit-oriented and supports
sustainable development. Part of the development strategy work also studied remnant parcels
remaining after the light rail project construction and provides recommendations for how to
best take advantage of the opportunity the remnant parcels create.
Throughout 2015, Hopkins and Minnetonka held a series of joint meeting to review the Shady
Oak Station Area Development Strategy. The planning consult that drafted the Development
Strategy, Crandall Arambula, shared their initial recommendations at a public open house on
May 6, 2015, and through a one-on-one opportunity for City Council and Planning Commission
members. Municipal consent meetings on the project were held in Minnetonka on September
14 and, in Hopkins, on September 15, 2015. Crandall Arabula staff then held a second joint
meeting with both communities on September 21, 2015, to present the final draft of the
document and its vision and zoning recommendations. Finally, a second public open house on
the final draft document was held on October 7, 2015.
Alternatives
1. Accept the Shady Oak Station Area Development Strategy and direct staff to prepare related
zoning regulations. By accepting this report and directing staff to draft the related zoning
regulations, staff will work with the City of Minnetonka to create these regulations and a
joint Hopkins-Minnetonka planning board based on the information included in the report.
2. Deny acceptance of the Shady Oak Station Area Development Strategy and direct staff to
prepare related zoning regulations. By denying acceptance of this report, staff will not
proceed to develop the related zoning regulations. If the City Council considers this
alternative, findings will have to be identified that support this alternative.
3. Continue for further information. If the City Council indicates that further information is
needed, the item should be continued.
CITY OF HOPKINS
Hennepin County, Minnesota
RESOLUTION NO: 2016-035
A RESOLUTION ACCEPTING THE SHADY OAK STATION AREA DEVELOPMENT
STRATEGY AND DIRECTING STAFF TO PREPARE RELATED ZONING REGULATIONS
WHEREAS the City of Hopkins, in partnership with the City of Minnetonka, retained Crandall
Arambula to complete the Shady Oak Station Area Development Strategy;
WHEREAS the document formulates an articulated station area vision, draft zoning to support
the vision, and an implementation strategy that can be approved by both cities;
WHEREAS the development strategy includes a master plan for the station area and reviews
both Hopkins’ and Minnetonka’s existing zoning and entitlement processes with a goal of removing
barriers to the redevelopment process;
WHEREAS the document develops a master plan and draft zoning district that is buildable,
station-specific, shared by the two communities, transit-oriented and supports sustainable development;
and
WHEREAS the City of Hopkins, in partnership with the City of Minnetonka, held a series of
meetings throughout 2015 to review this document, receive public comment and finalize the report.
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Hopkins
hereby accepts the Shady Oak Station Area Development Strategy and directs staff to prepare related
zoning regulations.
Adopted by the City Council of the City of Hopkins this 5th day of April 2016.
_______________________
Molly Cummings, Mayor
ATTEST:
______________________
Amy Domeier, City Clerk
Shady Oak StatiOn area
develOpment Strategy
Cities of hopkins & minnetonka
SEPTEMBER 30, 2015
aC kn O wledgement S
hOpkinS City Staff
Gene Maxwell, Mayor
Molly Cummings
Jason Gadd
Kristi Halverson
Aaron Kuznia
hOpkinS City COunCil,
2015
hOpkinS ZOning and planning
COmmiSSiOn Mike Mornson, City Manager
Kersten Elverum, Director of Economic Development & Planning
Meg Beekman, Community Development Coordinator
Nancy Anderson, City Planner
Steve Stadler, Public Works Director
Nate Stanley, City Engineer
SOuthweSt lrt prOJeC t OffiCe
minnetOnka City Staff
Terry Schneider, Mayor
Bob Ellingson, Ward 1
Tony Wagner, Ward 2
Brad Wiersum, Ward 3
Tim Bergstedt, Ward 4
Dick Allendorf, At Large
Patty Acomb, At Large
minnetOnka City COunCil,
2015
minnetOnka planning
COmmiSSiOn Geralyn Barone, City Manager
Julie Wischnack, Community Development Director
Elise Durbin, Community Development Supervisor
Loren Gordon, City Planner
Will Manchester, Director of Engineering
Mike Tait
Emily Wallace-Jackson
James Warden
Brian Hunke
Scott Kerssen
Matthew McNeil
Gary Newhouse
Sean O’Connell
Heather Odland
Jim Rettew
Deborah Calvert
Brian Kirk
David Knight
Mark Magney
COnSultant team
Crandall Arambula PC, Prime Consultant
Don Arambula, Principal/Project Manager
Jason Graf, Associate/Project Coordinator
Brenda Payne, Graphic Coordinator
WSB, Transportation/Utlities Analysis
Jack Corkle
Tony Heppelman
Jacob Newhall
Chris Bounty
Maxfield Research, Market Analysis
Matt Mullins
table O f COntent S
INTRODUCTION
Purpose ..........................................................................................................2
Background ....................................................................................................2
Process ...........................................................................................................5
VISION
Overview ........................................................................................................8
Fundamental Concept ................................................................................10
Subarea Build-Out .......................................................................................12
Land Use Framework ...................................................................................16
Circulation Framework ...............................................................................26
Project Phasing .............................................................................................51
zONING
Shady Oak Station zoning ..........................................................................59
Purpose ........................................................................................................60
General Requirements ...............................................................................62
zoning Districts ...........................................................................................64
Use Regulations...........................................................................................66
Development Standards ............................................................................77
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INTRODUCTION
All Shady Oak Station facilities will be located within the city of Hopkins; however,
the half-mile station area and 10 ¬minute walk shed encompasses both Hopkins
and Minnetonka. The Shady Oak station is anticipated to serve local businesses
and residents to the north of Excelsior Boulevard and west of Shady Oak Road,
as well as Hopkins’ Westbrooke neighborhood to the southeast of the station.
The station platform will be built along the existing Minnesota River Bluffs LRT
Regional Trail, which is operated by the Three Rivers Park District. The trail property
is owned by the Hennepin County Regional Rail Authority, which will continue
to own the property once the SW LRT line is built. The station will be located
approximately one quarter mile east of Shady Oak Road along the bicycle trail.
There is currently no public access as it is today to the site beyond that provided
by the trail.
PURPOSE
the purpose of the project is to create a development strategy for the Shady
Oak light rail transit (lrt) station area along the Southwest light-rail transit
(Sw lrt ) extension, located in the cities of hopkins and minnetonka.
It builds upon previous planning work and formulates an articulated vision, zoning
and implementation strategy that can be approved by both cities. The main
components of the strategy include:
1. Development of vision and land use scenarios based upon previous
planning work and the emerging concept of an ‘Innovation District’
employment emphasis
2. Development of a zoning district that is station-specific, transit oriented
and supports sustainable development;
3. Identification of public realm elements; and
4. Project phasing and entitlement review to ensure coordination across
city boundaries
BACKGROUND
The cities of Minnetonka and Hopkins, aside from sharing a municipal boundary,
are quite different in residential and commercial character. The city of Hopkins is a
four-square mile city of 17,591 residents just three miles west of Minneapolis. The
city was incorporated in 1893, and continues to have a vibrant Mainstreet. The city
of Minnetonka, incorporated in 1956, is located directly west of Hopkins, and has
a population of 50,841. The city is fully developed, and has a strong employment
base of over 47,000 people.
There is a good working relationship between the two cities and experience
working together on projects. The cities, along with Hennepin County, have
successfully collaborated previously on two earlier studies of the station area—
including a ‘high level’ visioning plan and a plan that provides infrastructure
recommendations for SW LRT opening day and long-term improvements.
The Shady Oak LRT station is one of 15 stations on the 14.5-mile SW LRT Extension,
which will connect downtown St. Paul and Minneapolis to the southwest suburbs.
Opening day of passenger service for the SW LRT Extension is anticipated in 2020.
Heavy construction of the line is scheduled to begin in 2017.
Shady Oak Station will be located at the “bend” of the Southwest Light Rail (SW
LRT) line where the tracks change from north- and southbound to east- and
westbound, at the border of Hopkins and Minnetonka.
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INTRODUCTION
The station area is served by good regional motor vehicle access via Shady
Oak Road and Excelsior Boulevard. The intersection of Shady Oak Road and
Excelsior Boulevard has been improved recently to deal with congestion and
safety issues brought about by the high volume of traffic in the area. Shady Oak
Road is a four-lane, divided roadway to the south of Excelsior Boulevard, and
is being upgraded north of Excelsior Boulevard. It runs north-south and links
major connector highways such as Highway 62 to the south, and Highway 7 and
Minnetonka Boulevard to the north. Excelsior Boulevard is a four-lane divided
roadway that runs east-west from Hopkins through Minnetonka. It connects with
Highways 169 and 100 to the east of Hopkins.
The LRT project will purchase the 15 acre Hopkins Tech Center parcel near the
platform to construct a new north-south roadway extension of 17th Avenue
South to access the platform as well as to accommodate a 700 space park and
ride facility. To provide access from the south, the City of Minnetonka will fund a
roadway extension of 17th Avenue South from the platform across the Minnesota
River Bluffs Trail to K-Tel Drive. Also purchased and designed for the station area
is the 20 acre SW LRT Extension Operation and Maintenance Facility (OMF) south
of Fifth Street South.
The station area site is currently dominated by uses that are not transit-supportive,
however because of the building age, use of the properties, and location, this
area has seen interest in redevelopment for Transit-Oriented Development (TOD).
Redevelopment however faces many challenges, including:
Numerous property owners, parcel sizes— many without current auto access
and as a result are ‘land locked’
Prevalent light industrial and warehouse uses; many of these are successful
businesses and are not likely to redevelop in the next few years
Possible environmental remediation because portions of sites are likely
contaminated due to their history of industrial use
Aging strip commercial development and other low-density retail uses are
prevalent along arterials; these areas are pedestrian unfriendly and are auto-
oriented, with substantial building setbacks and large surface parking lots
While the properties directly surrounding the future station site are commercial
and industrial, most of the surrounding neighborhoods are residential.
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PROCESS
The cities engaged the Crandall Arambula consultant team with national Transit
Oriented Development (TOD) expertise and local knowledge to complete the
area development strategy and zoning for the Shady Oak station area. The
project was initiated on March 1, 2015 and completed on September 30, 2015.
Key components of the work scope included:
review of previously completed work
Creation of vision/land use Scenarios—including development of
alternatives and selection of a publicly supported preferred concept that
provides a joint vision that can meet the varied needs of both communities
assessment of market feasibility—including input from local and national
developers and experts, concerning the local market demand for proposed
vision, type, and location of TOD supportive land uses in the Shady Oak
station area
development of public investment analysis and recommendations—
including more specific design details that were incorporated into the LRT
engineering plans that were underway during this project process
Crafting of Zoning regulations—including draft station oriented
permitted uses and design standards that include sustainability elements,
a mix of uses, reduced parking requirements, and opportunities to foster
collaborative and innovative spaces
identification of project phasing—including a series of phasing
recommendations, estimated costs, and a ‘business case’ for the funding of
street/utility improvements that will stimulate anticipated adjacent transit
supportive development
recommendations for entitlements—including a entitlement process in a
code form that can be integrated into the cities codes
facilitation of public engagement and incorporation of feedback—
the prime consultant conducted two public open houses—one at the
beginning of the project to solicit feedback on the vision for the station
area, and the other open house near the end of the project to present the
recommendations. City staff conducted a joint study session of the Hopkins
City Council and Minnetonka City Council and received feedback and
direction on the station area vision, land use scenario, and market feasibility
preparation of a final report—including a summary of the work tasks, policymaker
feedback and staff feedback to be adopted by both cities. The draft report was
presented two times. The first presentation was a joint meeting of the Hopkins Planning
Commission, Minnetonka Planning Commission, Minnetonka Economic Development
Advisory Commission and the Hopkins City Council and the Minnetonka City Council.
The second presentation was a public workshop in the city of Hopkins for public review
and comment on the plan report.
v i S i O n
VISION
Overview
INTENT
the following describes ‘big picture’ themes for the station area redevelopment and are consistent with the adopted vision for future growth in the next
30 years and the implementation strategies to support that vision of both the City of hopkins’ 2009 and the City of minnetonka’s 2008 Comprehensive
plans.
mObility-Oriented diStriC t
building upon existing and planned assets such as the minnesota river bluffs
trail, a network of ‘active transportation’—pedestrian and bicycle routes
to the station will significantly increase transit ridership and reduce auto
dependency, traffic congestion, and the need for parking.
By linking the station to the surrounding quarter mile walk (five minute) and one-
mile bike ride (five minute) to existing residential neighborhoods with pedestrian
friendly sidewalks and protected bike lanes, people will be able to access new
transit supportive employment, commercial, and retail uses.
trailhead
at the confluence of two communities and at the crossroads of multiple
transportation modes, the Shady Oak station provides an opportunity to
emphasize both destination and departure functions.
A plaza will be constructed at the intersection of 17th and the park and ride
entrance; it will serve as a focus of station area activities and a threshold between
TOD and the station platform. A key plaza element will be a weather protected
‘bike station’ that includes a large amount of bicycle parking. This structure may
include ancillary uses such as a café. It should serve as an anchor and focus of
the station plaza. Additionally, the park and ride facility provides an important
receiving point into the region-wide LRT. For LRT opening day, the design and
location of the park and ride facility will accommodate surface commuter parking
while minimizing its impacts. Mid to long-range phasing envisions conversion to
a parking ramp, resulting in additional development opportunities and possible
shared parking options.
M i n n e s o t a R i v e r B l u f f s R e g i o n a l T r a i l
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innOvatiOn diStriC t
establishment of unique and complementary ‘innovation district’ land uses
will differentiate this station from other employment stations in hopkins
and minnetonka or other Southwest Corridor communities.
The goal of the station area redevelopment will be to create a unique market niche
that is based on emerging national trends for station area and urban development
that positions the Shady Oak area to maximize benefits of its regional location and
future transit access. The district will not be a corporate campus, instead it will
give new start-ups, business incubators, and traditional employment enterprises
the opportunity to build or lease corporate, clinical, other space in proximity to
the wealth of intellectual capital and institutional knowledge of major employers
such as Cargill or United Health Care that are already present along the SW LRT
Corridor
authentiC CharaCter
unlike the adjacent campus-like development character of stations to the
south, redevelopment of the Shady Oak Station is envisioned to embrace
the station area’s existing raw industrial character and build upon this asset
as a distinct, authentic development theme.
VISION – FUNDAMENTAL CONCEPT10
INTENT
the fundamental concept is a distillation of the key design ideas, physical elements and spatial relationships that have informed the development of land
use and transportation framework elements of the Shady Oak Station area development Strategy.
f undamental C O n Cept
linkageS
A successful Shady Oak Station will require the establishment of safe, direct, and
convenient connections. All modes will be adequately served, with an emphasis
on pedestrian and bicycle routes within a five minute trip of the station. The
network consists of an urban street grid and multi-use trails. Not all routes will be
the same. Hierarchies of routes have been established to create a more coherent
station area, including the following fundamental elements:
Signature Street— the most important new street of this network will be
the new 17th/k-tel roadway which will link the areas north and south of
the minnesota river bluffs trail. This signature street will:
Provide direct, safe and convenient access to light rail transit from the north
and the south
Establish a new ‘front door’ and focus for TOD within the station area
Induce new drive-by traffic. Increased visibility is a necessary requirement for
creating development interest for current ‘backwater’ sites
Provide an alternative ‘cut-through’ commuting route. With additional
development, more auto trips will be generated. This roadway will minimize
traffic congestion on the existing busy Shady Oak Road and Excelsior
Boulevard arterial streets and intersections
Provide an attractive setting for adjacent development. The street will
include special landscaping, lighting, and other streetscape elements
that will signal that this street is special and important—a place worthy of
investment
Neighborhood Connections— to maximize transit use, pedestrian and
bicycle routes to surrounding neighborhoods have been identified. A loop
of active transportation improvements is envisioned that knits the Shady Oak
station to the Downtown Hopkins Station, Mainstreet, and other attractions
and destinations. The connections include:
The existing Minnesota River Bluffs LRT Regional Trail connection that will be
preserved and strengthened. Improvements to the trail will include asphalt
paving between the Shady Oak Station and the Downtown Hopkins Station
at a minimum. Lighting at intersections and the station platform will be
provided to improve safety.
An additional paved multi-use trail connection will be provided along the
north curbline of 5th Street South from the station platform to 11th Avenue.
The existing trail along 11th to the Westbrooke neighborhood should be
enhanced
17th/K-Tel will be designed as a complete street, including pedestrian
friendly sidewalks and a protected bikeway. The improvements will extend
at a minimum from Shady Oak Road to Mainstreet. North of Mainstreet, an
extension to the existing regional trail system will be considered.
deStinatiOnS
Within the station area, there are land use assets that generate frequent
daily or weekly trips. By serving existing assets by transit, auto usage can be
minimized and duplication of successful uses can be avoided. The following
are fundamental destinations:
Station Hub — the high density, mixed use development is envisioned
for parcels in close proximity (± 1/8th mile) of the Shady Oak station.
Uses will create an animated ’18-hour’ environment of activity surrounding
the station platform. As result of having these ’eyes on the station’, the transit
platform will be safer at all times throughout the day. Hub uses will include:
Station serving commercial and retail uses. The uses will provide transit
patrons an opportunity to ‘chain trips’ offering goods and services such as
a café, dry cleaner, or child day care facility—uses that they can use as they
either arrive or depart the transit platform
Include residential uses. Apartments and condominiums are envisioned for
a full range of resident incomes
Hopkins Mainstreet — a wealth of retail shops, restaurants and
entertainment venues exist within approximately a half mile trip north of
the station platform.
Rather than duplicate this function in the station area, linkages will be
provided
Transit riders offer a potential new clientele for existing Mainstreet
businesses, if well connected
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1/2 MI
L
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WESTBROOKE WAY
Shady Oak
Lake
Shady Oak
Beach
Cana
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SHADY OAK
STATION
DOWNTOWN
HOPKINS STATION
1/8TH
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SHADy OAK STATION AREA FUNDAMENTAL CONCEPT
Shady Oak Lake/Beach and Central Park— both recreation facilities exist
within approximately a half mile trip of the station platform. the parks:
Provide an essential open space amenity for station area high density
residential and employment uses
Will need less parking. Transit access to the parks will serve as an auto
alternative for those using the facilities from outside the station area,
especially during high demand periods
tOd emplOyment COrridOr
Transit-oriented employment development will be oriented toward the 17th
Avenue /K-Tel Drive signature street. The corridor will extend from Shady Oak
Road to Excelsior Boulevard.
Adaptive reuse of existing buildings or redevelopment will be fostered
Employment intensity that will support the region’s investment in light rail.
Transit supportive residential, commercial and residential uses will also be
fostered within the corridor
Development is envisioned to be incremental rather than wholesale
Existing uses will be allowed to remain at the discretion of the owner in
perpetuity
Redevelopment will not be auto-oriented
Additional roadways and amenities, including a new public open space will
be provided
Signature Street
StatiOn hub
tOd emplOyment
COrridOr
neighbOrhOOd
COnneC tiOnS
Subarea build-Out develOpment Summary table
Office 630,000 Square Feet
Industrial 107,000 Square Feet
Commercial/Services 195,000 Square Feet
Retail 15,000 Square Feet
Residential 1,250 Units
Parking 3,635 Spaces
Park and Ride 380 Spaces
Station Plaza 1 Acre
Innovation Open Space 2 Acres
Streets 8,600 Linear Feet
VISION – BUILD-OUT1
SuB area BuiL d-Out
INTENT
the subarea build-out concept provides a future 5-10 year ‘snap shot’ of the innovation district redevelopment within the ‘innovation north’ and ‘Station
hub’ subareas north of the minnesota river bluffs trail and 5th Street, including a partial redevelopment scheme for the lrt park and ride facility.
The long term redevelopment vision for the character, type, arrangement and intensity of land uses for other areas within the ½ mile station planning area would share
many of these characteristics.
Viable depiction— the plan and perspective illustrate a scheme that is at a
development intensity that is realistic and economically feasible. It is based on
factors that influenced the design, including:
Minnetonka and Hopkins Comprehensive Plan’s policy for the
redevelopment of the Shady Oak area
SW Corridor Light Rail preliminary engineering design of the light rail
platform, park and ride, and operations and maintenance facility
Fundamental requirements necessary to attract investors such as road
infrastructure, public amenities, and parking ramps
Fundamental TOD requirements for compact, mixed use station area design
Essential active transportation elements that will ensure safe, direct and
convenient neighborhood access to the station
Sustainable design concepts such as solar collectors, wind turbines, and
stormwater detention basins
Development that includes a mix of repurposed, adaptive re-use of existing
structures and new construction
Graphic tool— the plan and perspective can be used to:
Market the community’s vision for station area development to potential
investors
Illustrate to elected officials and the general public the ‘business case’ for
public investment in street and open space improvements necessary to
stimulate desirable private investment
adaptive reuSe
emplOyment
Innovation North and Station Hub Subareas Only
Total represents approximate gross building floor area
1
2
2
2
2
1
2
EXCELSIOR BLVD
SH
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W 47TH ST
5TH ST S
6TH ST S6TH ST S
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MAINSTREET
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PIONEER RD
CH
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KAREN CIR
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LRT Station
LRT Station
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LRTOperationsMantenanceFacility
CentralPark
ParkandRide
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PLAZA
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innOvatiOn nOrth Subarea
StatiOn hub Subarea
Subarea build-Out
KE y
1
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
‘INNOVATION NORTH’ AND ‘S TATION HUB’ SUBAREAS BUILD -OUT (2020-2025)—VIEW LOOKING SOUTHEAST
innOvatiOn Open SpaCeretail
OffiCe emplOyment
innOvatiOn emplOymentCOndOminiumS
apartmentS
eXiSting induStrial emplOyment
park and ride
adaptive reuSe
emplOyment
SHadY OaK StatiON and PLaZa
apartmentS
lrt OperatiOnS and
maintenCe faCility
Signature Street
(17th avenue)
lrt t rackw
a
y
minneSOta river bluffS
regiOnal trail
Innovation North and Station Hub Subareas Only
Total represents approximate gross building floor area
KEy
eXiSting develOpment Summary table
Land Use Area
(Acre)
Area
(Square Feet)
Building Area
(Square Feet)
Residential
(Units)
Parking
INDUSTRIAL 48 2,100,000 720,000 ---- 490
COMMERCIAL SERVICES 22 960,000 255,000 ---- 570
RESIDENTIAL 0 0 0 0 0
INFRASTRU TCURE/OPEN SPACE 2 85,000 --- --- ---
eXiSting tOtal 72 3,135,000 975,000 0 1,060
eXiSting infra StruC ture/Open SpaCe Summary table
Infrastructure/Open Space Area
(Acre/Linear Feet)
Area
(Square Feet)
STREETS 1/715 45,000
NINE MILE CREEK 1 40,000
e XiSting tOtal 2 85,000
VISION – BUILD-OUT1
SHADy OAK ‘INNOVATION NORTH’ AND ‘STATION HUB’ SUBAREAS — (2015)
hopkins
tech Center
napCO Storage
mart
Citizen’s
bank
Scherer bros.
lumber
pump & meter
Services
hopkins
Carpet City
mcdonald’s
Sierra
Corp.
roth
distributing
Sunshine
Car wash
aamCO
eXCelSiOr bOulevard
S
h
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O
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k
r O ad
47th Street
k -tel driv
e
5th Street
minne
SO ta river bluff S regi O nal trail
innOvatiOn nOrth Subarea
StatiOn hub Subarea
Shady Oak
StatiOn
1
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
eXiSting infraStruCture/Open SpaCe Summary table
Infrastructure/Open SpaceArea
(Acre/Linear Feet)
Area
(Square Feet)
STREETS 1/71545,000
NINE MILE CREEK 140,000
eXiSting tOtal 285,000
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
Citizen’s
bank
Scherer bros.
lumber
mcdonald’s
Sierra
Corp.
Sunshine
Car wash
aamCO
minne
SO ta river bluff S regi O nal trail
eXCelSiOr bOulevard
S
h
a
d
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a
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17
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a V e N ue
7tH Street
1 t
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0 t H
a V e N ue
16
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a V e N ue
1 t
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a V e N ue
1 t
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a V e N ue
build -Out develOpment Summary table
Land Use Area
(Acre)
Area
(Square Feet)
Building Area
(Square Feet)
Residential
(Units)
Parking
(Spaces)
NEW OFFICE 17.5 765,500 630,000 --- 1,575
EXST. INDUSTRIAL 8.25 360,000 107,000 --- 135
EXST. COMMERCIAL SERVICES 12 525,000 195,000 --- 585
NEW RETAIL .75 32,500 15,000 --- 90
NEW RESIDENTIAL 12.5 545,000 1,400,000 1,250 1,250
INFRASTRUCTURE/OPEN SPACE 21 910,000 --- --- 380
build -Out tOtal 72 3,138,000 2,347,000 1,250 4,015
SHADy OAK ‘INNOVATION NORTH’ AND ‘S TATION HUB’ SUBAREAS — (2025)
k -t e l d r i v e
5th Street
build-Out infraStruCture/Open SpaCe Summary table
Infrastructure & Open Space Area
(Acre/Linear Feet)
Area
(Square Feet)
Parking
(Spaces)
EXISTING STREETS 1/715 45,000
NEW STREETS 11/7885 476,500
NEW STATION PLA z A 1 43,500
E XISTING NINE MILE CREEK 1 40,000
NEW INNOVATION OPEN SPACE 2 87,000
NEW PARK AND RIDE 5 218,000 380*
build-Out tOtal 21 910,000 380*
innOvatiOn
park
Innovation Office Station Hub (Retail and Residential)
pa
r
k
an
d
ri
d
e
rd Street
plaZa
Shady Oak
StatiOn
innOvatiOn nOrth Subarea
StatiOn hub Subarea
* 380 park and ride spaces are shown- Metropolitan Council has designated 270 as permanent park and ride spaces
VISION – LAND USE FRAMEWORK16
land uS e framew O rk
innovation district Concept— While in the past, some of the most innovative
regions have largely been suburban corridors of spatially-isolated corporate
campuses (e.g., Silicon Valley), a new form of innovation has emerged based
on an integration of anchor institutions, key companies, start-ups, business
incubators, and accelerators.
Districts tend to be physically compact, transit-accessible, and offer a mix
of housing, offices, and retail. These types of districts are still considered
an early trend. They are based on economic, social and physical “networks”
which foster a creative, risk-taking culture that facilitates ideas and accelerates
commercialization.
innovation district examples— the best model for Shady Oak may be a mash-
up of two emerging innovation redevelopment themes:
For areas north of the Minnesota River Bluffs Trail, a theme that is described
as “reimagined urban areas” - industrial or warehouse districts that are
undergoing physical and economic transformations. These changes are
being powered by transit access, historic building stock, and proximity to
downtowns and anchor companies. Examples include areas such as Denver’s
River North (RiNo) District, Portland’s Central Eastside, Seattle’s South Lake
Union area, or St. Louis’s Cortex District.
For areas south of the trail, a second theme described as an “urbanized
Science park” - commonly found in suburban and exurban areas where
traditionally isolated and sprawling business park areas of innovation are
urbanizing through increased density and infusion of new uses may be more
applicable. North Carolina’s Research Triangle, for example, has recognized
that its isolated car-dependent environment has not been successful in
attracting young talent. A recently completed master plan calls for the
creation of a central district, the addition of up to 1,400 multi-family housing
units, retail, and potential light rail transit.
While innovation districts take a number of different forms, the key tenants
include transit accessibility and mix of uses. These tenets, in and of
themselves, do not guarantee success. The fundamental goal of the Land
Use Framework is to identify marketable uses combined with the creation of
a physical environment conducive to innovation.
development target Summary
Long term development within the districts was based on the following
assumptions:
Office uses calculated at 0.5 Floor Area Ratio (FAR)
Retail/commercial/services uses calculated at 0.5 FAR except within the Station
Hub where 15,000 square feet was assumed within mixed-use development
projects near the station platform
The Metropolitan Council identified 270 permanently designated park and ride
spaces
Park area was determined as part of the five to ten year ‘build-out’
Plaza area was identified as part of the SW LRT Project Office- 30% SWLRT
design plans
DISTRICTS
the land use framework diagram illustrates the new development patterns
and identifies the types of station area uses.
On many parcels, a mix of vertical uses is suggested. Where parcels contain a vertical
mix of uses, the most likely predominant land use is indicated. Predominant uses
have been sited and categorized into ‘subareas’ to:
Maximize development potential based upon existing adjacent uses
adjacencies and site attributes
Maximize utilization of existing and planned improvements such as stormwater
lines or other utilities
Address development agreements between the Cities, SW Light Rail, or others
Respond to a conceptual short term and long term phasing strategy
Provide flexibility to respond to possible changing market conditions. In some
instances, multiple uses are appropriate
Address policy decisions for development outside the planning area. In
particular, the desire to complement, preserve, and strengthen the historic
Downtown Hopkins Mainstreet
The station area includes the following districts:
1) innovation district
2) urban industrial district
OVERVIEW
the land use framework primarily describes the future development of the Shady Oak station area. it has an emphasis, in terms of focus and detail, on land
located within a half mile radius of the Shady Oak Station that extends east into hopkins and west into minnetonka.
The proposed development districts will inform anticipated revisions to both Cities’s zoning ordinances.
17
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
develOpment target Summary
innOvatiOn diStriCt
Office 2,000,000 Square Feet*
Retail/Commercial/Services 410,000 Square Feet*
Residential 1,250 Units
Parking 7,285 Spaces
Park and Ride 270 Spaces
Park 2 Acres
Plaza 1 Acre
urban induStrial diStriCt
Industrial 445,000 Square Feet*
Parking 1,000 Spaces
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
L AND USE DISTRICTS
EXCELSIOR BLVD
SH
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K-TEL DR
W 47TH ST
5TH ST S
6TH ST S6TH ST S
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MAINSTREET
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PIONEER RD
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LRT Statio
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Operations
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Facility
Central
Park
ParkandRide
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1/2 MI
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PLAZA
Shady Oak
Beach
Cana
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Innovation District
Urban Industrial District
* Total represents approximate gross building floor area
VISION – LAND USE FRAMEWORK1
The subarea has the following essential real estate site criteria for innovation
development concepts:
proximity—fronting major arterials, the blocks are close to the Hopkins Mainstreet
and have direct access to other anchor institutions such as the Cargill campus by
either light rail or auto commute
good visibility— the sites are located adjacent to the busy major arterial roadway.
Today, Excelsior Boulevard provides over 16,000 daily drive-by trips and over
11,000 daily drive-by trips on Shady Oak Road
access— the sites can be easily accessed from existing intersections at 17th and
47th Street. Additional right-in right out (minimum) access points are anticipated
as part of a local street grid for intersections at 19th, 15th and 14th Avenues, and
possibly 3rd Street or 20th Avenue
prominent address— office mixed-use buildings can capture the benefits of
multiple ‘front door’ addresses along the existing Excelsior Boulevard and Shady
Oak Road and the future 17th Avenue signature street
amenity— a green space, located within the street grid provides a ‘window’ into
the redevelopment area, serves as an organizing element for surrounding office
development, and gathering place for employees, residents and visitors
general develOpment CharaC ter—
Orientation— Development will front the new street grid creating a more urban
street edge that defines and creates a more pedestrian friendly public realm.
Primary building access will be from the street, green spaces or pedestrian
corridors not from parking lots, sky bridges, or parking ramps
f orm and m assing— Buildings should be urban, covering a majority of
development parcels—a minimum 0.5 floor area ratio (FAR) will be prescribed.
Generally buildings should range from one story to six stories in height for the
majority of the sub area. Along 17th, a minimum 1.0 floor area ratio should foster
a more urban condition
efficient parking— with the presence of light rail, parking will be limited to
accepted industry standards: for office development (maximum of 3 spaces per
1000 square feet); for commercial/retail (2.5 spaces per 1000); and residential (1
space per unit). Fewer spaces or shared parking will be fostered. Parking ramps
are likely required to serve the anticipated intensity of development. They should
be sited to conveniently serve multiple buildings while providing direct access to
existing arterials to minimize internal street traffic congestion.
Where parking lots are built, parking will be required to be located behind or to
the side of buildings. Design techniques that minimize parked car visual impacts
from streets and the disruption of the pedestrian environment will be required.
For all development projects bicycle parking will be maximized. Minimum bike
parking standards will be in excess of current City of Minnetonka and Hopkins
standards. Ground floor, street accessible, long term bike parking rooms will be
required for all new development or major renovation projects
Sustainability— adaptive reuse, renovation, expansion and repurposing of
existing structures should be encouraged. Maximizing the imbued energy and
materials of these buildings is a key component of sustainability objectives
of the project. Other sustainable practices such as the incorporation of solar
panels, wind turbines, and use of green roofs or bioswale green street practices
should be encouraged. LEED certification should not be required but should be
promoted
permitted and Conditional uses— For redevelopment proposals, prohibited
uses will generally include those that are auto-oriented. Warehousing, storage,
or uses that compete with other identified sub-areas such as Station Hub transit
serving retail will be prohibited. Manufacturing or assembly uses will be permitted,
but limitations on uses that may create adverse impacts—noise, air quality, etc.
will be identified
Open space general function, location, size and use of open spaces will be
prescribed. Public parks will be required of adequate size and design to serve
nearby employees. Recreational facilities such as courts or playfields should be
discouraged, instead facilities that promote areas for lunch a break, or other
employee activities should be fostered
INNOVATION DISTRICT—SUBAREA NORTH
the subarea is substantial in size: it extends from the minnesota river bluffs trail at the south, to excelsior boulevard on the north, and between Shady Oak
road on the west and 11th avenue on the east. the subarea includes parcels in both cities of minnetonka and hopkins
t he subarea provides room for office start-ups, business incubators, and accelerators and a limited amount of complementary retail and service
development.
1
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
Subarea develOpment target Summary
Office and industrial 905,000 Square feet*
Commercial/Services 395,000 Square feet*
parking 3,250 Spaces
innovation park 2 acres
* Total represents approximate gross building floor area
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
INNOVATION DISTRICT—SUBAREA NORTH
EXCELSIOR BLVD
SH
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W 47TH ST
5TH ST S
6TH ST S6TH ST S
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MAINSTREET
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Innovation Subarea (North)
Innovation Park
VISION – LAND USE FRAMEWORK0
proximity—redevelopment sites have direct access to the Imris corporate
headquarters
good visibility and prominent address — as noted previously, the new signature
street will induce considerable new through traffic which will be beneficial for uses
that demand greater exposure. With this increased exposure, development sites
will have greater investor interest
access— the sites can be easily accessed from the west at an existing signalized
intersection at Shady Oak Road and from 5th Street to the east
amenity— the proximity to the Shady Oak Beach may attract residential
development interest. Over time, should the subarea experience a significant
increase in residential development, a public park, possibly associated with one
of the existing ponds should be built to serve this population
general develOpment CharaC ter—
Due the relatively new age and quality of existing industrial structures, considerable
more renovation, adaptive reuse, and repurposing of existing buildings rather
than new development may occur within this subarea.
Incremental infill will also be viable within this subarea because most parcels
are developed at a very low density. The large parking lots and underutilized
landscape areas provide opportunities for intensification while preserving the
existing structures. Where redevelopment or infill should occur, the following
characteristics will be required:
Orientation—Development will front the existing streets to create a more urban
street edge that creates a more pedestrian friendly public realm. Primary building
access will be from the street rather than directly from internal parking lots, sky
bridges, or parking ramps
form and massing— Buildings should be urban, covering a majority of
development parcels—if a site is redeveloped, a minimum 0.5 floor area ratio
(FAR) will be prescribed. Generally buildings should range from one story to six
stories in height for the majority of the sub area
efficient parking— with the presence of light rail, parking will be limited to
accepted industry standards: for office and industrial development (maximum
of 3 spaces per 1000 square feet); for commercial/retail (2.5 spaces per 1000); and
residential (1 space per unit). Fewer spaces or shared parking will be fostered.
Where parking lots are built, parking will be required to be located behind or to
the side of buildings. Design techniques that minimize parked car visual impacts
from streets and the disruption of the pedestrian environment will be required. For
all development projects bicycle parking will be maximized. Ground floor, street
accessible, long term bike parking rooms will be required for all new development
or major renovation projects
Sustainability—adaptive reuse, renovation, expansion and repurposing of
existing structures should be encouraged. Maximizing the imbued energy and
materials of these buildings is a key component of sustainability objectives
of the project. Other sustainable practices such as the incorporation of solar
panels, wind turbines, and use of green roofs or bioswale green street practices
should be encouraged. LEED certification should not be required but should be
promoted
permitted and Conditional uses— For redevelopment proposals, uses that are
auto-oriented will be prohibited. Development of new or expansion of existing
warehousing and storage uses will be prohibited. Manufacturing or assembly uses
will be permitted, but limitations on uses that may create adverse impacts—noise,
air quality, etc. will be identified
INNOVATION DISTRICT—SUBAREA SOUTH
the subarea is substantial in size: it extends from the minnesota river bluffs trail at the north to the Canadian pacific bass lake Spur freight rail line on the
south, and between Shady Oak road on the west and future light rail trackway on the east. the subarea includes parcels in the city of minnetonka only.
the subarea provides a considerable amount of parcels for redevelopment, over time, for transit supportive high density residential, office and a limited
amount of complementary retail and service development while maintaining existing industrial, warehousing and manufacturing functions.
Currently the subarea does not have the characteristics that would engender innovative uses, however in the long term after light rail has been built and
development has largely been achieved in the innovation north Subarea, this subarea will become ripe for new investment.
Within 5-10 years the subarea will possess the following essential real estate site criteria for innovation development concepts:
1
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
Subarea develOpment target Summary
Office and industrial 1,095,000 Square feet*
parking 2,740 Spaces
* Total represents approximate gross building floor area
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
INNOVATION DISTRICT—SUBAREA SOUTH
EXCELSIOR BLVD
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Innovation Subarea (South)
VISION – LAND USE FRAMEWORK
INNOVATION DISTRICT—STATION HUB SUBAREA
the subarea is the most compact in size of all the subareas: it generally surrounds the future light rail station north of the minnesota river bluffs trail and
includes parcels south of the trail along 5th Street, generally west of 15th avenue.
the subarea provides room for high density residential development and or office start-ups, business incubators, and accelerators. transit and district
employee-serving retail and service development will be required for ground floor development surrounding the station plaza.
Station area and recent Sw lrt corridor housing market analysis indicates that residential development is the most viable development segment in the short
term for the entire twin Cities market area. to capitalize upon this burgeoning market segment, housing development will be encouraged to occur before
or concurrently with light rail construction.
The subarea has the following essential real estate site criteria for innovation
development concepts:
proximity—fronting light rail and in proximity to employment uses, this subarea
will be one the SW LRT’s best residential development opportunities.
good visibility— the sites are located adjacent to the future signature street
amenity— the proximity to the station retail, Central Park, Shady Oak Beach, and
the station plaza will attract residential development interest. Over time, should
the subarea experience a significant increase in residential development, an
additional public park, possibly associated with one of the existing ponds should
be built to serve the residents. Incorporation of active recreation features such
playgrounds, courts or play-fields would be necessary to attract families.
general develOpment CharaC ter—
New development will occur within this sub area. Located at the trailhead to
and from light rail, the subarea will set the bar for the entire station area. The
perceptions of the entire district will largely be defined by buildings that are
constructed here. To provide a positive experience and image, the development
must be welcoming, pedestrian-friendly, and compatible with surrounding
subarea context
The following characteristics will be required:
Orientation—Development will front the existing and new streets to create an
urban street edge that creates a more pedestrian friendly public realm. Primary
building access will be from the street rather than directly from internal parking
lots or parking ramps
form and massing— Buildings should be urban, covering a majority of
development parcels—when a site is redeveloped, a minimum density of 60
dwelling units per acre or a 0.5 FAR for commercial/retail development will be
prescribed. Generally buildings should range from two to six stories in height
for the majority of the sub area
efficient parking— with the presence of light rail, parking will be limited to
accepted industry standards: for office and industrial development (maximum
of 3 spaces per 1000 square feet); for commercial/retail (2.5 spaces per 1000);
and residential (1 space per unit). Fewer spaces or shared parking will be
fostered. Where parking lots are built, parking will be required to be located
behind buildings. Design techniques that minimize parked car visual impacts
from streets and the disruption of the pedestrian environment will be required.
For all development projects bicycle parking will be maximized. Minimum bike
parking standards will be in excess of current City of Hopkins standards. Ground
floor, street accessible, long term bike parking rooms will be required for all new
development or major renovation projects
Sustainability—Sustainable practices such as the incorporation of solar panels,
wind turbines, and use of green roofs or bioswale green street practices should
be encouraged. LEED certification should not be required but should be
promoted
permitted and Conditional uses— prohibited uses will generally include those
that are auto-oriented. For the subarea, a maximum of 50,000 square feet of retail
will required to avoid competing with Hopkins Mainstreet
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
Subarea develOpment target Summary
retail 15,000 Square feet*
residential 1,250 units
parking 1,295 Spaces
park and ride 270 Spaces
Station plaza .75 acre
* Total represents approximate gross building floor area
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
INNOVATION DISTRICT—S TATION HUB
SUBAREA
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Station Hub (Residential & Retail)
Subarea
Station PlazaPLaZa
VISION – LAND USE FRAMEWORK
URBAN INDUSTRIAL DISTRICT
the district is substantial in size: it is generally located below 5th Street and west of 11th avenue. the district extends to the Canadian pacific bass lake
Spur freight rail line on the south, to the future light rail trackway on the west, and 11th avenue on the east. the district includes parcels only in the City of
hopkins.
along 5th Street, the district provides some parcels for redevelopment over time for transit supportive office, and a limited amount of complementary retail
and service development. however, industrial, warehousing and manufacturing functions are envisioned to largely remain within most of the district.
general develOpment CharaC ter—
Due the nature of industrial development a greater auto and truck orientation will
occur in this district. Nevertheless, site improvements that enhance the pedestrian
environment and foster safe and direct access to light rail will required for any
new or major renovation project.
Where redevelopment or infill should occur, the following characteristics will be
required:
Orientation—Development will front the existing streets to create a more urban
street edge that creates a more pedestrian friendly public realm. Primary building
access will require at least one entrance directly accessible the street rather than
directly from internal parking lots
efficient parking— with the presence of light rail, parking will be limited to
accepted industry standards: for office and industrial development (maximum of
3 spaces per 1000 square feet); for commercial/retail (2.5 spaces per 1000). Fewer
spaces or shared parking will be fostered. Where parking lots are built, parking
will be required to be located behind or to side of buildings. Design techniques
that minimize parked car visual impacts from streets and the disruption of the
pedestrian environment will be required. For all development projects bicycle
parking will be maximized. Minimum bike parking standards will be in excess
of current City of Hopkins standards. Ground floor, street accessible, long term
bike parking rooms will be required for all new development or major renovation
projects
Sustainability—adaptive reuse, renovation, expansion and repurposing of
existing structures should be encouraged. Maximizing the imbued energy of
the materials of these buildings is a key component of sustainability objectives
of the project. Other sustainable practices such as the incorporation of solar
panels, wind turbines, and use of green roofs or bioswale green street practices
should be encouraged. LEED certification should not be required but should be
promoted
permitted and Conditional uses— For redevelopment proposals, uses that are
auto-oriented will be permitted. Development or expansion of new warehousing
and storage uses will be permitted. Manufacturing or assembly uses will be
permitted, but limitations on uses that may create adverse impacts—noise, air
quality, etc. will be identified.
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
URBAN INDUSTRIAL DISTRICT
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Urban Industrial District
Subarea S develOpment Summary table
industrial 445,000 Square feet*
parking 1000 Spaces
* Total represents approximate gross building floor area
VISION – CIRCULATION FRAMEWORK6
TRANSIT
BICyCLEPEDESTRIAN
AUTO
COMPLETE STREETS
CirC ulatiOn f ramew O rk
OVERVIEW
the transportation framework identifies the location and describes the future design character for key station access routes. it has an emphasis, in terms of
focus and detail, on ‘complete street’ multimodal connections located within a half mile radius of the Shady Oak station.
Recommendations on the location and configuration of automobile, bus,
pedestrian and bicycle access to the light rail station are identified. The framework
includes:
roadway hierarchy — the circulation diagram prescribes a street network of
a ‘Signature Street’, ‘Primary (fixed) Streets’, and ‘Secondary Streets’, which
are more flexible in location and design. While not prescribed in location
or design, these Secondary Streets are not optional, they must be provided
as part of future development proposals to improve station access and
establish a framework for transit oriented development
an emphasis on ‘active transportation’— pedestrian and bicycle
circulation systems as a means to reduce auto dependency, traffic and
parking impacts; maximize light rail transit investment, and foster health
benefits
a bus shuttle route— because the station is locate outside a comfortable
walking distance (1/4 mile) from the majority of existing residential areas,
schools, and the Hopkins Mainstreet, a bus shuttle route and stop locations
have been identified as an additional means to providing necessary
frequent and dependable service to key destinations— within a reasonable
timeframe. The shuttle will be invaluable for those who are physically
challenged or those who would prefer not to walk or cycle in inclement
weather or at night
7
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
B
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
CIRCULATION FRAMEWORK
EXCELSIOR BLVD
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LRTOperationsMantenanceFacility
Central
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ParkandRide
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7TH ST S
WESTBROOKE WAY
Shady Oak
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M
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B H
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Signature Street
Primary Streets
Secondary Streets
Neighborhood Connections
(Active Transportation)
SW LRT Alignment
Proposed Shuttle Route and Stops
Existing Traffic Signal
Traffic Signal
Bike Signal
Pedestrian Activated Signal (HAWK)
Existing Stop Sign
Stop Sign
Bike Station
B
H
VISION – CIRCULATION FRAMEWORK
for the station area to see a transfer of a significant number of current and estimated future daily commuting trips away from autos to walking and cycling, it
is essential that well designed safe and direct active transportation routes be established. the benefit of these active transportation routes is reduced auto
congestion, enabling a parking requirement reduction for future development, and an increase in transit boardings at the Shady Oak Station.
The circulation framework includes direct, convenient, and safe five minute (one
mile) bicycle access routes that provide for essential neighborhood connections.
The Active Transportation Concept prescribes:
Routes that are intended to build upon existing multi-use Minnesota River
Bluffs, Shady Oak and 11th Avenue trails.
Future routes that will also provide linkages to adjacent neighborhoods and
incorporate planning concepts for future facilities such as the future 8th
Avenue ARTERy enhancements
Coupled with bicycle facilities, enhanced pedestrian sidewalks and crosswalks
to foster walking within a quarter mile of the station and for those willing to
travel further distances.
biCyCle and pedeStrian enhanCementS
The Station area is designed to include premium ‘active transportation’—pedestrian
and bicycle transportation facilities.
protected bike lanes— serve primarily a commuting function. They are physically
separated by a combination of parked cars, landscaping, bollards, raised curbs, or
other vertical elements from the roadway traffic. Protected bike lanes attract riders
that do not typically ride on the street with auto traffic because of safety concerns.
When implemented as a complete network they can significantly increase bike
ridership within the station area. Protected bike lanes are proposed:
Along the west side of the 17th Avenue/K-Tel Drive signature street from 5th
Street to Excelsior Boulevard. A 10’ wide bi-directional facility will be provided;
south of 5th Avenue, the protected bike lane would transition to a multi-use
trail
North of Excelsior, an 10’ wide bi-directional facility with a 2’ extruded curb
(adjacent to the southbound travel lane) will continue on the west side of the
roadway. A bicycle signal phase will be added to provide a safe crossing at this
busy intersection. The protected bike lane should continue north along 17th
Avenue past Mainstreet and connect to the regional multi-use trail crossing
between Third and Fourth Street
multi-use trails— serve both a recreation and a commuting function. Where
sidewalks do not exist, they will also provide access to businesses and residences.
A number of combined pedestrian and bicycle routes currently exists; expansion
of these routes is planned to create a network. When adjacent to arterial roadways,
new trails will be physically separated from the travel lanes by a landscape buffer
which eliminates conflicts with autos. New multi-use trails (10-12 foot wide paved
surfaces) or enhancements are provided for:
Along the north and south side of Excelsior Boulevard the existing sidewalks
will be expanded to 12’ when adjacent to a landscaped buffer (14’ when
located adjacent to the curbline) from 5th Avenue to 17th Avenue. From 17th
Avenue to Shady Oak Road the existing sidewalk will expand on the south side
of Excelsior Boulevard only
Along the west side of Nine Mile Creek from 5th Street to existing trails within
Central Park at 13th Avenue; a new at-grade crossing at Excelsior Boulevard
will include a HAWK (High-intensity Activated Walk) beacon
Along the west side of K-Tel Drive from Fifth Street to Shady Oak Road. North
of 5th, the trail would transition into a protected bike lane
Along the north side of Fifth Street from K-Tel Drive to 11th Avenue
Along 11th, the existing trail will be extended south to Smetana Road;
connections will be made to the Nine Mile Creek Trail at Westbrooke Way
Along the Minnesota River Bluffs Trail safe crossings will be provided. At 11th
Avenue, the existing at- grade crossing will include a traffic signal.
Between the Downtown Hopkins Station and Shady Oak Station, the
Minnesota River Bluffs Trail existing surfaces will be upgraded to asphalt
South along the west side of the future light rail trackway connecting to
Smetana Road and further south to the future Opus Station
Along the north side of Smetana Road between 11th Avenue and Shady Oak
Road
bike Station — facilities are provided for as part of the station plaza design. The
Bike Station:
Will offer secure indoor long term bike parking, possibly showers/restrooms,
lockers and ancillary uses such as repair services or a café
A private or public vendor may operate the facility. Daily fees or month/annual
membership fees may be required to access part or all of the facility
Short-term use bike racks will be provided at the station and throughout the
station area as part of street improvements.
On-street ‘bike corral’ multi-rack facilities that replace curbside parking will
be permitted on a case by case basis, initiated by adjacent property owners
desiring such facilities
NEIGHBORHOOD ACTIVE TRANSPORTATION CONNECTIONS
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
T o S m e t a n a R o a d
EXCELSIOR BLVD
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6TH ST S6TH ST S
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LRTOperationsMantenanceFacility
B
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1/8TH
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B
NEIGHBORHOOD ACTIVE TRANSPORTATION
CONNECTIONS
Existing/Planned Protected Bike Lane
Protected Bike Lane
Existing Multi-Use Trail
Multi-Use Trail
SW LRT Alignment
Traffic Signal
Bike Signal
HAWK Signal
Bike Station
B
H
VISION – CIRCULATION FRAMEWORK0
lOC al CirCulatOr Shuttle buS
Because the station is located outside a comfortable walking distance (1/4
mile) from the majority of existing residential areas, schools, and the Hopkins
Mainstreet, a bus shuttle route and stop locations have been identified as an
additional means to provide necessary frequent and dependable service to key
destinations— within a reasonable timeframe. The shuttle will be invaluable for
those who are physically challenged or those who would prefer not to walk or
cycle in inclement weather or at night.
A preliminary route has been identified; a future shuttle feasibility study should
examine, at a minimum:
Additional analysis of potential routes for a shuttle service linking the
neighborhoods and centers
Phasing strategies that ensure services could be adequately provided for at
opening day of LRT while not precluding opportunities for serving additional
transit destinations
Vehicles types and operational requirements
Future stop location, design, and any other necessary shuttle infrastructure
Funding strategies
Currently the station area is served by four metro transit bus routes (routes 12, 615,670, and 664). next year, a sector study of existing bus routes will be
developed to better incorporate the light rail transit service and eliminate redundant routes.
NEIGHBORHOOD BUS TRANSIT CONNECTIONS
1
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
NEIGHBORHOOD BUS TRANSIT CONNECTIONS
12
1212
12
12
12
12
12
12
615
615
670
670
670
670
670
664
664
664
EXCELSIOR BLVD
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6TH ST S6TH ST S
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MAINSTREET
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T o S m e t a n a R o a d
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1/8TH
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METRO Bus Routes
SW LRT Alignment
Shuttle Route and Stops
Bus 12 - Local Bus Route
(Uptown Minneapolis - Excelsior Blvd - Hopkins - Opus)
Bus 615 - Local Bus Route
(Ridgedale- Co Rd 73- St Louis Park)
Bus 670 - Express Bus Route
(Excelsior- Downtown Minneapolis)
Bus 664 - Express Bus Route
(Co Rd 3 - Excelsior Blvd - Downtown Minneapolis)
12
615
670
664
Existing METRO Bus Routes
VISION – CIRCULATION FRAMEWORK
REGIONAL TRANSIT CONNECTIONS
many of the anticipated park & ride users will come from areas north, south, and west of the station area. as such, a good deal of bus and automobile traffic
will flow primarily through the city of minnetonka in order to get to the station and the associated park and ride facility. the siting and design of the park
and ride ensures that the facility is commuter friendly while not compromising City of hopkins and minnetonka Station area policy or impacting long term
tOd potential.
Opening day improvements— revised on July 8, 2015 by the Metropolitan
Council, park-and-ride numbers for the SW LRT corridor indicate that the Shady
Oak Station is slated to accommodate 700 parking spaces. Approximately
270 of the 700 spaces will be designed and constructed as permanent surface
spaces. The balance will be “temporary”, meaning they will be built with thinner
bituminous surfacing and bituminous curbing, anticipated to last around 5 years.
It is anticipated that the temporary parking will be removed and replaced when
a redevelopment proposal comes to the table at that time. The replacement of
temporary spaces would need to be replaced at a 1:1 or possibly lesser ratio (the
process for redevelopment and replacement ratio has yet to be determined).
Because of high costs, parking replacement requirements at any ratio (1:1 or even
less) will be financially difficult for the private sector alone to provide. Public-private
redevelopment partnerships are likely needed for redevelopment.
long term facilities— Outlined is an area adjacent to the station where 270
permanent spaces are most appropriate. The remaining 430 spaces would be
subject to potential redevelopment.
Park and ride facilities commonly have a higher incidence of criminal activity.
Providing ‘eyes on the station’ discourages criminal activity at the station. The
permanent spaces have been sited with consideration of maximizing station
platform safety. The location of the park and ride ensures that considerable
residential and ground floor commercial development will occur adjacent to
station, thereby creating a safer environment for transit patrons, residents and
commercial clientele, as well.
Moreover, the parking has been located to create a ‘critical mass’ of a collection of
TOD parcels on the site along 17th Avenue. By providing this development area,
a linkage of development sites can be created that ‘spills over’ to potential TOD
on adjacent sites west of the Hopkins Tech Center site. With this development
in place, it will be more viable that the temporary parking spaces will be
redeveloped.
Overtime it is anticipated that the area including the 270 permanent spaces would
redevelop as multi-family development over a parking ramp. The parking ramp
would be required to provide 270 permanent park and ride spaces, as well as,
parking for multi-family residents.
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
700 STALL PARK AND RIDE—OPENING DAy AND LONG TERM FACILITIES
(long term)
(temporary)
Opening day
VISION – CIRCULATION FRAMEWORK
the roadway hierarchy diagram, illustrates the minimum street types and locations required to provide adequate station platform and development parcel
access. moreover, it establishes a development context—scale and massing limitations for future land uses and a setting for ‘placemaking’. these design
elements will contribute to the creation of a distinct and attractive innovation district.
the framework establishes holistic ‘complete streets’ where minimum facilities for all modes—auto, truck, transit, pedestrian, and bicycle are adequately
provided. these complete streets include essential auto and truck infrastructure—right-sized roadway travel lanes and in most instances, curbside parking
and loading zones. moreover, winter design issues have been addressed.
ROADWAy HIERARCHy
future traffiC COnditiOnS
WSB developed an estimate of the future average daily traffic (ADT) on the streets
that were identified in the roadway heirarchy diagram and the estimated future
daily trip generation for the potential maximum development for the study area.
These ADT’s are shown below. The ADT estimates are based on the total study
area trip generation of 36,000 trips per day which assumes the maximum build
out of the study area.
Based on the projected ADT’s for the street grid it is expected that:
two lane roadways will provide adequate capacity for vehicular traffic
traffic signals will be warranted at K-Tel and Shady Oak Road, 47th Street and
Shady Oak Road, 17th Avenue and Excelsior Boulevard, and at 5th Street and
11th Avenue. It may be necessary at some locations to provide a second lane
at the approach to the intersection in order to maintain acceptable levels of
service at the intersection
At the 17th Avenue and Excelsior Boulevard intersection a bicycle signal will
be installed
A pedestrian signal will be installed at the Minnesota River Bluffs Regional
Trail Crossing of 11th Avenue just north of the LRT crossing and will include
an all red signal with a stop bar south of the tracks for northbound traffic.
This signal will have to be interconnected with the railroad signal
A HAWK signal for pedestrians and bicycles will be installed at 13th Avenue
South. This is a mid-block location located two blocks from other signalized
crossings and on a trail corridor
All way stops will be located at the internal intersection of 5th Street and K-
Tel Drive and at 47th Street and 17th Avenue
EXCELSIOR BLVD
SH
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6TH ST S6TH ST S
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MAINSTREET
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8,000
83
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8,000
FORECAST ADT’S
0,000 average daily traffic (adt)
Within the street grid, a hierarchy of streets has been established to address both
mobility and adjacent land use needs. Categories are as follows:
a. Signature Street
b. primary Streets
C. Secondary Streets
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
ROADWAy HIERARCH y
B HEXCELSIOR BLVD
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5TH ST S
6TH ST S6TH ST S
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LRTOperationsMantenanceFacility
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ParkandRide
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3RD ST
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7TH ST S
WESTBROOKE WAY
Shady Oak
Lake
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Beach
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1/8TH
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Signature Street
Primary Streets
Secondary Streets
SW LRT Alignment
Existing Traffic Signal
Traffic Signal
Bike Signal
Pedestrian Activated Signal (HAWK)
Existing Stop Sign
Stop Sign
B
H
VISION – CIRCULATION FRAMEWORK6
Signature Street
the Signature Street serves as the primary station connection between major arterial roadways and the Shady Oak Station. the street scale and street
elements have been crafted to foster a pedestrian –friendly, urban, vertical mixed use development environment. the street will not be a seam; rather it will
knit the station areas of hopkins and minnetonka into a unified whole.
The Signature Street consists of two segments—
a) Segment 1 — new 17th Avenue street construction would occur from Excelsior
Boulevard to 47th Street, providing access to the station platform and park and
ride facility to be built by Metro Transit as part of the SW LRT project.
b) Segment 2 — This segment will merge and realign the existing K-Tel Drive
with the 17th Avenue extension south of 47th Street to 5th Street. Fifth Street will
be realigned to ‘T’ into K-Tel Drive /17th Avenue as part of the SW LRT project.
From approximately 47th Street south to 5th Street, the street construction will
be funded by the city of Minnetonka.
7
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
SIGNATURE S TREET
B EXCELSIOR BLVD
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5TH ST S
6TH ST S6TH ST S
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1ST ST S
MAINSTREET
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PIONEER RD
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KAREN CIR
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LRT Statio
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LRTOperationsMantenanceFacility
Central
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ParkandRide
19
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3RD ST
1/2 MI
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To
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WESTBROOKE WAY
Shady Oak
Lake
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Beach
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S e GM
e N t 1
S e GM e N t
Signature Street
SW LRT Alignment
Existing Traffic Signal
Bike Signal
Stop Sign
B
VISION – CIRCULATION FRAMEWORK
Placemaking Character— The 17th Avenue - Segment 1 can be described as a
street that is complete and functions effectively in all seasons; more importantly
however, it will be distinctive and memorable. The street will:
Reflect the values and history of both Hopkins and Minnetonka. It will be
beautiful—a place where people will want to linger.
It will be sustainable. In particular it will include elements such as bioswales
and other green features such as water conserving irrigation systems,
energy efficient lighting, and long lasting and durable paving materials
Evoke an innovation theme yet not appear to feel foreign or incompatible
with the surrounding neighborhoods
Demonstrate to those who are traveling through to the light rail station that
the Shady Oak station area is worthy of investment.
17th avenue (Signature Street - Segment 1)
detail— the street should include the following elements:
A public right-of way dimension of 88’
Two 12’-6” travel lanes
Two 8’ curbside parking lanes
West Side: A 10’ bi-directional protected bike lane, 3’ door zone sidewalk,
and 17’ sidewalk (with landscaping/hardscaping) adjacent to the west
curbline
East Side: A 17’ wide sidewalk (with landscaping/hardscaping) adjacent to
the east curbline
Stormwater detention/landscaped curb extensions
At the intersection of Excelsior Boulevard and 17th Avenue, a single left turn
pocket will be added on the south side of the street. Double left or right turn
pockets will be prohibited.
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
TyPICAL 17TH AVENUE SECTION —SIGNATURE STREET - SEGMENT 1 (88’ RIGHT-OF-WAy)
VISION – CIRCULATION FRAMEWORK0
k-tel drive – (Signature Street - Segment 2)
Placemaking Character— today K-Tel Drive and 5th Street serve as low traffic
volume roadways that together provides access to existing light industrial
and office uses and connects Shady Oak Road with 11th Avenue. K-Tel Drive
consists of two travel lanes and no sidewalks.
In the future, the street is envisioned to be a focus of development for
innovation office uses and access for commuters to the light rail station and
park and ride. Additionally, it is envisioned as a street that provides a vital
pedestrian and bicycle connection through the heart of the Shady Oak Station
area, and linkage between the Shady Oak Beach and the Hopkins’ Mainstreet.
This segment of the Signature Street will include fewer improvements.
Improvements will primarily include a new multi-use trail along the west right-
of-way line. Additional enhancements envisioned include additional street
trees, landscaping and pedestrian scaled lighting. A new 6’ sidewalk will be
constructed on the east side of the roadway.
detail— the street should include the following elements:
A public right-of way dimension of 66’
Two 17’ travel lanes
North/West Side: A 12’ multi-use trail (with 5’ landscaping buffer) adjacent to
the north/west curbline.
South/East Side: A 6’ wide sidewalk located (with 5’ landscaping buffer)
adjacent to the south/east curbline line and additional 4’ landscaping
between the sidewalk and the property line.
1
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
6’
Side-
walk
5’5’
5’7’
TyPICAL K-TEL DRIVE SECTION—SIGNATURE STREET - SEGMENT 2 (66’ RIGHT-OF-WAy)
right-of-way
VISION – CIRCULATION FRAMEWORK
primary StreetS
the primary Streets establish a complete street grid through portions of the station area. moreover, commitment to constructing identified primary Streets
as public rights-of-way is an essential action necessary to stimulate early tOd in the innovation north and Station hub subareas.
these streets also provide essential access to a number of ‘land locked’ parcels that currently have no direct public right-of-way frontage. barring parcel
consolidation with adjacent parcels that have access, it is unlikely that these land locked parcels will redevelop as envisioned. to lessen and share development
impacts equally, new street center lines are generally aligned along existing property lines.
Enhancements to existing streets, 47th Street and 5th Street will provide transit benefits.
Park and ride access will be improved by providing an additional access
point from the west via 47th Street. Especially at peak hours, this road will
serve as an additional dispersion route, lessening congestion at 17th/ K-Tel
intersections. An additional right turn pocket at the intersection of 47th
Street and Shady Oak Road may be necessary to accommodate P.M. peak
hour traffic
5th Street is an essential LRT station access way for residents in the
Westbrooke neighborhood. Many of these residents are dependent on
transit as a primary means of transportation. Providing active transportation
improvements along the street is imperative to ensure so that they have safe
and comfortable access to transit.
Primary Streets include:
3rd Street
47th Street
5th Street
19th Avenue
15th Avenue
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
PRIMARy STREETS
EXCELSIOR BLVD
SH
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K-TEL D
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W 47TH ST
5TH ST S
6TH ST S6TH ST S
16
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1ST ST S
MAINSTREET
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PIONEER RD
CH
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KAREN CIR
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LRTOperationsMantenanceFacility
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ParkandRide
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7TH ST S
WESTBROOKE WAY
Shady Oak
Lake
Shady Oak
Beach
Cana
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M
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Primary Streets
SW LRT Alignment
Existing Traffic Signal
Traffic Signal
Stop Sign
VISION – CIRCULATION FRAMEWORK
3rd Street, 47th Street, 19th avenue and 15th avenue
TyPICAL PRIMARy STREET SECTION - 66’ RIGHT-OF-WAy
Placemaking Character— these streets can be described as providing a front
door for new development in the Innovation (North) and Station Hub subareas.
The street scale and street elements have been crafted to foster a pedestrian
–friendly, urban, vertical mixed use development environment.
detail — the street should include the following elements:
A public right-of way dimension of 66’
Two 12’ travel lanes
Two 8’ curbside parking lanes
Two 13’ wide sidewalks (with landscaping/hardscaping) adjacent to the
property lines .
right-of-way
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
5th Street
Placemaking Character— the street is envisioned to be a focus of
development for urban industrial uses and access for commuters to the light
rail station and park and ride. Additionally, it is envisioned as a street that
provides a vital pedestrian and bicycle connection and linkage between the
Shady Oak Station and the Westbrooke neighborhood to the south.
The street improvements include the SW LRT Project design, construction
and realignment of a portion of 5th Street (along the planned Operations
and Management Facility frontage) to K-Tel Drive into a t-intersection. The
intersection will include modified traffic control for the LRT track crossing, new
crosswalks, a sidewalk on the south side of the street and a multi-use trail on
the north side of the street. East of the realignment, a new multi-use trail along
the north right-of-way line should be constructed to 11th Avenue. Additional
enhancements envisioned include additional street trees, landscaping and
pedestrian scaled lighting.
detail — the street should include the following elements:
A public right-of way dimension of 66’
Two 17’ travel lanes
North Side: A 12’ multi-use trail (with 5’ landscaping buffer) adjacent to the
north curbline.
South Side: A 6’ wide sidewalk located (with 5’ landscaping buffer) adjacent
to the south curbline line and additional 4’ landscaping between the
sidewalk and the adjacent property line.
6’
Side-
walk
5’5’
5’7’
TyPICAL 5TH SECTION- 66’ RIGHT-OF-WAy
right-of-way
VISION – CIRCULATION FRAMEWORK6
SeCOndary StreetS
Secondary Streets support a fine-grained street grid and create appropriately scaled block sizes. the Secondary Streets provide necessary access within the
station area and should be developed as public rights-of-way. in many instances they provide a functional role— a place for access to parking, service bays
or other necessary uses. in other instances they may provide a setting for front door development that might be animated by ground floor activities.
Their character and function will be determined by their location and adjacent land uses. Prior to future site plan approvals, the placemaking character and following
design parameters and elements should be clarified.
Secondary Streets include:
20th Avenue
3rd Street
14th Avenue
16th Avenue
7
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
SECONDARy STREETS
HEXCELSIOR BLVD
SH
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K-TEL D
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W 47TH ST
5TH ST S
6TH ST S6TH ST S
16
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17
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1ST ST S
MAINSTREET
19
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PIONEER RD
CH
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DI
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KAREN CIR
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LRT Statio
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LRTOperationsMantenanceFacility
Central
Park
ParkandRide
19
T
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S
20
T
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A
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S
17
T
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A
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16
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15
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A
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S
13
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S
3RD ST
1/2 MI
L
E
PLAZA
T o S m e t a n a R o a d
To
S
m
e
t
a
n
a
R
o
a
d
LRT Statio
n
7TH ST S
WESTBROOKE WAY
Shady Oak
Lake
Shady Oak
Beach
Cana
d
i
a
n
P
a
c
i
f
i
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B
a
s
s
L
a
k
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S
p
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1/8TH
M
I
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Secondary Streets
SW LRT Alignment
VISION – CIRCULATION FRAMEWORK
TyPICAL STREET SECTION- 66’ RIGHT-OF-WAy
20th avenue and 3rd Street
Placemaking Character— these streets provide a setting for front door
development that might be animated by ground floor activities.
detail— the street should include the following elements:
A public right-of way dimension of 66’
Two 12’ travel lanes
Two 8’ curbside parking lanes
Two 13’ wide sidewalks (with landscaping/hardscaping) adjacent to the
property lines
right-of-way
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
TyPICAL STREET SECTION- 58’ RIGHT-OF-WAy
14th avenue and 16th avenue
Placemaking Character— these streets provide a functional role for accessing
parking, service bays or other necessary uses and do not include development
on both sides of the street.
detail— the street should include the following elements:
A public right-of way dimension of 58’
Two 12’ travel lanes
One 8’ curbside parking lanes adjacent to development
Two 13’ wide sidewalks (with landscaping/hardscaping) adjacent to the
property lines
right-of-way
VISION – PROJECT PHASING0
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1
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
p r OJe C t p haS ing
INTENT
the project phasing includes near-term strategies for creating a viable station area. included are both smaller tactical projects that address access needs and
larger more complex projects that will be necessary to stimulate tOd.
A concise list of key projects and phasing that focuses on a realistic 5 to 10 year horizon has been created. Significant actions will be taken within the first year and
substantial implementation progress will be made within five years. In most instances, additional analysis, and design will need to be provided and financing of each
project will need to be addressed. Moreover, the role, responsibilities and coordination between the Cities, Metro Transit, and the private sector will need to be
clarified.
Projects identified serve the following two purposes:
eStabliSh ‘early mOmentum’
These projects will:
Establish a sense of positive change within the station area and signal to
the greater community that Minnetonka and Hopkins are serious about
implementing the station area vision
Fill gaps in the existing deficient infrastructure network. Projects will
result in new safe, direct and convenient access routes between existing
neighborhoods, destinations such as Mainstreet, and the future light rail
station
Largely benefit the existing community, especially those who are transit
dependant and reside beyond an easy ¼ mile walking distance of the station
platform
Generally occur within existing public right-of-ways and will require no or
little property acquisition or easements. As a result, they will be relatively
easy to implement compared to game changing projects.
Be implemented before the Southwest LRT project has been constructed
Spur ‘game Changing’ inveStment
These projects will:
Signal to the development community that the Cities of Minnetonka and
Hopkins are committed to implementing TOD in the station area
Animate the station with residents and retail activity when light rail begins
service in 2020
Attract private investment within properties that have seen little or no recent
development interest
Improve the value of existing businesses and properties
Require more time to implement than early momentum projects, as a result
projects can be initiated, but may not be constructed prior to construction of
the Southwest LRT project
VISION – PROJECT PHASING
p rOJ eC tS
‘EARLy MOMENTUM’ PROJECTS
neighborhood-lrt access improvements— that provide safe pedestrian
and bike access to the light rail station, include:
Multi use trails: 1) located along the north side of 5th Street between 11th
Avenue and the realigned 17th Avenue/K-Tel Drive, 2) located along the
north side of K-Tel Drive between the realigned 17th Avenue/K-Tel Drive
and Shady Oak Road, and 3) located along Nine Mile Creek linking Central
Park and the Minnesota River Bluffs Regional Trail. Additional design and
financing will be required
Midblock crossings: a pedestrian activated signal (HAWK) at the intersection
of Excelsior Boulevard at Central Park/13th Avenue and a signalized
intersection at the Minnesota River Bluffs Regional Trail and 11th Avenue.
Additional traffic analysis, design and financing will be required
Bi-directional protected bikeway and new sidewalk: on the west side of 17th
Avenue from Excelsior Boulevard to Mainstreet. Additional traffic analysis,
design and financing will be required
New sidewalks: on both sides of 47th Street from the 47th Street extension to
Shady Oak Road. Additional design and financing will be required
‘GAME CHANGING’ PROJECTS
initial tOd Sites— that catalyze development of adjacent parcels and serve
as examples of quality, mixed use high density residential development that will
establish the character envisioned throughout the station area.
Site Area: three parcels comprise an approximately 5.75 acre development
area. The sites are located adjacent to the Shady Oak Station platform along
the west side of 17th Avenue from 3rd Street to the Minnesota River Bluffs
Regional Trail. The sites will be bisected by a future extension of 47th Street.
They will be developed either as multiple separate projects respecting
current property boundaries or possibly as a single site
Market Demand: The projects are time sensitive—currently, in the Twin
Cities region, demand for multifamily development is high and these sites
will likely draw considerable interest from developers, with or without light
rail service in place
To implement the projects, pre-development activities will be required soon,
including either of the following two options:
Preparation of a public/private partnership development agreement
between the Cities, Metro Transit, and property owners, or;
City acquisition of properties, then preparation of a developer request for
proposals (RFP) to solicit interest from a private sector developer(s) who will
be chosen to design and build the project(s) as specified in the conditions of
the developer offering
Street grid initiation— that provides necessary roadway access and utility
service to land locked TOD parcels and serves as the first phase of a full street
grid in the northwest quadrant of the station area.
Alignment and features: Beginning at Excelsior Boulevard, 19th Street will
be centered along existing property lines and continue south through the
western edge of the Hopkins Tech Center parcel, then continue along the
western edge of the parcel currently owned by the Roth Corporation, to
connect with 47th Street where a cul-de-sac currently exists. A dedicated left
turn lane on Excelsior Boulevard (for eastbound traffic) to 19th Avenue will
be required
Implementation of the project will require:
Additional traffic analysis, design, engineering and a financing strategy
Acquisition or easement of a 66’ right-of-way for roadway and utility service
construction
Station access improvements— will provide necessary parking access and
‘front door’ drive-by visibility for the Initial TOD Site projects
Alignment and features: An extension of 47th Street to the future 17th
Avenue and the construction of the 17th Avenue extension from Excelsior
Boulevard to K-Tel Drive will provide access across the Minnesota River Bluffs
Trail that does not currently exist
Implementation of the improvements will require:
Additional design, engineering and a financing strategy
Acquisition or easement of a 66’ right-of-way for the 47th Street roadway and
utility service construction
A new traffic signal at the intersection of 47th Street and Shady Oak Road
‘Fast tracking’ construction of the 17th Avenue extension from Excelsior
Boulevard to K-Tel Drive
Coordination of subsequent Southwest LRT project elements with Metro
Transit
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
STATION AREA PROJECTS
neighborhood - lrt access improvements
initial tOd Sites
(Mixed Use Residential Development)
Street grid initiation
(19th Avenue Roadway)
Station access improvements
(17th Avenue Segment &
47th Street Extension)
Southwest LRT Project Area
1
PLAZA
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VISION – PROJECT PHASING
SCHEDULE
timeline
prOJeC tS yEAR 1 yEAR 2 yEAR 3 yEAR 4 yEAR 5 yEAR 6 yEAR 7 yEAR 8 yEAR 9 yEAR 10
Neighborhood - Lrt access
improvements
initial tOd Sites
(Mixed Use Residential
Development)
Street Grid initiation
(19th Avenue Roadway)
Station access improvements
(17th Avenue Segment & 47th Street
Extension)
1
action on all projects will be initiated and substantially completed within 10 years.
COmpleted within 5 yearS
2020
Opening Day
Southwest LRT
2 initiated immediately & COmpleted within 5 tO 7 yearS
3 initiated immediately & COmpleted within 5 tO 10 yearS
4 initiated immediately & COmpleted within 5 yearS
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
INVESTMENT - STATION AREA PROJECTS
private development project projected value
Office (SF)*350,000 $89,250,000
Housing (Unit)*600 $102,250,000
Commercial/Retail (SF)*30,500 $8,500,000
private investment total:$200,000,000
‘game-Changing’ project projected Cost
Initial TOD Sites (Land Assembly)$3,250,000*
Street Grid Initiation (19th Ave)$1,350,000*
Station Access Improvements (47th St Ext. Only)*$575,000*
public investment total:$5,175,000
identified are station area ‘early momentum’ projects and ‘game-changing’ projects public investment summaries.
* Includes on-site parking
‘early momentum’ project projected Cost
Neighborhood-LRT Access Improvements
Multi-Use Trails (5th St, K-Tel Dr, & Nine Mile Crk)$773,500
Mid-Block Crossings (11th Ave & Excelsior Blvd)$350,000
17th Ave Protected Bikeway (Excelsior to Mainstreet)$20,000
Add Sidewalks (47th Street)$212,500
public investment total:$1,356,000
1 2
3
4
‘early momentum’ public investment Summary
These are the essential public investments required to ensure safe and direct
access to light rail.
‘game-Changing’ public investment Summary
These are the essential public investments required to stimulate significant private
investment within the northwest quadrant of the station area.
The ‘Game Changing’ Costs to Value tables and diagram below illustrates the
amount of public investment ($5,175,000) that if spent, is anticipated to stimulate
substantial private investment ($200,000,000)
‘game-Changing’ COStS tO value r atiO
Stimulated private investment Summary
$1
public
$38
private
* Costs include typical roadway improvements and wet utilities only and does not include soft costs,
land costs or entitlements
Z O ning
2,640’1,320’0660’2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
Chapter XX .XX
Shady Oak Stati O n area Z O ning
SeCtiOnS
XX.XX.010 PURPOSE
XX.XX.020 GENERAL REQUIREMENTS
XX.XX.030 zONING DISTRICTS
XX.XX.040 USE REGULATIONS
XX.XX.050 DEVELOPMENT STANDARDS
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 60
Se Cti O n XX .XX.010 p ur pOS e
SUMMAR y OF PROPOSED SHADy OAK S TATION
AREA zONING
The Shady Oak Station zoning area is approximately 200-acres. X acres are in
the City of Minnetonka and X acres within the City of Hopkins. The Station Area
is currently regulated by each cities zoning ordinances that allow a range of
commercial business and industrial uses.
The Shady Oak Station Area zoning provides a unified regulatory framework
that apply to areas within the city limits of the City of Minnetonka and the City of
Hopkins. Development proposals would be reviewed by a Joint Planning Board
using this unified regulatory framework.
Implementation of the zoning requires changes to the Cities of Minnetonka and
Hopkins Comprehensive Plans and zoning Maps, and to the Minnetonka Code of
Ordinance- Chapter 3 zoning Regulations and the Hopkins City Code - Chapter
V Planning and Land Use Regulations .
Within the Shady Oak Station Area , the Transit Supportive Employment (TSE)
and Urban Industrial Employment (UIE) zoning districts delineates permitted
and conditional land uses and development standards that promote or maintain
family-wage jobs, professional office, industrial and manufacturing commerce,
neighborhood-oriented businesses, high density housing close to transit,
mixed-use projects and community services in a manner that enhances property
values.
2,640’1,320’0660’
61
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LIMITED BUSINESS B3
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CITIES E XISTING COMPREHENSIVE PLANS MAP CITIES PROPOSED COMPREHENSIVE PLANS MAP CHANGES
CITIES E XISTING zONING MAP CITIES PROPOSED zONING MAP CHANGES
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 6
Se Cti O n XX.XX.020 general requirement S
A. JOINT PLANNING STATION AREA
The Shady Oak Station Area and its zoning districts (FIGURE 2) shall be
regulated as a Joint Planning Station Area. The authority over development
review within the joint planning station area shall be by a Joint Planning Board
(JPB) and the City Councils of Hopkins and Minnetonka. The Joint Planning
Board shall be comprised of Planning Commissioners from the City of Hopkins
and the City of Minnetonka and will assist and advise the city councils in
administration of the Shady Oak Station Area zoning ordinance, conducting
public hearings on matters as required by provisions of the zoning/subdivision
ordinances, and any other matters referred by the councils or by ordinance.
Terms are for two years.
B. CONFORMANCE WITH THE SHADy OAK STATION
AREA zONING
Land uses and development, including buildings, parking areas, streets, bicycle
and pedestrian access ways, multi-use paths and open spaces shall be located in
accordance with those shown on the Shady Oak Station Area zoning maps and
figures adopted by ordinance.
C. AMENDMENTS TO SHADy OAK S TATION AREA
zONING PROCEDURES:
1. major amendments are those which result in any of the following:
A change in the land use framework identified in the Shady Oak Station
Area Development Strategy Plan.
A modification to the circulation framework that necessitates a street or
other transportation facility to be eliminated or redesigned in a manner
inconsistent with the Shady Oak Station Area Development Strategy
Plan.
2. minor amendments are those which result in any of the following:
No change in the land use framework identified in the Shady Oak Station
Area Development Strategy Plan.
A change in the circulation framework that requires a street, access way,
multi-use path or other transportation facility to be shifted more than 25
feet in any direction, as long as the change maintains the design established
by the Shady Oak Station Area Development Strategy Plan.
a)
b)
a)
b)
3. amendment – approval procedure
An amendment to the Shady Oak Station Area zoning is subject to a Joint Planning
Board review and the City Councils of Hopkins and Minnetonka decision. An
amendment may be approved upon a finding that:
a. The proposed modification maintains the intent established by the Shady
Oak Station Area Development Strategy Plan, or the proposed modification is
necessary to adjust to physical constraints evident on the property, or to adjust
to existing property lines between project boundaries;
b. The proposed modification furthers the land use, and circulation concepts
identified in the Shady Oak Station Area Development Strategy Plan; and
c. The proposed modification will not adversely affect the purpose and objectives
of the Shady Oak Station Area Development Strategy Plan.
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
The Shady Oak Station zoning districts promote family-wage jobs, through
professional office, co-work and creative space, research and development
incubator space, flex space and light industrial and manufacturing commerce,
neighborhood-oriented retail businesses, mixed-use projects and high density
housing in a manner that enhances property values, promotes multi modal access
to light rail transit and establishes pedestrian-friendly standards for site , building
design and streets design.
Se Cti O n XX.XX.030 Z O ning di S tri C tS
A. TSE - Transit Supportive Employment District
The TSE district provides for office employment uses, a limited amount of retail
and service development, and high density residential while permitting existing
industrial, warehousing and manufacturing functions.
B. UIE - URBAN INDUSTRIAL EMPLOyMENT DISTRICT
The UIE district maintains existing industrial uses while permitting redevelopment
over time of transit supportive high density residential, office, and a limited
amount of retail and service uses.
zONING 6
2,640’1,320’0660’
6
2,640’1,320’0660’2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
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LRT
Operations
Mantenance
Facility
Central
Park
ParkandRide
Cana
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p
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EXCELSIOR BLVD
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5TH ST S
6TH ST S6TH ST S
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PIONEER RD
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LRT Stati
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TSE
UIE
TRANSIT SUPPORTIVE
EMPLOYMENT
URBAN INDUSTRIAL
EMPLOYMENT
FIGURE 1.
SHADy OAK S TATION zONING MAP
TSE—Transit Supportive Employment District
UIE—Urban Industrial Employment District
Zoning districts
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 66
Uses are permitted, or conditional uses in the Shady Oak Station District as listed in the Land Use Table.
PERMITTED AND CONDITIONAL USES — TABLE 1
Se Cti O n XX.XX.040 uSe regulati O n S
l and uSeS* tSe1 uie2
COmmerCial
BAR /TAVERN/LOUNGE/NIGHTCLUB C —
BANQUET/RECEPTION/SOCIAL CLUBS C C
ART GALLERy X X
ART SUPPLIES X X
BAKERy C(20)X
BANK AND FINANCIAL SERVICES C(2)—
BEAUT y SALON/BARBER SHOP X X
BEAUT y/COSMETIC SALES C(2)—
BICyCLE SALES AND SERVICE C(2)X
BOOKSTORE C(2)—
BUTCHER SHOP C(15)X
CAMERA - PHOTOGRAPHIC, VIDEO C(2)—
CELL /MOBILE PHONE SALES C(2)—
CLOTHING STORE C(2)—
COFFEE SHOP C(2)C(12)
COLLECTIBLES (CARDS, COINS, COMICS, STAMPS, ETC.)C(2)—
CONSIGNMENT/THRIFT SHOPS C(2)—
CHILD DAy CARE/NURSERy C(2)—
DELICATESSEN C(2)C(12)
DRy CLEANING AND L AUNDRy (PICK-UP/DROP-OFF) X X
EDUCATIONAL FACILITIES X X
ELECTRONICS /HOME APPLIANCE SALES C(2)—
FABRIC, KNITTING AND SEWING STORE C(2)—
FLORIST C(2)—
FURNITURE AND HOUSEWARE SALES C(2)X
GARDEN / PLANT NURSERy X X
GIFTS AND NOVELTIES X C(2)
GLASSWARE, CHINA , TILE, POTTERy SALES C(2)C(4)
GROCERy STORE C(5)C(5)
HARDWARE STORE C(6)C(6)
HEALTH/FITNESS CLUB C(7)X
HOBBy- CRAFT –SALES AND INSTRUCTION C(2)—
HOTEL /HOSTEL C(8)X
l and uSeS* tSe1 uie2
COmmerCial
HOSPITAL /MEDICAL CLINIC X X
MARTIAL ARTS, yOGA, DANCE – STUDIO X X
ICE CREAM /CANDy C(2)—
INDOOR SPORTS & RECREATION FACILIT y (PRIVATE)X X
JEWELRy C(2)—
LEATHER GOODS – LUGGAGE SALES C(2)—
LIQUOR/WINE/BEER – OFF-SITE CONSUMPTION SALES C(2)—
MICRO-BREWERy/DISTILLERy C(9)X
MUSIC AND VIDEO S TORE C(2)—
MUSIC/VIDEO RECORDING S TUDIO X X
NEIGHBORHOOD/CONVENIENCE MARKET C(2)C(1)
OFFICES X X
OFFICE SUPPLIES C(2)C(21)
OPTICAL C(2)—
PAINT AND WALLPAPER C(2)C(10)
PARKING R AMPS X X
PET GROOMING X X
PET S TORE C(2)—
PHARMACy – DRUG STORE C(2)—
PHOTOGRAPHy – STUDIO X X
PICTURE FRAMING X X
REAL ESTATE SALES/BROKERAGE X X
RESTAURANT/CAFé C(2)C(12)
RESTAURANT – C ARRy-OUT & DELIVERy C(13)C(14)
SHOE STORE C(2)—
SPORTING GOODS C(2)—
S TATIONERy – CARD SHOP C(2)—
FOOD CART AND TRUCK VENDORS X X
TAILORING/ALTERATIONS X X
TRAVEL AGENT X X
THEATER /PERFORMING ARTS VENUE X X
TOy/GAME STORE C(2)—
VETERINARIAN CLINIC/HOSPITAL X X
Transit Supportive Employment (TSE) 1
Urban Industrial Employment (UIE) 2
C( ) - Conditional
X - Permitted
— - Prohibited
2,640’1,320’0660’
67
2,640’1,320’0660’
PERMITTED AND CONDITIONAL USES — TABLE 1
(1) Residential development required for parcels
indicated on figure 2
(2) Commercial uses permitted for parcels
indicated on figure 3 only. Commercial
uses shall be limited to a building floor area
maximum of 5,000 square feet per building
per parcel except for grocery or hardware
store uses. Drive through service windows are
prohibited
(3) Allowable only as a retail component of a Dry
Cleaning/Laundry processing facility. Retail
space shall be limited to a floor area no greater
than 1,500 square feet
(4) Allowable only as a retail component of a stone,
clay, tile, glass products facility. Retail space
shall be limited to a floor area no greater than
1,500 square feet
(5) Allowable for parcels indicated on figure 4
only. Maximum floor area for a grocery shall not
exceed 40,000 square feet
(6) Allowable for parcels indicated on figure 4
only. Maximum floor area for a hardware store
shall not exceed 20,000 square feet
(7) Permitted for all parcels except those indicated
on figure 3
(8) Limit to a maximum of 100 hotel rooms
(9) Limit to a maximum of 10,000 square feet of
building area
(10) Limit to a maximum of 2,000 square feet of
building area
(11) Allowable only as a retail component of a paint
and wall paper production facility. Retail space
shall be limited to a floor area no greater than
1,500 square feet.
(12) Limit to a maximum of 1,500 square feet of
building floor area
(13) Limited to parcels indicated on figure 5.
Allow existing drive through facility. Prohibit
drive-through window service for all other
parcels.
(14) Limit to a maximum of 1,500 square feet of
building area. Prohibit a drive-through window
service.
(15) Prohibit for use for parcels indicated on
figure 6
(16) Permitted for parcels indicated on figure 7
only
(17) Prohibit for use for parcels indicated on
figure 8
(18) Limit to parcels indicated on figure 9
(19) Prohibit for use on parcels indicated on figure
10
(20) Limit retail sales and production to a building
floor area nor grater than 5,000 square feet
(21) Office supplies warehousing and distribution
with retail sales limited to a maximum 500
square feet of building area
l and uSeS* tSe1 uie2
CiviC
TRANSIT STATION/TRANSIT FACILITIES X X
BICyCLE STATION X X
CAR-SHARE/ELECTRIC VEHICLE FUEL STATION X X
CIVIC X X
PUBLIC OPEN SPACE /PARK /PLA z A X X
ESSENTIAL PUBLIC SERVICE & UTILIT y STRUCTURES X X
induStrial
FOOD PRODUCTION C(16)X
APPAREL MANUFACTURING C(16)X
TEXTILE MANUFACTURING C(16)X
CABINETRy/CARPENTRy SHOPS C(16)X
FURNITURE AND FIXTURE PRODUCTION C(16)X
PAPER PRODUCT DISTRIBUTION —X
ELECTRIC APPLIANCES, MOTOR, ETC. SERVICE —X
ELECTRONIC PRODUCTION/SERVICING —X
PRINTING - PUBLISHING C(16)X
COMMERCIAL K ENNEL —X
RUBBER AND PLASTIC —X
STONE, CLAy, TILE, GLASS PRODUCTS C(16)X
METAL FABRICATING —X
BLACKSMITHING - WELDING C(16)X
BOAT MFG. REPAIR, STORAGE —X
BUILDING CONTRACTOR’S yARD C(17)C(17)
L AUNDRy/DRy CLEANING FACILIT y —X
LUMBER yARD - MILLWORKS —X
RESEARCH LAB X X
BUILDING MATERIALS yARD —X
VEHICLE PAINTING, BODy WORK, REPAIR C(18)X
COSMETIC AND PHARMACEUTICAL PRODUCTION C(?)X
MINI STORAGE C(19)X
BREWERy/ DISTILLERy C(16)X
TELECOMMUNICATION FACILITIES/ TOWERS C(20)X
land uSeS* tSe1 uie2
reSidential
MULTI –UNIT DWELLINGS X(1)X
WORK- LIVE TOWNHOMES X(1)X
SENIOR/CONGREGATE CARE X(1)X
GROUP LIVING/CO -HOUSING X(1)X
COnditiOnS (C)
Transit Supportive Employment (TSE) 1
Urban Industrial Employment (UIE) 2
C( ) - Conditional
X - Permitted
— - Prohibited 2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 6
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LRT
Operations
Mantenance
Facility
Central
Park
ParkandRide
EXCELSIOR BLVD
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LRT Stati
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FIGURE 2.
REQUIRED RESIDENTIAL
2,640’1,320’0660’
6
2,640’1,320’0660’2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
19
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Lake
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LRT
Operations
Mantenance
Facility
Central
Park
ParkandRide
EXCELSIOR BLVD
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K-TEL D
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5TH ST S
6TH ST S6TH ST S
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PIONEER RD
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SHADY OAK DR
KAREN CIR
BR
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C H U R C H L N
LRT Stati
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FIGURE 3.
LIMITED COMMERCIAL USE AREA
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 70
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H
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LRT
Operations
Mantenance
Facility
Central
Park
ParkandRide
EXCELSIOR BLVD
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6TH ST S6TH ST S
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KAREN CIR
BR
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LRT Stati
o
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FIGURE 4.
PERMITTED GROCERy, HARDWARE STORE
2,640’1,320’0660’
71
2,640’1,320’0660’2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
19
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H
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LRT
Operations
Mantenance
Facility
Central
Park
ParkandRide
EXCELSIOR BLVD
SH
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K-TEL D
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W 47TH ST
5TH ST S
6TH ST S6TH ST S
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PIONEER RD
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KAREN CIR
BR
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LRT Stati
o
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FIGURE 5.
PERMITTED RESTAURANT- C ARRy OUT & DELIVERy
WITH DRIVE-THRU
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 7
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EXCELSIOR BLVD
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FIGURE 6.
PROHIBITED INDUSTRIAL /MANUFACTURING USES
2,640’1,320’0660’
7
2,640’1,320’0660’2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
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Operations
Mantenance
Facility
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Park
ParkandRide
EXCELSIOR BLVD
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FIGURE 7.
PERMITTED BUILDING CONTRACTORS yARD
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 7
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ParkandRide
EXCELSIOR BLVD
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6TH ST S6TH ST S
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FIGURE 8.
PROHIBITED VEHICLE PAINTING, BODy WORK, &
REPAIR USES
2,640’1,320’0660’
7
2,640’1,320’0660’2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
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EXCELSIOR BLVD
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FIGURE 9.
PERMITTED MINI STORAGE
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 76
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EXCELSIOR BLVD
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FIGURE 10.
PROHIBIT TELECOMMUNICATIONS FACILITIES/
TOWERS
2,640’1,320’0660’
77
2,640’1,320’0660’2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
SeC tiOn XX.XX.050 d evel O pment Standard S
The Shady Oak Station Area zoning Development Standards provide specific requirements for the physical orientation, uses and arrangement of buildings; the
management of parking; and access to development parcels. Development located in the Shady Oak Station Area zoning Districts shall be designed and constructed
consistent with the following Development Standards. Development located within the Shady Oak Station Area zoning Districts shall be required to meet all other
applicable sections of the City of Minnetonka and City of Hopkins Land Use Ordinances, except as otherwise provided in this Chapter.
A site layout, landscaping or building design in a manner inconsistent with the Shady Oak Station Area zoning Districts Development Standards requires a minor
amendment in accordance with Section XX.XX.020.B.
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 7
FIGURE 11. REQUIRED ACTIVE EDGE
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a. required aCtive edge
active edges are characterized as building frontages with 1) direct public
street sidewalk entries and 2) a high degree of ground floor facade
transparency to increase visual and physical interaction between people
inside and people outside of the buildings and create a safe and vibrant
pedestrian environment.
The Required Active Edge diagram (FIGURE 11) identifies only required
building frontages where active-edge treatments shall be included. Other
building frontages may include these treatments but are not required. Fronting
parking lots, service bays/loading bays, and parking garage entrances are
prohibited along identified active edges.
the following active-edge criteria shall be met for all ground-floor
commercial and retail uses:
a minimum of 70 percent transparent glass along ground-floor facades as
measured in linear feet of total building frontage at a location 5 ft. above
the sidewalk (FIGURE 12); must be entirely transparent with the exception
of;
applied window signs that shall be no longer than 10 percent of any
single opening;
frosted, tinted, reflective glass or other types of glass that diminish
transparency are prohibited
Primary ground-floor entries shall be oriented to the public street
(FIGURE 14)
the following active edge criteria shall be met for all ground-floor
residential and commercial uses :
a minimum of 50 percent transparent glass along ground-floor facades
as measured in linear feet of total building frontage at a location 5 ft.
above the first finished floor height (FIGURE 13);
frosted, tinted, reflective glass or other types of glass that diminish
transparency are prohibited for commercial uses only
Primary entrances must be oriented toward the street; quasi-public
terraces, stoops or porches are appropriate, but not required (FIGURE
14-FIGURE 15).
2,640’1,320’0660’
7
2,640’1,320’0660’2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
FIGURE 12. 70% TRANSPARENCy- RETAIL AND EMPLOy MENT FIGURE 13. 50% TRANSPARENCy- RESIDENTIAL
FIGURE 15. RESIDENTIAL STREET ENTRIESFIGURE 14. RETAIL AND EMPLOyMENT STREET ENTRIES
Ground-floor individual dwelling units and main
lobby entries must be oriented to the street or
to a street-facing courtyard to contribute to the
vitality and safety of station areas through ‘eyes
on the street’ surveillance.
By locating entries facing the street, residents
and visitors will enter and exit the building to the
public street, thereby activating and animating
the public realm
Individual retail shop entries must be oriented
to the street to contribute to the vitality and
safety of station areas through ‘eyes on the
street’ surveillance.
Primary business entries shall face the
street; Secondary entries are permitted
along all other frontages
Retail entries must have at-grade entries
fronting public streets; ramps or steps are
prohibited
All doorway glazing shall be transparent;
tinted, reflective or other opaque materials
or treatments shall be prohibited
Entries to main lobbies of ground-floor
commercial uses must be oriented to the
street to allow direct access from the street and
promote activity on streets.
Retail Commercial
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 0
FIGURE 16. REQUIRED BUILD-TO -LINE
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b. r equired b uild-tO-l ine
b uild-to-lines establish a continuous ‘street wall’ that frames
pedestrian-oriented streets. buildings that are built flush with the sidewalk,
with doors and windows facing the street, provide for pedestrian-level
features of interest, improve safety, and ensure that buildings are oriented
to the street.
Build-to-Line regulations apply to ground floors only. Building facades set
back on any floor above the ground floor are permitted.
Zero foot setbacks apply to the entire frontage length where indicated
(figure 16).
Automobile parking, service, or loading zones are prohibited within any
permitted setback.
exceptions to the build-to line criteria:
A maximum 10 feet building setback (FIGURE 18) from the right-of-way
line is permitted to provide privacy for residential uses, landscaping for
commercial uses and/or additional area for outdoor seating and displays
that are associated with ground-floor retail uses.
Windows and walls may be recessed up to eighteen inches from the
right-of-way line to accommodate columns or other architectural
elements that engage the right-of-way line (FIGURE 17).
Entry doors may be recessed up to 6 feet from the right-of-way line
(FIGURE 17).
Passageways to courtyards or other private spaces may interrupt the
right-of-way line
For ground-floor residential uses, walks, porches, steps, stoops, or
terraces are allowed within the setback
2,640’1,320’0660’
1
2,640’1,320’0660’2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
FIGURE 17. zERO BUILDING SETBACK AND E XCEPTIONS FIGURE 18. MAXIMUM 10’ BUILDING SETBACK AND E XCEPTIONS
C. uSeable Open SpaCe
i. Purpose
Useable open space must be designed to be accessible to, and useable for
outdoor living or recreation use.
ii. Location.
Useable open space may be located on roofs, balconies, terraces, porches,
decks or required front setback areas.
iii. Minimum useable Open Space dimensions and area.
Each useable open space area shall have at least a twelve foot dimension in
any direction and a minimum area of two hundred square feet except for:
Private balconies must have a minimum of seven feet inany direction and
a minimum area of eight square feet.
Roofs, decks or porches must have a minimum of ten feet in any direction
and a total of one hundred twenty square feet.
iV. Private useable Open Space required.
In all Shady Oak Station Area zoning districts, a minimum of 100 square feet per
unit shall be designated as private useable open space.
a)
b)
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d. autO parking:
The following requirements apply to all permitted uses located within the zoning
districts.
1. WHERE THE REGULATIONS APPLy.
The regulations apply to all parking areas in both zoning districts. Parking areas
include:
those spaces accessory to a use;
part of a commercial parking ramp use;
2. OCCUPANCy.
All required parking areas must be completed and landscaped prior to
occupancy of any structure per City landscaping and screening requirements
3. CALCULATIONS OF AMOUNTS OF REQUIRED AND
ALLOWED PARKING.
When computing parking spaces based on net floor area, areas used for
parking are not counted.
The number of parking spaces is computed based on the major use
(more than 50 percent of net building area) on the site except as stated in
Paragraph 3.c., below. When there are two or more separate major uses
on a site, the required or allowed parking for the site is the sum of the
required or allowed parking for the individual major uses. For joint use
parking, see paragraph below.
When more than 20 percent of the net floor area on a site is in a minor
use (less than 50 percentof the net building area), the required or allowed
parking is calculated separately for the minor use. An example would be a
40,000 square foot building comprised of a 30,000 square foot warehouse
and a 10,000 square foot minor office area. The required or allowed parking
would be computed separately for the office and warehouse uses.
If the maximum number of spaces allowed is less than or equal to the
minimum number required, then the maximum number is automatically
increased to one more than the minimum.
If the maximum number of spaces allowed is less than one, then the
maximum number is automatically increased to one.
a)
b)
a)
b)
c)
d)
e)
4. USE OF REQUIRED PARKING SPACES.
Required parking spaces must be available for the use of residents, customers,
or employees of the use. Fees may be charged for the use of required parking
spaces. Required parking spaces may not be assigned in any way to a use on
another site, except for joint parking situations. Also, required parking spaces
may not be used for the parking of equipment or storage of goods or inoperable
vehicles.
5. PROXIMIT y OF PARKING TO USE.
Required parking spaces for residential uses must be located on the site of the
use or within a shared court parking tract owned in common by all the owners
of the properties that will use the tract. On-street parking within a private
street-tract other than a shared court does not count towards this requirement.
Required parking spaces for nonresidential uses must be located on the site of
the use or in parking areas whose closest point is within 500 feet of the site.
6. MINIMUM NUMBER OF PARKING SPACES REQUIRED.
i. Purpose.
The purpose of required parking spaces is to provide enough on-site parking
to accommodate the majority of motor vehicle traffic generated by the range
of uses which might locate at the site over time. Sites that are located in close
proximity to transit have good street connectivity, and good pedestrian facilities
need less off-street parking. Multi-dwelling development that includes a large
number of units require some parking to support existing and future uses in the
area and serve residents and guests, especially those with disabilities. Parking
requirements must be balanced with an active pedestrian network to minimize
pedestrian, bicycle and vehicle conflicts. Transit-supportive bicycle parking can
be substituted for some required parking on a site to encourage transit use and
bicycling by employees and visitors to the site.
The minimum number of parking spaces for both zoning districts is stated
in Table 1. Table 2 states the required number of spaces for permitted and
conditional uses.
ii. Joint use parking.
Joint use of required parking spaces may occur where two or more uses on
the same or separate sites are able to share the same parking spaces because
their parking demands occur at different times. Joint use of required parking
spaces is allowed only if the uses to which the parking is accessory are allowed
in the zone where the parking is located. Joint use of required parking spaces
is allowed if the following documentation is submitted in writing to the Joint
Planning Board and Planning Departments as part of a building or zoning
permit application or land use review:
a)
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The names and addresses of the uses and of the owners or tenants that
are sharing the parking;
The location and number of parking spaces that are being shared;
A parking and transportation analysis showing that the peak parking times
of the uses occur at different times and that the parking area will be large
enough for the anticipated demands of both uses; and
A legal instrument such as an easement or deed restriction that guarantees
access to the parking for both uses
iii. Carpool parking.
For office uses where there are more than 20 parking spaces on the site, the
following standards must be met:
Five spaces or five percent of the parking spaces on site, whichever is less,
must be reserved for carpool use before 9:00 AM on weekdays. More
spaces may be reserved, but they are not required.
The spaces will be those closest to the building entrance or elevator,
but not closer than the spaces for disabled parking and those signed for
exclusive customer use.
Signs must be posted indicating these spaces are reserved for carpool
use before 9:00 AM on weekdays.
iV. exceptions to the minimum number of auto parking spaces.
The minimum number of required parking spaces may be reduced by
50 percent through the use of exceptions. The 50 percent limit applies
cumulatively to all exceptions.
Bicycle parking may substitute for up to 25 percent of required parking. For
every five non-required bicycle parking spaces that meet the short or long-
term bicycle parking standards, the motor vehicle parking requirement is
reduced by one space.
Motorcycle parking may substitute for up to 5 spaces or 5 percent of
required motor vehicle parking, whichever is less. Each motorcycle space
must be at least 4 feet wide and 8 feet deep.
Substitution of on-site car sharing spaces for required parking. Substitution
of car sharing spaces for required parking is allowed if all of the following
are met:
1) For every car-sharing parking space that is provided, the motor vehicle
parking requirement is reduced by two spaces, up to a maximum of 25
percent of the required parking spaces;
2) The car-sharing parking spaces must be shown on the building plans;
a)
b)
c)
d)
a)
b)
c)
a)
b)
c)
d)
and a copy of the car-sharing agreement between the property owner and
the car-sharing company must be submitted with the building permit.
Substitution of bike sharing facility for required parking. Substitution of
a bike sharing facility for required parking is allowed if all of the following
are met:
A bike sharing station providing eight shared bicycle docks reduces
the motor vehicle parking requirement by three spaces. The provision
of each addition of four docks and two shared bicycles reduces
automobile parking, whichever is less; and
Bike sharing agreement:
(i) The property owner must have a bike sharing agreement with a
bike sharing company;
(ii) The bike sharing agreement must be approved by the City
of Minnetonka or City of Hopkins; and
(iii) A copy of the signed agreement between the property owner and
the bike-sharing company, accompanied by a letter of approval,
must be submitted before the building permit is approved.
7. MAXIMUM ALLOWED PARKING SPACES
i. Purpose.
Limiting the number of spaces allowed promotes efficient use of land, enhances
urban form, encourages use of light rail transportation, provides for better
pedestrian movement, and protects air and water quality. The maximum ratios
in this section vary with the use the parking is accessory to and with the location
of the use. These maximums will accommodate most auto trips to a site based
on typical peak parking demand for each use. The Development Strategy Plan’s
subareas that are easily reached by light rail transportation have lower maximums
than areas where transit service is less accessible.
ii. Maximum number of parking spaces allowed.
The maximum number of parking spaces allowed is stated in Table 2
Where 100 percent of the required parking is in a below grade parking
structure parking, there is no maximum number of parking spaces
e)
1)
2)
a)
b)
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Covered Spaces. At least 80 percent of long-term bicycle parking must
be covered and meet the requirements of Table 2, Bicycle Parking;
and
Security. To provide security, long-term bicycle parking must be in at
least one of the following locations:
(i) In a locked room;
(ii) In an area that is enclosed by a fence with a locked gate. The
fence must be either 8 feet high, or be floor-to-ceiling;
(iii) In an area that is monitored by a security camera; or
(iv) In an area that is visible from employee work areas
ii. Short-term bicycle parking.
purpose. Short-term bicycle parking encourages shoppers, customers,
messengers, and other visitors to use bicycles by providing a convenient
and readily accessible place to park bicycles. Short-term bicycle parking
must serve the main entrance of a building and must be visible from public
streets.
Standards. Required short-term bicycle parking must meet the following
standards:
Short-term bicycle parking must be provided in lockers or racks that
meet the requirements of Table 2, Bicycle Parking
Location. Short-term bicycle parking must be:
i. Outside a building;
ii. At the same grade as the sidewalk or at a location that can be
reached by an accessible route; and
iii. Within the following distances of the main entrance:
- For a building with one main entrance, the bicycle parking must be
within 50 feet of the main entrance to the building
- For a building with more than one main entrance, the bicycle parking
must be along all façades with a main entrance, and within 50 feet of
at least one main entrance on each façade that has a main entrance
iii. Standards for all bicycle parking.
purpose.
These standards ensure that required bicycle parking is designed so that
bicycles may be securely locked without undue inconvenience and will be
reasonably safeguarded from intentional or accidental damage.
3)
4)
a)
b)
1)
2)
a)
e. biCyCle parking
Bicycle parking is required for most permitted and conditional use categories to
encourage the use of bicycles by providing safe and convenient places to park
bicycles. These regulations ensure adequate short and long-term bicycle parking
based on the demand generated by the different use categories and on the level
of security necessary to encourage the use of bicycles for short and long stays.
1. REQUIRED BICyCLE PARKING
i. Number of spaces required.
The required minimum number of bicycle parking spaces for each use
category is shown on Table 1. Bicycle parking is not required for uses not
listed in Table 2.
The required minimum number of bicycle parking spaces is based on the
major uses on a site. There is no bicycle parking requirements for minor
uses. However, if the required number of spaces for the major uses is
based on net building area, the net building area of minor uses is included
with the major uses in the calculation. For example, a Manufacturing and
Production use of 45,000 square feet with 15,000 square feet of minor
Office use would have a bicycle parking requirement of 4 spaces, based
on 60,000 square feet of net building area. If the major use is not listed in
Table 1, no bicycle parking is required for the minor use.
When there are two or more separate major uses on a site, the required
bicycle parking for the site is the sum of the required parking for the
individual major uses.
2. BICyCLE PARKING STANDARDS
i. Long-term bicycle parking.
purpose. Long-term bicycle parking provides employees, residents,
commuters and others who generally stay at a site for several hours, a
secure and weather-protected place to park bicycles. Although long-term
parking does not have to be provided on-site, the intent of these standards
is to allow bicycle parking to be within a reasonable distance in order to
encourage bicycle use.
Standards. Required long-term bicycle parking must meet the
following:
Long-term bicycle parking must be provided in racks or lockers that
meet the standards of Subsection E.III;
Location. Long-term bicycle parking must be located on the site or in
an area where the closest point is within 300 feet of the site;
a)
b)
c)
a)
b)
1)
2)
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EIGHTH MILE QUARTER MILE HALF MILE
bicycle lockers.
Where required bicycle parking is provided in lockers, the lockers must
be securely anchored.
bicycle racks.
Required bicycle parking may be provided in floor, wall, or ceiling racks.
Where required bicycle parking is provided in racks, the racks must meet
the following standards:
The bicycle frame and one wheel can be locked to the rack with a high
security, U-shaped shackle lock if both wheels are left on the bicycle;
A space 2 feet by 6 feet must be provided for each required bicycle
parking space, so that a bicycle six feet long can be securely held with
its frame supported so that the bicycle cannot be pushed or fall in a
manner that will damage the wheels or components.
The rack must be securely anchored
d) parking and maneuvering areas.
Each required bicycle parking space must be accessible without
moving another bicycle;
There must be an aisle at least 5 feet wide behind all required bicycle
parking to allow room for bicycle maneuvering. Where the bicycle
parking is adjacent to a sidewalk, the maneuvering area may extend
into the right-of-way; and
The area devoted to bicycle parking must be a paved hard surface
e) Covered bicycle parking. Covered bicycle parking, as required by
this section, can be provided inside buildings, under roof overhangs or
awnings, in bicycle lockers, or within or under other structures. Where
required covered bicycle parking is not within a building or locker, the
roof cover must be:
Permanent;
Designed to protect the bicycle from snow or rainfall; and
The bottom of the roof structure must be at least 7 feet above the
interior finished floor or exterior paved surfaceelevation.
f) Signs.
Light rail stations. If required bicycle parking is not visible from the
light rail station or transit center, a sign must be posted at the station
or center indicating the location of the parking.
Other uses. For uses other than light rail stations, if required bicycle
parking is not visible from the street or main building entrance, a sign
must be posted at the main building entrance indicating the location
of the parking.
b)
c)
1)
2)
3)
1)
2)
3)
1)
2)
3)
1)
2)
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PARKING REQUIREMENTS — TABLE 2
uSe
MOtOr VeHiCLe ParKiNG BiCYCLe ParKiNG [ii]
reQuired
MiNiMuM
reQuired
Ma XiMuM
reQuired
LONG terM
reQuired
SHOrt terM
reSidential
MULTI –UNIT DWELLINGS 0.5/Unit/1 Guest/15 Units 2.0/Unit 1.5/Unit 1/20 Units
WORK- LIVE TOWNHOMES 1.0/Unit/1 Guest/5 Units 2.0/Unit 1/Unit 1/20 Units
SENIOR /CONGREGATE CARE .25/Resident/1 Guest/15
Units
1.0/Resident 1/20 Residents None
GROUP LIVING/CO -HOUSING .25/Unit/1 Guest/15 Units 1.0/Unit 0.5/Unit 1/20 Units
COmmerCial
ALL USES EXCEPT THOSE IDENTIFIED BELOW 1.0/500 SF 1.0/200 SF 1/10,000 SF 1/5,000 SF
BAR /TAVERN/LOUNGE/NIGHTCLUB 1.0/250 SF 1.0/75 SF 1/10,000 SF 1/5,000 SF
BANQUET/RECEPTION/SOCIAL CLUBS 1.0/333SF 1.0/165 SF 1/10,000 SF 1/5,000 SF
CHILD DAy CARE/NURSERy 1/1000 SF 1.0/333 SF 1/10,000 SF NONE
HEALTH/FITNESS CLUB 1.0/333 SF 1.0/165 SF 1/10,000 SF 1/5,000 SF
HOTEL /HOSTEL (NOT INCLUDING ACCESSORy USES— I.E. RESTAURANTS)1/ ROOM 1.5/ ROOM 1/20 ROOMS 1/20 ROOMS
HOSPITAL /MEDICAL CLINIC 1.0/333 SF 1.0/200 SF 1/40,000 SF 1/40,000 SF
MARTIAL ARTS, yOGA, DANCE – STUDIO 1.0/333 SF 1.0/165 SF 1/10,000 SF 1/5,000 SF
INDOOR SPORTS & RECREATION FACILIT y (PRIVATE )1.0/333 SF 1.0/165 SF 1/10,000 SF 1/5,000 SF
OFFICES 1.0/500 SF 1.0/333 SF 1/4,000 SF 1/10,000 SF
RESTAURANT/C AFé 1.0/400 SF 1.0/200 SF 1/10,000 SF 1/5,000 SF
RESTAURANT – CARRy-OUT & DELIVERy 1.0/400 SF 1.0/200 SF 1/10,000 SF 1/5,000 SF
FOOD CART AND TRUCK VENDORS NONE 1.0/VENDOR NONE NONE
THEATER /PERFORMING ARTS VENUE 1/ 4 SEATS 1/ 2.5 SEATS 1/40 SEATS NONE
VETERINARIAN CLINIC/HOSPITAL 1.0/500 SF 1.0/333 SF NONE NONE
CiviC
PARK & RIDE FACILIT y 10/ACRE 10% OF PARKING
STALLS
PUBLIC OPEN SPACE /PARK /PLA z A X X
ESSENTIAL PUBLIC SERVICE & UTILIT y STRUCTURES X X
induStrial
ALL USES EXCEPT THOSE IDENTIFIED BELOW
RESEARCH LAB
MINI STORAGE
TELECOMMUNICATION FACILITIES/ TOWERS
[i] Minimum of 1 per resident manager’s facility, plus 3 per leasing office, plus 1 per 100 leasable storage spaces in multi-story buildings.
A maximum of 2 spaces per resident manager’s facility; 5 per leasing office; 1 per 67 leasable storage spaces in multi-story buildings
[ii] Note: When a building area is less than the identified for calculations, a minimum of two bicycle spaces must be provided
2,640’1,320’0660’
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S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
f. lOading
i. Purpose
A minimum number of loading spaces are required to ensure adequate areas for
loading for larger uses and developments. The regulations ensure that location
and access to and from loading facilities will not have a negative effect on the
pedestrian environment, traffic safety or other transportation functions of the
abutting right-of-way.
ii. Where these regulations apply.
The regulations apply to all required and non required loading areas.
iii. Number of loading spaces.
Buildings where all of the floor area is exclusively multi-unit dwellings uses
must meet the standards below:
One loading space meeting Standard B is required where there are
more than 40 dwelling units in the building
One loading space meeting Standard B is required where there are
more than 20 dwelling units
Three loading spaces meeting Standard B are required when there
are more than 100 dwelling units in the building.
II. Buildings where any of the floor area is in uses other than residential must
meet the standards below:
One loading space meeting Standard A is required for buildings with
at least 20,000 and up to 50,000 square feet of floor area in uses other
than residential use
Two loading spaces meeting Standard A are required for buildings
with more than 50,000 square feet of floor area in uses other than
residential use.
iV. Size of loading spaces.
Required loading spaces must meet the standards of this subsection.
Standard A: the loading space must be at least 35 feet long, 10 feet
wide, and have a clearance of 13 feet.
Standard B: The loading space must be at least 18 feet long, 9 feet
wide, and have a clearance of 10 feet.
V. Placement, setbacks and landscaping.
Loading areas must comply with the setback standards. When parking areas are
prohibited or not allowed between a building and a street, loading areas are also
prohibited or not allowed.
a)
1)
2)
3)
1)
2)
1)
2)
Vi. Paving.
In order to control dust and mud, all loading areas must be paved.
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FIGURE 19. RESTRICTED PARKING ACCESSg. reStriC ted parking aCCeSS
The designation of limited auto access streets (Figure 19) ensures continuity of the
pedestrian environment by restricting auto access to parcels fronting 17th Avenue.
Auto access through the sidewalk is limited to one curbcut per block for block
frontages greater than 400 feet
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FIGURE 20. MINIMUM FLOOR AREA R ATIO (FAR)h. minimum flOOr area ratiO
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minimum floor area ratios (far) are used as a measure of the intensity of sites where
commercial or industrial development occurs. the ratio is generated by dividing the
gross building area by the gross parcel area, using the same units (typically square
feet). Only the major use building structure and parking ramps, not minor use buildings
such as covered bicycle parking shelters or utility buildings shall be included in the
computation of minimum floor area ratios.
A minimum FAR is required for parcels identified in Figure 20 where 50 percent or more of
the total building area is a non-residential use. There is no maximum FAR for any site.
The minimum floor area ratio requirements ensure that those sites zoned Transit Supportive
Employment and Urban Industrial Employment are developed at an intensity that is transit
supportive and discourages auto-oriented development.
For a parcel where commercial or industrial development is a minor use (less than 50 percent
of total gross building area), the following exceptions apply:
Where 25%-49% of gross building area is commercial or industrial, a minimum FAR
of 75 percent of the identified required minimum FAR shall be required.
Where 10%-25% of gross building area is commercial or industrial, a minimum FAR
of 50 percent of the identified required minimum density shall be required.
Where less than 10 percent of gross building area is commercial or industrial, no
minimum FAR shall be required.
Where adaptive reuse of existing structures includes commercial or industrial
development, no minimum FAR shall be required.
Where a ‘work’ commercial component is included in a residential ‘work-live’
development, no minimum FAR shall be required.
Where a ground floor retail use is included in a residential structure identified in
Figure 20, no minimum FAR shall be required.
1)
2)
3)
4)
5)
6)
2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
2,640’1,320’0 660’
zONING 0
FIGURE 21. MINIMUM BUILDING HEIGHT
19
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16
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15
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3RD ST
Minneso
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a
B
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Shady Oak
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CI
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A
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H
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LRT
Operations
Mantenance
Facility
Central
Park
ParkandRide
EXCELSIOR BLVD
SH
A
D
Y
O
A
K
R
D
K-TEL D
R
W 47TH ST
5TH ST S
6TH ST S6TH ST S
16
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1ST ST S
MAINSTREET
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20
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14
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13
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13
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12
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12
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15
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15
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S
11
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A
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S
11
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A
V
E
S
KAREN LN
PIONEER RD
CH
U
R
C
H
L
N
CHURCH LN
DI
A
N
E
D
R
SHADY OAK DR
KAREN CIR
BR
A
D
F
O
R
D
R
D
C H U R C H L N
LRT Stat
i
o
n
25’
55’
55’
i. minimum building height
The minimum building height requirements, indicated on Figure 21, allow for transit
supportive housing, office, and commercial development in close proximity to the Shady
Oak Station platform.
There is no maximum height limit.
Building heights elsewhere in the Shady Oak Station Area zoning Districts shall be a
minimum 20 feet.
2,640’1,320’0660’
1
2,640’1,320’0660’2,640’1,320’0 660’
EIGHTH MILE QUARTER MILE HALF MILE
S HADy OAK S TATION A REA D EVELOPMENT S TRATEG ySEPTEMBER 30,2015
FIGURE 22. MINIMUM DENSIT y
19
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17
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16
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15
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14
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V
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3RD ST
Minneso
t
a
B
l
u
f
f
s
T
r
a
i
l
Ni
n
e
M
i
l
e
C
r
e
e
k
Shady Oak
Lake
CI
T
Y
O
F
M
I
N
N
E
T
O
N
K
A
CI
T
Y
O
F
H
O
P
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S
Ci
t
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n
n
e
t
o
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k
a
Ci
t
y
o
f
H
o
p
k
i
n
s
LRT
Operations
Mantenance
Facility
Central
Park
ParkandRide
EXCELSIOR BLVD
SH
A
D
Y
O
A
K
R
D
K-TEL D
R
W 47TH ST
5TH ST S
6TH ST S6TH ST S
16
T
H
A
V
E
S
16
T
H
A
V
E
S
17
T
H
A
V
E
S
18
T
H
A
V
E
S
1ST ST S
MAINSTREET
19
T
H
A
V
E
S
20
T
H
A
V
E
S
14
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A
V
E
S
13
T
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A
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E
S
13
T
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A
V
E
S
12
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A
V
E
S
12
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A
V
E
S
15
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A
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S
15
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A
V
E
S
11
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A
V
E
S
11
T
H
A
V
E
S
KAREN LN
PIONEER RD
CH
U
R
C
H
L
N
CHURCH LN
DI
A
N
E
D
R
SHADY OAK DR
KAREN CIR
BR
A
D
F
O
R
D
R
D
C H U R C H L N
LRT Stati
o
n
60 DU/AC 40 DU/AC
40 DU/AC
40 DU/AC
40 DU/AC
40 DU/AC
J. minimum reSidential denSity
minimum residential densities are required to ensure that development occurs at
transit supportive intensities. development of duplexes, townhomes, apartments,
and condominium uses are appropriate. Single family residential development is
prohibited.
Residential density is expressed as dwelling units per acre (du/ac). For parcels where
the major use is residential development (50 percent or more of the total building area),
minimum density is determined by dividing the number of residential units by the gross
acreage of the entire area residential site. There is no maximum density for any site.
For parcels where residential units are a minor use (less than 50 percent of total site building
area), the following exceptions apply:
Where 25%-49% of net building area is residential, a minimum density of 25 percent
of the required minimum density shall be required.
Where 10%-25% of net building area is residential, a minimum density of 10 percent
of the required minimum density shall be required.
Where less than 10 percent of net building area is residential, no minimum density
shall be required.
Where adaptive reuse of existing structures includes residential development,
no minimum density shall be required
1)
2)
3)
4)