Connecting the Midtown Streetcar to Lake Street Destinations Prepared by: Simon Blenski Nicole Doran Jeremy Jones Kyle Weimann

Humphrey Institute of Public Affairs University of , Twin Cities

Prepared for: Midtown Community Works Partnership 0table of contents

1 Introduction p. 3 Study Purpose, Overview, The Midtown Corridor, Why Streetcars? 2 Considerations p. 14 Rider and Area Demographics, Land Use, Small Business, Stakeholders 3 Principles p. 25 Station Design, Wayfinding, Connections, Land Use, Pubic Spaces and Art 4 Station Areas p. 39 West Lake, Hennepin Avenue, Chicago Avenue, Bloomington Avenue, Other Stations 5 Future Research p. 63 6 Conclusion p. 64 7 Appendices p. 65 Summary of literature reviewed for this study 1Introduction Acknowledgments

Connecting the Midtown Gre- Course Instructors enway Streetcar to Lake Street David Hollister, School of Social Destinations is a report pre- Work, University of Minnesota pared by Simon Blenski, Nicole Doran, Jeremy Jones, and Kyle Kris Nelson, Center for Urban Weimann for the Midtown and Regional Affairs, University Community Works Partnership. of Minnesota This report served as the term project for the fall of 2009 in Project Coordinator PA8203: Neighborhood Revital- Faith Cable, Midtown Commu- ization Strategies and Theories nity Works Partnership at the Humphrey Institute of Public Affairs. We would like to Community Partners acknowledge the assistance and Tim Springer, Midtown Green- guidance of the following indi- way Coalition viduals throughout the project Joyce Wisdom, Lake Street process. Council

Thank you. Technical Assistance Alyssa Erikson, Center for Ur- ban and Regional Affairs Jeff Matson, Center for Urban and Regional Affairs Joseph Bernard, City of Min- neapolis Jonathan Obermoller, City of

Connecting the Streetcar to Lake Street Destinations 3 1Introduction Executive Summary

The Connecting the idtownM streetcar line, more deliberate ing principles in action. Further Greenway Streetcar to Lake attempts at connectivity need study will be needed to conduct Street Destinations Study is a to be made to link the future such analysis with increasing guiding framework for future streetcar stations with destina- detail of each station. discussions surrounding land tions and neighborhoods along use and transportation develop- Lake Street. Successful implementation of ments along the Lake Street/ the best practices contained Midtown Greenway Corridor. To create a launching point for within each principle can create Plans for a 4.4-mile modern future study and a framework a fused, symbiotic corridor of streetcar line to run through for implementation, this study efficient, sustainable transporta- the Midtown Greenway from provides a series of specific tion options, thoughtful, com- the Chain of Lakes to Hiawatha principles to guide development pact development, and public Avenue offer the opportunity based on ridership, demograph- pathways and plazas stitching to further strengthen the spine ic, land use, small businesses, land uses together. of south Minneapolis. This and stakeholder considerations. 20-foot deep, grade-separated These principles cover the wide route would provide fast and range of issues that will confront reliable transit but poses distinct civic leaders during streetcar challenges to create physical development: station design, and mental connection with the wayfinding, connections, land Lake Street corridor, one block use, and public spaces and art. to the south. The City of Minneapolis has The conversion of the historic identified seven potential station railroad trench into the Mid- locations and the community town Greenway has already has expressed interest in several stimulated private development more. This study includes de- in the area and has called at- tailed discussion of four of those tention to the need for guiding stations—West Lake, Hennepin, land use development principles. Chicago, and Bloomington— With the implementation of a that best demonstrate the guid-

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 4 1Introduction Study Purpose

This study creates a vision for destinations to the regional connecting the Minneapolis transit network as well as link Midtown Greenway—particu- the Southwest and Hiawatha larly with a proposed streetcar— LRT lines. to the Lake Street commercial corridor. It is intended to serve The nature of the corridor as a framework for future discus- and surrounding areas present sion as the streetcar project and challenges to effectively con- land use changes are considered nect transit with the vibrant and implemented. To date, there business districts a block to the have been numerous studies south. Much of the Greenway and plans of various aspects of is built below-grade, a historical the Greenway and surround- relic of freight trains running ing areas, but they have never through the city. As such, unlike been consolidated into a single, other routes or current buses, forward-looking document. streetcar riders will not be able to see destinations as they pass. In 2007, Minneapolis complet- Additionally, being out of the ed a comprehensive feasibility line of sight of most activity can study that identified several cor- decrease perceptions of safety, ridors for streetcar development, particularly at night. Overcom- including the Midtown Green- ing such challenges, however, is way. Independently, the final not insurmountable and success alignment for the Southwest would create a model combi- Transit (LRT) is likely nation of transit, commerce, to use the Kenilworth rail and development, and open space trail line into downtown rather and recreation. than traversing Nicollet through Uptown. A Greenway streetcar line then serves to better con- nect Uptown and Lake Street

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 5 1Introduction Overview

Traversing Lake Street east- by nature. Purposed by practical access the vitality of Lake Street. ÂÂ Represent the short and ward from the Minneapolis pioneers. Reshaped for chang- With its proposed placement long-term needs of the sta- city line to Hiawatha Avenue, ing times. Marked by progress on the Greenway comes a tion area community one can trace the novel of this and progressive people in ways new opportunity to promote great Midwestern metropolis. In uniquely, identifiably Minne- complementary activities that The very purpose of a transit its pages one finds the breadth sotan. promote community, security line is to link people with places of life that makes a city beauti- and connectivity. and purposes, and the Greenway ful beyond any aesthetic. The Tying them together like chap- Streetcar line will succeed if its surging energy of immigrant ters are the major avenues that With opportunities come future conception and con- businesses and a community traverse the Greenway and Lake. challenges, but none that are struction is grounded in these that sustains them. Magnetic The names Lyndale and Henne- so insurmountable if following principles. clusters of restaurants of every pin evoke the bustle of Uptown. the core recommendations and ethnic stripe and shade. Salsa Bloomington and Chicago call principles of this analysis. After meets shawarma meets puerco to mind ascendant revitaliza- a thorough study of the history meets lutefisk, all in the interest tion and the city’s immigrant and present conditions, the core of a well-seasoned life. Thor- past and future. Hiawatha, like values of a Midtown Streetcar oughfare, destination, gateway, its epic poem namesake, is both Line and its stations shall: home — essentials, all of them metaphor and living embodi- ÂÂ Be a conduit for a sustain- in their way, to the lifeblood of ment of a journey’s continua- able way of life South Minneapolis. tion. ÂÂ Exemplify connectedness ÂÂ Forge identity Just north of Lake Street, the In the latest revision of an ÂÂ Consider humans, their Midtown Greenway provides a already compelling corridor, a needs, and how they inter- devoted pathway for pedestrians streetcar would run this path act with their environment to pedal, stroll and slipstream from West Calhoun to Hi- ÂÂ Emphasize connections through the heart of the city. awatha. In doing so, it would between activities While the Greenway does connect two major metropolitan ÂÂ Begin connectivity at the not hum and churn with the rail initiatives and provide a Greenway insistent energy of its southern modern rail amenity that would ÂÂ Integrate and involve parallel, it is no less an emblem serve commuters, errand- private enterprise in design of life in Minneapolis. Sketched runners and tourists alike to and implementation

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 6 Lake Street/Midtown Greenway Corridor Study Area 1. Introduction Study Area

Lake Street Midtown Greenway Study Area 1Introduction The Lake Street/Midtown Greenway Corridor

The study area for this report remained a consistent home for 1990s. Concentrations of east The Midtown encompasses the two parallel hundreds of small, independent African populations now live corridors of Lake Street and businesses. Serving as Minne- east of Nicollet and Hispanic Greenway the Midtown Greenway. Lake apolis’ southern boundary at the immigrants have significantly Between 1914 and 1916 the Street, a 5.5-mile commercial turn of the century, Lake Street reshaped the corridor east of In- City of Minneapolis undertook conduit stretches from the developed along a historic street- terstate 35W. While historically the daunting task of submerging Chain of Lakes in the west to car route and was intersected commercial, land uses along at-grade freight track into what the in the east. by several north-south routes Lake are becoming increas- is now the Midtown Greenway Its counterpart, the Midtown that connected with downtown. ingly mixed-use, especially at the trench. A booming south Min- Greenway, is a former freight rail The remnants of these nodes western nodes of Hennepin and neapolis residential population bed that runs mostly below- are still evident at the business Lyndale. Mixed-use, dense de- alongside industrial land uses grade one block north of Lake clusters of West Lake, Henne- velopments are drawing young spurred the trench project and along 29th Street. The Midtown pin, Lyndale, Nicollet, Fourth, professionals who are attracted included the construction of 29 Greenway was recently trans- Chicago, Bloomington, Cedar, to the wealth of recreational as- of the 44 bridges that cross the formed into a multi-use bicycle and Hiawatha Avenues. As sets and entertainment destina- Greenway today. However, by and pedestrian byway intended automobile ownership swelled in tions. the 1980’s freight traffic in the to allow a future streetcar or the 1950’s, Lake became a major corridor dwindled to just a few other transit line to coexist along thoroughfare for cruising. The A four-year streetscaping and trains per day. the trail. This report focuses on effects of the automobile traffic reconstruction project was com- the proposed 4.4-mile streetcar resulted the siting of dozens of pleted in 2009, fostering cor- The Midtown Greenway was alignment between the Chain of car dealerships, repair shops, and ridor identity through consistent purchased by the Hennepin Lakes and Hiawatha Avenue and incongruous big box retail devel- design motifs. While it provided County Regional Rail Authority the adjacent segments of Lake opments such as the K Mart at the first facility upgrade to Lake (HCRRA) in 1993 as a right-of- Street. Nicollet Avenue.. Street in decades, the construc- way for future rail transit. After tion process challenged the plans for an express bus service Lake Street During the growth of Min- hundreds of small businesses line were squashed in 1999, a neapolis, Lake Street neighbor- along the corridor that depend series of streetcar feasibility stud- Though the composition of hoods first attracted Scandi- on on-street parking, passing ies where initiated by Hennepin Lake Street and the surrounding navian immigrants. A recent buses, and foot traffic. County, the City of Minneapo- neighborhoods has evolved over wave of immigrants brought a lis, and the Midtown Greenway the past century, the street has fresh face to the corridor in the Coalition. They included the

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 8 1Introduction : The Lake Street/Midtown Greenway Corridor

Vintage Rail Trolley Study: 29th Midtown Bike Center, addi- “The greenway area is distinctive in its Street and Southwest Corri- tional entrance ramps, and green proximity to exciting and convenient dors (2000), The Feasibility of spaces continue to enhance trail commercial districts, in the avail- a Single-Track Vintage Trol- user experience. The trail has ability of outstanding transportation options, and in the presence of the ley in the Midtown Greenway developed into the region’s most Midtown Greenway amenity itself. (2001), and the comprehensive utilized bicycle facility, attracting Over time it will grow as a place City of Minneapolis Streetcar several thousand riders per day. where the natural and built environ- Feasibility Study (2007). As of ments work together, where mixed- late 2009, indications are that a A Fused Corridor use development patterns of varying future Southwest Corridor LRT intensity are complemented by open line will bypass the Greenway In 2007, the City of Minneapo- space and traditional urban neighbor- entirely. Accordingly, attention lis Department of Community hoods. New private development, and has returned to the proposed and Economic Development enhancement of the public landscape, will add to its commercial, residential streetcar to serve as both a published the Midtown Green- way Land Use and Development and recreational assets, and strengthen regional transit corridor to con- its sustainability and connectedness.” Plan, envisioning a symbiotic nect the two LRT lines as well as Source: City of Minneapolis 2007 to provide additional neighbor- coexistence for the two cor- hood connectivity. ridors:

As the Midtown Greenway awaits finalized transit plans, the HCRRA has captured an interim value for the corridor, creating a multi-use paved trail along the northern por- tion of the floor of the trench. The trail was constructed over three phases between 2000 and 2006, although related facilities including the Sabo Bridge at Hiawatha Avenue, the Freewheel

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 9 1Introduction Why Streetcars?

Streetcars were once ubiquitous have grown within a two-block of permanence that bus routes negotiate street traffic, travel features of American urban ar- radius of the line. Civic and do not. Consequently, street- times will be faster and more eas, shuttling workers and shop- business leaders are currently cars can catalyze and organize consistent. The Greenway can pers to destinations throughout planning major expansions. development around transit provide connection and distri- the city. The rise of the automo- investments. Such transit- bution between high capacity bile ultimately shuttered most Streetcars have advantages oriented development tends regional LRT on both ends and streetcar lines. In Minneapolis, over other modes of public to provide housing for a wide local neighborhoods. Unfortu- what had once been a dense transportation that make them range of income levels and a nately, these advantages come at network traversing and connect- particularly attractive along key broad selection of retail, office, the cost of vertical and horizon- ing commercial corridors was corridors. Cost per mile for both and entertainment choices. tal separation from Lake Street. completely dismantled by the construction and operation is While property values increase, mid-1950s. typically significantly less than housing can be made more Streetcar lines heading toward light rail transit (LRT). While affordable with the decreased downtown would intersect the The past two decades, however, the cost is higher than a similar transportation costs associated Greenway line at Hennepin have brought renewed inter- bus service, streetcars attract up with reduced vehicle dependen- Avenue, Nicollet Avenue, and est in streetcars as an alternate to 50% more riders by providing cy. Similarly, businesses benefit Chicago Avenue, replacing and mode of local circulation and enhanced and attractive service from the added customer base of enhancing existing bus service. transportation. Cities including connecting neighborhoods to both nearby residents and pass- The feasibility study envisioned Memphis, TN, Dallas, TX, and each other and the central busi- ing commuters, offsetting rising service at ten minute or less Toronto, ON have rehabilitated ness district. Moreover, many property values. headway during peak and 15 or expanded their historic street- of these riders are occasional minutes during evening service. car systems, with strong interest or choice riders who would The 2007 Minneapolis Street- With a net speed of 18 miles per in each for further development. otherwise be driving. Increas- car Feasibility Study identified hour, including station dwell In 2001, Portland, OR opened ing transit adoption decreases multiple corridors, including the times, total travel time would be North America’s first modern vehicle traffic and parking short- Midtown Greenway as candi- approximately fifteen minutes. streetcar system, which has ages while creating pedestrian dates for future development This compares favorably to become a model for other cities. flows that provide customers for of a modern streetcar system. current options; traversing the Since the initial route plans local business and increase street Unlike the other routes, the entire corridor from West Lake were announced, $2.3 billion safety. Midtown corridor is intended to Hiawatha LRT via bus would in property development, 7,500 for both connectivity between take 40 minutes and a transfer housing units, and 4.6 million The fixed, visible and easy-to- other transit routes and local at Hennepin Avenue onto route square feet of commercial space understand route has a sense circulation. Without having to 22.

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 10 1. Introduction : Why STREETCARS? The 1946 Minneapolis Street Car System 1. Introduction : Why STREETCARS? Proposed Route Alignment

Calhoun Beach Hennepin Lyndale Nicollet Chicago Bloomington

I-35W BRT West Lake/Southwest LRT Lake/Hiawatha LRT 1. Introduction : Why STREETCARS? Streetcar Line within context of Twin Cities 2Considerations Rider and Area Demographics

Trip modeling generated for the into three subareas: western, while the median income in the corridor trips, particularly before Southwest Corridor Alternatives central, and eastern. The western central and eastern subareas are development and residential pat- Analysis showed that a streetcar subarea runs from Chowen to $33,205 and $33,005 respec- terns fully respond, will be for line in the Midtown Greenway Hennepin Avenues, the central tively. commercial and entertainment would be equally a local route subarea runs from Hennepin to purposes. Creating strong links and a regional connector. Of Chicago Avenues, and the east- As a whole, the Lake Street/ between the streetcar station and 3,300 daily forecasted trips, ern subarea runs from Chicago Midtown Greenway corridor has the business node will encourage approximately 50% will be in- to Hiawatha Avenues. Although significant housing and employ- these riders to explore the area ternal to the Midtown Corridor neighborhood-level distinctions ment disparities. Only a small rather than a single destination. and 50% will be linked to either cannot be represented by only portion of the commuter and Additionally, such connections the future Southwest LRT line three subareas, the partitions labor sheds fall within the study would help capture the 15% of or the existing Hiawatha LRT. capture the general tendencies of area boundary. About 92.7% riders who would be entering Streetcar connections to the the corridor. of workers who live within the the corridor from the LRT lines. Southwest and Hiawatha cor- corridor work at a location out- ridors would also increase LRT Racially, the neighborhoods side the corridor. About 89.1% boardings by 1,000 per day. surrounding Lake Street become of workers who work within increasing diverse from west to the corridor live at a location east. White residents account outside the study area. This sup- Study Area for 94.3% in the west, 54.5% in ports the large portion of trips Demographics the central subarea, and 47.5% forecasted to link regionally with The 4.4-mile Lake Street/ in the eastern subarea. The east the Southwest and Hiawatha Midtown Greenway Corridor is the most diverse area, with a LRT lines. Internal to the study stretches across South Minne- population that is 26% Hispan- area, residents who are em- apolis, touching the boundary of ic, and 24.1% African Ameri- ployed at a location within the 14 neighborhoods, with several can. The central and eastern corridor work primarily in the others in close proximity. De- subareas are also home to a large central subarea. Workers who mographic analysis performed East African immigrant popula- live within the corridor also live for the Midtown Greenway tion. Economic disparities also primarily in the central subarea. Land Use and Development increase from west to east. The (2007) divided the Lake Street/ median family income in the The low level of local employ- Midtown Greenway corridor western subarea is $93,255, ment suggests that most inter-

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 14 2. CONSIDERATIONS : RIDER AND AREA DEMOGRAPhics Ridership Forecasts

Lake Street/Midtown Greenway Corridor Regional Transit Ridership

Transfers to Southwest LRT NB (2%) Transfers to Hiawatha Transfers from LRT NB (<1%) Transfers from Hiawatha LRT (3%) Southwest LRT (12%)

Calhoun Beach Hennepin Lyndale Nicollet Chicago Bloomington I-35W BRT West Lake/Southwest LRT Lake/Hiawatha LRT Internal Trips (50%) Transfers to Hiawatha Transfers to Southwest LRT SB (8%) LRT SB (25%)

Legend StreetcarStations Midtown Greenway 00.125 0.25 0.5 Miles Lake Street Lake ¯ Midtown Greenway Streetcar ridership estimates based on 3,300 weekday boardings. Source: HCRRA 2005. U.S. Census Bureau 2006. City of Minneapolis 2007. City of Minneapolis 2009. TLG 2009. 2. CONSIDERATIONS : RIDER AND AREA DEMOGRAPhics Demographic Subareas 2. CONSIDERATIONS : RIDER AND AREA DEMOGRAPhics Demographic Subareas

Lake Street/Midtown Greenway Corridor Population Demographic Subareas

Calhoun Beach Hennepin Lyndale Nicollet Chicago Bloomington

I-35W BRT Lake/Hiawatha LRT West Lake/Southwest LRT

Legend StreetcarStations Midtown Greenway Western Subarea 00.1 0.2 0.4 Miles Greenway Access Lake Central Subarea Lake Street 0.25-Mile Station Buffer Eastern Subarea ¯ Source: City of Minneapolis 2007. City of Minneapolis 2009. TLG 2009. U.S. Census Bureau 2006. 2. CONSIDERATIONS : RIDER AND AREA DEMOGRAPhics Commuteshed and Laborshed

Lake Street/Midtown Greenway Corridor Commutershed and Laborshed

Calhoun Beach Hennepin Lyndale Nicollet Chicago Bloomington

I-35W BRT Lake/Hiawatha LRT West Lake/Southwest LRT

Legend Commutershed Laborshed StreetcarStations 1 - 13 15 - 22 Lake Street 00.1 0.2 0.4 Miles 14 - 36 23 - 37 Midtown Greenway ¯ 37 - 68 38 - 53 Lake

69 - 115 54 - 74 Block Group Note: Only a small portion of the commuter and laborsheds fall within the study area boundary. Study Area 116 - 265 75 - 114 About 92.7% of workers who live within the corridor, work at a location outside the corridor. The commutershed displays The laborshed displays the employment locations of where workers who work About 89.1% of workers who work within the workers who live within the within the corridor live. corridor, live at a location outside the corridor.6. corridor. The number shown is the Source: City of Minneapolis 2007. The number shown is the number of corridor workers City of Minneapolis 2009. TLG 2009. number of employment that live in each block group. U.S. Census Bureau 2006. locations per census block group. 2Considerations Land Use

The Midtown Greenway and although the entirety of Lake city zoning ordinances. any future zoning change. In surrounding neighborhoods Street is overwhelmingly com- whatever form it is ultimately comprise a corridor that bisects mercial. While the immediate The Midtown corridor intersects implemented, principles and sta- South Minneapolis. This route trench area was historically an several adopted area plans that tion recommendations put forth connects many neighborhood industrial district, the removal have yet to be implemented. in this report should be revisited types and a wide variety of land of the railroad in favor of a These include: to ensure consistency. uses and densities. The Green- recreational by-way, has shifted way itself is a unique amenity market orientation toward more ÂÂ Lyn-Lake Small Area Plan Industrial Uses with the ability to draw market mixed-use and higher-density (adopted June, 2008) interest in multi-family housing ÂÂ Uptown Small Area Plan residential development. Even Industrial Uses and associated retail. The addi- (adopted February, 2008) with the market shift, however, The adopted land use plans tion of a streetcar line provid- ÂÂ Midtown Greenway Land the corridor remains more heav- essentially eliminate industrial ing direct connections to the Use and Development Plan ily industrial than the city as a uses within the corridor. Indus- regional transit network would (February, 2007) whole. trial businesses make locational certainly add to that demand ÂÂ Midtown Minneapolis decisions primarily based upon and may speed land use changes. Land Use and Development Land Use and Development transportation access. With the Area Plans Plan (adopted December, removal of the railroad, indus- The corridor is dominated by 2005) A multi-step planning process, try was disconnected from the residential uses, representing beginning with a citywide com- regional transportation network. almost 60% of total parcels. State law requires that zoning prehensive plan, governs land Although some viable businesses Market demand for multi-family conform to adopted land use use in Minneapolis. City staff, remain, many industrial parcels housing has yielded a much plans. As such, in late 2009, working extensively with neigh- have already been converted greater share of higher density Minneapolis undertook the borhood organizations, prepares to residential or commercial residences than the city overall. Midtown Greenway Rezon- land use and development development. The 2006 Minne- However, residential uses ac- ing Study to implement the plans, normally for a desig- apolis Industrial Land Use Study count for a significantly smaller proposed zoning changes. This nated geographical area, though reported that just over 53% of share within the corridor than process is ongoing and the ulti- some thematic plans have been industrial zones in the district the entire city. Such relative mate result remains unclear, but created. These small area plans currently have industrial uses. paucity is the result of important principles and recommendations create a road map for future land commercial nodes, particu- contained within this report use changes but do not actually Certain types of industrial prop- larly in the western segment, should be considered in that or implement them by changing erty close to residential develop-

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 19 2Considerations : LAND USE

ment can negatively impact the City law allows a variety of value and livability of the nearby industrial-type uses in commer- homes. Conversely, proxim- cial property, including: ity to residential neighbor- ÂÂ Clothing and cloth prod- hoods yields diminished value ucts and desirability for industrial ÂÂ Computers and electronics property because of property ÂÂ Film and audio production use constraints that result from ÂÂ Food and beverages the need to minimize impacts ÂÂ Medical and optical goods on neighboring development. ÂÂ Printing and publishing As an example, truck traffic may ÂÂ Sign production become a sensitive issue as such ÂÂ Watches and clocks sites are unlikely to be on truck ÂÂ Wood crafting and carving routes. ÂÂ Wood furniture and uphol- stery Even with the removal of industrial zones, certain new production businesses would be possible in commercial zoning.

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 20 2. CONSIDERATIONS : Land Use Current Land Use 2Considerations Small Business

The tradition of small business traffic, travel times will be station areas have their sphere of or additional branches of local on Lake Street is a phenom- substantially faster, making Lake influence ready-made. Without Lake Street offerings. This would enon unto itself which must Street seem closer and more attempting to fabricate another increase the development’s likeli- be thoughtfully approached. convenient to a larger popula- area’s unique identity developed hood of success; these constitu- The practices recommended tion. Additionally, the Green- over years, challenged station encies best know the needs of throughout this analysis at- way poses fewer construction areas can deploy an arsenal of the customer base. tempt to create an environment challenges, traffic interference, improvements that suit their friendly to business and promote or parking loss, particularly local area through improved Throughout the streetcar design the existing community inter- salient issues following Lake business and public use of unde- and implementation phases, am- ests. The vision for retaining Street’s extensive reconstruction. rutilized spaces. ple opportunity for input and the small business character of Nevertheless, placement on the collaboration should be pro- Lake Street is tied to using the Greenway estranges the transit Private enterprise at the trail vided for local small businesses, Greenway Streetcar line as a spine from the business core by level can be seen as both a landowners, and residents. The catalyst for supportive land use one or two blocks at most stops. stimulus for entrepreneurs and business community knows their and urban design principles that Implementation details will need a complement to the small busi- customers’ needs well and can enhance and improve conditions to correctly adapt to this core ness community on Lake Street. provide valuable information on without fundamentally altering streetcar constituency. The Freewheel Bike Center is a wide variety of issues ranging neighborhood character. a successful example of bring- from placement of bicycle racks The highest priority among ing commerce to the trench. to public art designs as well as Current transit carries riders these adaptations is the creation Establishing a small business land use changes. directly past the storefronts of of an environment that sup- experience at the trail level be- local businesses. There is some ports and connects to the Lake gins a purposeful journey from Rising rents and higher property concern that without that visual Street business community. station to street. In imagining taxes spawned by the streetcar’s connection, riders will limit Every physical element from potential pathways, the comple- development are significant risks their shopping or make transit station access and egress place- mentary onward connectivity to to preserving neighborhood connections without interacting ment, to lighting and lines of other activities leading to Lake character. In weighing financ- with the neighborhood. Build- sight must bear the Lake Street Street and the surrounding area ing options, the need to raise ing the streetcar on the Green- orientation in mind. Bearing in should be considered. In lease- revenue from value capture will way has substantial benefits that mind the magnetic attraction of out, developers would be best have to be carefully weighed offset this potential downside. the busiest commercial destina- served by dedicating space to against the value of a continuous Without having to navigate tions (Lake and Lyndale), these locally-owned small businesses small business presence. Busi-

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 22 2Considerations : SMALL BUSINESS

nesses, developers, and residents costs, perhaps permitting lower will likely adjust to changes fares, higher ridership, and more brought by the streetcar over an customers. The local business extended period. As one option, community has much to gain the city could consider limiting from inviting station areas and property tax levy increases to pedestrian connections. Initial a baseline city level for the first perceptions of poor safety or several years after development unpleasant environments are to allow business opportunity difficult to change through later to adapt to changing market efforts. A well-funded GBID conditions by increasing volume could ensure a high-quality or moving to higher margin experience for riders from the products and services. streetcar’s inception rather than rely on piecemeal improvements Individual businesses and made as redevelopment occurs. associations along the Lake Street corridor should con- Later principle sections, such sider joining together to form a as wayfinding, reinforce the voluntary Greenway Business principles of a human-centered Improvement District (GBID). environment. As an end state, Membership would require the stations themselves should annual dues to fund enhanced present spaces that allow riders streetscape and station ameni- convenient access to their des- ties, some station maintenance, tinations while informing and and wayfinding. In return, inviting them to explore local businesses would be included in resources. Destination maps in local area maps and interactive the cars themselves and at sta- media available at each station’s tion locations through dedicated wayfinding placements. Such an kiosks are a first important step arrangement would reduce the to enhancing private enterprise transit operator’s station upkeep along the line.

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 23 2Considerations : Stakeholders Stakeholders

Proper engagement with ap- to a successful conclusion. The Community and / Metro propriate stakeholders can stakeholder list presented below Transit maximize returns on streetcar is an initial aid further study Neighborhood development. Though Henne- of the interests, objectives, and Groups State pin County is the owner of the abilities of each. State of Minnesota Midtown Community Works right-of-way, the City of Minne- Partnership apolis, Metro Transit, communi- Federal Users Midtown Greenway Coalition ty organizations, developers, and Federal Transit Administration Lake Street Council many other interests are essential Recreational and commuter House, Senate Transportation Neighborhood organizations for successful Greenway streetcar bicyclists, pedestrians Appropriations Committees including and adjacent to the development. Current and potential transit riders Greenway and/or Lake Street Local business associations Implementation will move forward only with strong Residents stakeholder engagement and Decision-Makers support. The information and Homesteaded owners / Funders support obtained from input at Renters all levels will make the Green- Immigrant, disability, and ethnic City way streetcar a more thought- groups Minneapolis City Council ful, integrated, and coherent Mayor of Minneapolis development. Active collabora- Business and Minneapolis Parks & Recreation tion and discussion must begin Property Owners Board as the ultimate vision is being formed and maintained through Large, regional employers and County implementation and follow-up. destinations Hennepin County Commis- Local-serving small and large sioners Identifying diverging and over- businesses Hennepin County Regional lapping goals and concerns early Real estate developers Railroad Authority will create a foundation for the Residential and commercial broad stakeholder buy-in neces- property-owners sary to carry the streetcar project Regional

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 24 3Principles Introduction

What follows are a series of over- arching principles that should be applied where possible and rep- resent what may be considered a particular aspirational ideal. Ongoing development propos- als, zoning changes, and market forces will compel change to or make obsolete certain prin- ciples during implementation throughout the corridor. For organizational purposes, the principles were divided into five overlapping and amorphous sec- tions: station design, wayfind- ing, connections, land use, and public spaces and art.

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 25 3Principles Overview

The reenwayG Streetcar line applied equally to the specific with copper, festooned with riv- private use. should reinforce the principles circumstances of the Greenway ets and portholes — in homage of the Greenway itself, as a Streetcar and its station areas. to the art and industry museum Connections between activities conduit for a sustainable way the station connects. As Lake one might experience in the flow of life. Each station and its en- At heart, each station must Street and the Greenway are from neighborhood to station virons should be a reflection of embrace and exemplify con- grand entities rich in heritage play a complementary behavior- a healthy, intentionally shaped nectedness. The very purpose and future, it could be a high- al role in reinforcing the visual system that balances transporta- of a transit line is to link people profile and energizing effort to cues of physical design. Inten- tion, commercial, ecological and with places and purposes, and collaboratively choose for each tional physical layout can re- human-centered principles. the Greenway Streetcar line will station an attractive character to move barriers to movement, but succeed if holding central the accentuate station design. without content or discernible The advantageous position of principles of connection. This purpose, good spatial arrange- the Greenway for recreation and will require creating unique Creating nodes and destina- ment can tell no more about transport in a discreet corridor environments through zon- tions within the Greenway itself a space than a printed musical surrounded with nature could ing, wayfinding, and amenity will increase social interac- score can reflect a symphony. just as easily disconnect pas- placement that will increase the tion and increase passive sengers from the valuable local perceived closeness of the cor- surveillance, deterring crime The principle of station-to- resources that lie just beyond the ridor to Lake Street. and increased perceived safety. environ connectivity begins at streetcar platform. For as long Such considerations to provide the trail level, where one should as transport has ventured below Forging identity is elemental physical and figurative avenues need not wait to exit the station street level, engineers and de- in establishing a tangible station for public purpose extend trench to find something to pur- signers have grappled with draw- area presence. Iconic rail stations beyond the station area into chase or linger over before con- ing passengers to/from the sur- are defined by their unmistak- surrounding neighborhoods tinuing a journey. The path from face and orienting their journey able features, such as the ornate and create a broad, connected station to street is a vital link, around the station area. Great entrances to the Paris Metro. No zone of engagement and activity and the trail-level interaction cities the world over depend on less an opportunity exists with encompassing the two corridors. between commerce and public below-ground transportation; vi- the Greenway Streetcar to clearly Public spaces, large and small, transit could have myriad mu- sually disconnected stations have announce the presence of the create venues for spontaneity tual benefits. Tasteful integra- come to both reflect and identify community in which every sta- and community and integrated tion of private enterprise into the surrounding neighborhood. tion resides. Take, for example, commercial and residential uses the fabric of the Greenway will The best of these lessons can be the Arts et Métiers station, lined seamlessly bridge the divide into enhance security, cleanliness,

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 26 3Principles : OVERVIEW

and long-term viability of the traffic is projected to address and shopping to go beyond entire corridor. A fine example internal trips, the Greenway will community and meet individu- of this is the Freewheel Midtown first and foremost represent the als’ needs. Bike Center at Chicago Avenue, needs of the station area com- with its coffee shop, office space munity. Deriving the constitu- and trail-friendly retail. With ency of this community will be a each station deriving its own challenge made more difficult by recipe of station-area amenity changing demographics, insofar cluster, immediately riders will as the presence of a streetcar line feel the benefit of chaining will alter the corridor’s chemis- multiple errands without having try. By combining a thorough to imagine what lies beyond the understanding of the present, a trench. Confidence begins when broadly envisioned future, and one exits the streetcar door. empowering the community to reflect its changing needs - a Thus, in imagining each station sustainable station area vision area, nuanced planning measures can be reality. must account for how the cor- ridor patrons will interact with One example is New York’s their immediate use of each Open Planning Project (fixcity. station and the destinations org), which uses user-submitted beyond. If a station and its area intelligence to place bike racks. can be seen to be user-friendly, With the proliferation of then it will be judged a success internet-enabled mobile devices, and attract the type of reputa- more and more user informa- tion that will encourage others tion can be easily harnessed to to make the Greenway Streetcar improve anything from station a valued part of their everyday lighting to connection times. lives. Such technology also enables on-demand advertisements for As half of the streetcar line’s local services, restaurants, bars,

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 27 3Principles Station Design

Each streetcar station should not allow solar access. larly at station areas where opportunities. Regardless of conform to certain standards trench-level place-making size, architectural style and to enhance the experience of Trench alterations is essential, additional land materials should be consis- riders and trail users and provide ÂÂ The narrowness of the may have to be purchased tent throughout. consistency across the corridor. trench will require digging or secured through ease- ÂÂ Stations must be physi- In general, stations should be out the slope in favor of a ment to crease high-quality cally separated from the welcoming, approachable spaces retaining wall, direct build- public spaces. pedestrian trail to prevent that facilitate connection—actu- ing access, or pushed back Station design interference of both recre- al and perceived—to Lake Street embankments. This will ational and transit activities. and consciously tie the station maximize space to prevent ÂÂ Due to Minnesota’s uninvit- However, since some riders to the surrounding community. crowding at busy stations, ing winter weather, stations access the streetcar directly Each station should be become a particular concern during should be fully or partially from the trail or will exit a nodal destination, which may peak periods. Adorning covered with glass shelters onto the trail, there must require substantial modifications walls with vines instead (or other transparent mate- also be well-marked en- to the trench itself. of bare concrete retaining rial), though partial shade trances with sufficient trail blocks could preserve the should be included to Station placement width to allow passing. natural feel. prevent heat amplification

ÂÂ Each station should con- in the summer. These can Vertical circulation nect directly to the major ÂÂ In many sections of the be iconic elements of the nodal street rather than Greenway, the corridor streetcar, tying the stations ÂÂ The six of nine proposed Canopies of lights and glass add side streets. Stations with floor is not wide enough to together into an aestheti- stations below grade should drama, shelter and natural light. multiple exit points should accommodate even one set cally coherent whole. At have wide, visible stairs connect at street level with of train tracks alongside the a minimum, they should with a handrail and a a promenade along the rim. trails. Widening of the floor provide shelter for those glass-enclosed elevator. by removing or pushing sitting and standing on Stairs must be wide enough ÂÂ Stations and pedestrian back of the south embank- the immediate platform to to accommodate two-way access routes should not ment may be necessary in board, but larger canopies traffic, including people be placed under bridges more narrow sections to over the track and adjacent carrying bicycles. They to the maximum possible make for a more pleasant spaces (up to the pedes- should be straight without extent. Bridges reduce experience for transit and trian trail) could provide any turns and not visu- street-level visibility and do Greenway users. Particu- small cart and kiosk retail ally obscured from either

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 28 3Principles : STATION DESIGN

the station platform or the safe crossing. all Greenway users. Lights developments would ad- sidewalk above. Eleva- should be placed above ditionally provide vertical tors should be as close as Aesthetics bicyclists’ line-of-sight circulation for residents or without creating vi- possible to and connect to ÂÂ Stations should be free employees within. the same side of the street of permanent or semi- sual interference for users as at least one set of stairs. permanent advertising for entering or leaving the station. Multiple stairs are possible, individual businesses. Lo- A bright, glaring particularly in high traffic cal business associations at light while descending into stations. each station’s corresponding a trench would disorient

Lake Street node should be and discomfort riders. ÂÂ Station access points are permitted to display general Stairways should be lit on shared resources between branding advertisements to each stair to improve safety transit and trail users. promote their unique mix and clearly identify routes Many bikers and pedes- of retail, entertainment, and in and out. trians will be crossing the cultural offerings. Simi- tracks from the trail to use Trench commerce larly, permanent wayfind- the elevator or stairs at each ing elements may require ÂÂ Opportunities for retail station and likewise street- signage with general nodal and service business car users will be crossing the information that should be within and immediately track to utilize the trail. The artist-designed, representa- adjacent to station areas vertical circulation infra- tive of the community, and should be included in the structure, while primarily visually pleasing. Unobtru- planning process from the for streetcar riders, should sive digital and interactive initial stages. This includes be viewed as general green- displays could provide space set aside within sta- way access; there should not business-specific informa- tions for food, newspaper, be redundant access in the tion with walking maps coffee, and other carts or same block for separate us- available for print or down- kiosks. New building devel- ers. Transit engineers must load to mobile device. opment in parcels adjacent be consulted to ensure se- to stations should include lect, well-market areas have ÂÂ Adequate lighting will basement-level retail that sufficient access controls for enhance the experience for fronts the Greenway. These

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 29 3Principles Wayfinding

Human-scaled connections other Metro Transit facilities. tions include maps and to the nearest streetcar sta- between the Midtown Greenway However, because placemaking timetables on the platform tion and Greenway access and Lake Street will be facili- is also essential for station areas, level, but also include point. tated through a clear, unified, flexibility with Metro Transit identical signage at street but station-specific system of designs should be allowed if level. This assumes that ÂÂ Public art has the po- wayfinding elements. Wayfind- value can be added to the sta- potential riders would like tential to supplement ing should reduce uncertainty tion design. While placemaking to gather route informa- the wayfinding function among commuters and visi- and interpretation overlap with tion before ascending to of literal signs by adding tors, but should also add value station design and public art, a the station platform level. interest and enhancing con- to local residents and workers. coordinated effort with signage Similar sign placement is nections, such as embedded A comprehensive wayfinding could produce an effective and needed at the rim level of footprints or bicycle tracks system should promote con- dynamic wayfinding system the greenway and also at leading pedestrians or trail nections and establish location along the Lake Street/Midtown major transit stops along users to exits. through three environmental Greenway Corridor. Lake Street. Riders need to mechanisms: signage, place- be aware of the transit op- Placemaking ÂÂ W making, and interpretation. ayfinding signage should portunities without having ÂÂ Station areas should include absent of advertising Signage provides direct and be to physically descend into symbolic wayfinding ele- and business-specific concise information for riders, the Greenway trench. ments. Small Metro Transit destinations placemaking extracts distinct , but could T logos or directional, artis- ÂÂ Street level signage above neighborhood qualities, and exist in more programmatic tic silhouettes of streetcars the station should be interpretation offers opportuni- wayfinding mediums like could be placed at eye level consistent throughout the ties for stakeholders to express brochures. on street signs and light corridor and clearly and location importance. poles. Pavement markings ÂÂ Acknowledgment of when iconically identify what is such as indentations and Signage and where potential riders below. For example, a gen- mosaic designs can provide will be making crucial deci- tly illuminated green Metro Top: Existing wayfinding elements in Wayfinding efforts should begin information and also liven sions should be considered Transit T symbol could and around the Midtown Greenway. with signage and station identifi- up the walk between Lake in the placement of basic mark each entrance. Addi- cation. Because Metro Transit Street and the Midtown signage. For example, the tionally, wayfinding signs Bottom: Existing Metro Transit is assumed to operate the route, Greenway. Symbol design elevated Franklin Avenue should be placed on Lake wayfinding kiosk along the Hiawatha signage and graphic designs should strive to be simple, and Lake Street LRT sta- Street to guide pedestrians LRT Line. should remain consistent with bold and easily discernible

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 30 3Principles : WAYFINDING

from a distance. Creativity to each station area could is also encouraged to mini- be displayed. Metro Transit mize the feel of corporate, could provide template and downtown signage and a cooperative effort between increase neighborhood feel. neighborhood groups and business associations and Interpretation the proposed Greenway ÂÂ Station names should Business Improvement include prominent nodal District (GBID) could destinations. For example, provide specific content Hennepin Avenue should for each station. Similar be called “Hennepin to the route maps and Avenue / Uptown / Walker schedules, these station area Library.” Chicago could be brochures would rotate and “Chicago Avenue / Abbot be updated. In order to Northwest Hospital / Mid- capture the audience of trail town Exchange.” After an- users, station area brochures nouncing the name of the should also be available at station, a list of connecting locations along the green- bus or train routes should way or at kiosks at major then be announced. entrances. ÂÂ Lake Street should be Top and right: An interpretive side- ÂÂ Other programmatic way- included in any city or walk mosaic in Vancouver, Canada finding strategies include and the existing silhouette signage at takeout maps located on regional bike trail and Lyndale and Lake. streetcar vehicles and at transit maps to demon- stations. Similar to the strate the close proximity Bottom: Neighborhood-specific bro- existing take out maps and functional interconnec- chure could be placed in each streetcar and schedules on Metro tion of the two corridors. vehicle, like this existing brochure for Transit buses and LRT Lake Street destinations. vehicles, brochures specific

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 31 3Principles Connections

Specific core strategies support draws people beyond their ceptacles, and wheelchair/ way rim should be priori- the principle of connections, immediate surroundings to stroller ramps, conveys the tized over vehicular space which are essential for the Gre- the promise of something impression of thoughtful on the roadway. enway transit stops to connect to worthwhile, just ahead. structure to the pedestrian the neighborhoods they service. experience. Wayfinding  motifs The placement of the streetcar  Having consistent ,  Connectivity can be sup-  Promenades line dictates that a comprehen- such as a distinct streetcar from the rim ported by purposefully uti- to the trench have been a sive connection plan be in place line brand identity, and lizing wayfinding devices prior to beginning streetcar extending them throughout part of vision documents that are based on riders’ and we recommend them development since most stations the line on signage, land- origins and destinations. will be physically disconnected marks, sculptural elements where land use permits. Key from key existing destinations. will add coherence and benefits include increas-  Using modern information strengthen rider attach- ing the amount of passive systems and display to share Placemaking ment. surveillance created by rider information, trail  Implementation details having eyes on the trail, and and station users can make Infrastructure Improve- should be clearly defined opening the trench up to reasoned decision about ments in station area plans the surrounding area. how best to use the area. that concretely map the  Sidewalk placement and  Reconnect 29th Street as a passenger experience, improvements are needed  Coordinating timed con- public right of way wher- intended pathways and vi- to optimize pedestrian nections with real-time ever possible, to provide sual perspectives passengers access. In some locations, passenger information is both pedestrian and minor will encounter, particularly aging concrete reveals bare a necessity to increase the vehicular circulation, as well ensuring that line of sight ground beneath. In others, convenience and incentive as additional front door extents into the station area additional sidewalks where for repeated usage. This is addresses for residences and and to Lake Street from the none presently exist would particularly important for perhaps businesses on the access points. create streamlined connec- making the streetcar a vi- Station entries and promenades con- south side of the Greenway. tions. able alternative in a car-free tribute to the definition of place.  Portals and enhanced If the full proposed 56-foot- lifestyle. entrances/exits are crucial  A high-quality streetscape, wide right-of-way cannot to conveying the sense including benches, land- be secured, the creation of a of place and drama that scaping, lighting, trash re- sidewalk along the Green-

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 32 3Principles : CONNECTIONS

Bicycles ing the usefulness of the trail beyond its intrinsic ÂÂ Bike racks at each sta- function. tion and between stations Station themes reflect and tell the toward Lake Street would story of the neighborhood, as does this ÂÂ Street vendors and musi- provide a needed resource station in Paris Metro station whose cians provide a crucial for cyclists to extend their name and inspiration draws from the cultural and public safety journey. This would add engineering school above ground. benefit to station areas. to the impression that the Their placement, encour- station is a component in a agement and regulation is larger transit ecosystem. a vital link from station to ÂÂ At-grade crossings should street in many other cities transportation systems. prioritize bicycles as key Their absence in Minneapo- component of a pedestrian- lis is a notable contribution oriented experience. to the sterile, vacant feel of the Hiawatha Line rail ÂÂ Greenway ramp access stations. points, particularly those

nearest streetcar stations, should be connected to Lake Street and nearby routes with dedicated bicycle lanes.

Public Spaces ÂÂ Station area amphitheaters draw users into the station space and create a culture of activity that enhances the life of the trench, extend-

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 33 3Principles Land Use

Proper land use can enhance the blocks should adhere to Residential ment should be located connection between a Greenway transit-oriented develop- in or on the periphery of ÂÂ By increasing the popula- streetcar line and destinations on ment principles. This existing commercial nodes tion living within walking Lake Street by activating trench- includes higher densities so as to complement rather distance of the station, immediately surrounding than compete adjacent areas, developing higher density multifam- with the vi- mid- to high-density mixed use stations that taper off into brant commercial activities ily housing can justify the housing and commercial parcels, surrounding neighborhoods along Lake Street proposed high frequency particularly on the block(s) to the north and merge of the streetcar. Market de- between the Corridor and Lake seamlessly into Lake Street Industrial mand has proven significant Street, and accommodating to the south. without the streetcar, as ÂÂ While still-viable businesses parking needs unobtrusively to several condominium and should accommodated, maintain pedestrian-friendliness. ÂÂ Stations should be sur- apartment buildings have land use should transition Such development should gener- rounded by a cluster of been constructed alongside away from industrial uses ally adhere to best practices in many types of retail and the Greenway. The most in- at a pace determined by the transit-oriented development service storefronts at street tensive residential develop- market. City leaders should (TOD). Successful TOD needs level. Upper levels can be ment should be within two work with businesses to mixed-use, mixed-income, used for either residential or blocks of the station. find suitable land within walkable, and location-efficient commercial purposes. one of the city’s industrial development that balances the ÂÂ Increasing density will employment zones. These need for density to support con- ÂÂ In order to reduce resi- require upzoning some ex- businesses are often impor- venient transit with the scale of dents’ trips, each station isting single family housing tant for the community, the adjacent community. Infill area should aspire to a full areas. Subdividing existing providing jobs and a link spectrum local-serving Activities and buildings should be ori- and redevelopment of existing properties should be dis- the area’s history. underutilized lots should be pri- business, including child ented toward the Greenway in support couraged in favor of new oritized alongside high-quality care, car sharing, grocery of “eyes” and activity on the trail. multifamily construction ÂÂ Some production, par- open and public spaces. and drug stores, dry clean- that can address parking ticularly of goods for public ers and farmers markets to and streetscape needs. consumption, such as furni- Transit-Oriented allow residents to limit the ture, art, and clothing, can Development number of trips they have Commercial be accommodated in com- ÂÂ All new development along to make mercial zones. Such craft ÂÂ New commercial develop- the corridor and adjacent and trade business should

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 34 3Principles : LAND USE

be encouraged and engage tion along the Greenway, a four story building does streetcar usage, though the public with storefront conditional inducements, not shade the trail, par- individual businesses would displays and windows in including variances and ticularly in winter. Height be free to offer vouchers to workspaces. transferable development limits could be increased customers. right, should be offered to in non-shading parts of the Greenway Orientation developers. Slightly higher property. ÂÂ Parking lots should be com- bined and shared ÂÂ New developments should densities or lower parking where ÂÂ B height should purposefully engage the requirements in multifamily uilding possible with a single access transition gradually on Greenway. Buildings on the development would be ex- point to limit sidewalk cuts. the periphery of the cor- north side should either changed for improvements Such shared parking would ridor to meld into existing directly interact with the to streetscape or existing encourage a park once and neighborhoods. This is Greenway with lower level Greenway access. Density walk approach and limit the particularly true within workspaces, residences, or development rights for land amount of circling in search blocks; single family homes gardens, or should be set devoted to public purpose, of an available space. back to create a public such as a promenade or should not face buildings more than half a story taller ÂÂ Parking for new develop- promenade and overlooks. new access point, would be than the tallest home on the ment within the station On the south side, 29th transferred the building, Street should be recon- basing maximum dwelling block. areas should be invisible to the neighborhood and nected and improved with units on the original parcel Parking include only below- or Visual disruption, of the kind seen at a sidewalk overlooking the size. above-ground parking. Lund’s in Uptown, can be improved Greenway trench. ÂÂ Any redevelopment of cur- Building Height upon using intentional land use revi- rent commercial properties Above-ground parking must sions. ÂÂ Buildings should overlook ÂÂ In order to maintain year- should balance parking not be on the first, street the Greenway with doors, round solar access to the supply with demand. level and should include windows, and balconies Greenway, building height Although the streetcar will plans for adaptive reuse as fronting the trench. on the south side should provide access for scores of the area becomes increas- be stepped, with the low- current and new custom- ingly transit-oriented. Developer Inducements est heights closest to the ers, many will undoubt- Should street-level parking Greenway. Re-establishing edly continue to arrive by be unavoidable, it should ÂÂ In order to maximize public be behind the building, benefit from new construc- and widening 29th Street car. Ensuring that parking alone would not ensure that is paid would encourage accessible from side streets

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 35 3Principles : LAND USE

rather than a curb cut on ability, pedestrian-oriented main pedestrian routes, overlay districts should be and visually separated from added to the two blocks the sidewalk with fences or surrounding station area vegetation. Lake Street nodes. This would prohibit drive- ÂÂ In order to prevent riders through restaurants and from parking in surround- banks, automobile repair, ing neighborhoods to use and gas stations. Like the the streetcar, residential industrial uses, current street parking time limits business could stay, but as Automobile orientation at Lagoon in station areas should business and market condi- Ave. and Hennepin Ave. in the station be limited to two hours tions change, so too should area. for non-residents within the use. a three block radius of sta- tions.

Zoning ÂÂ The city should adopt a Greenway zoning over- lay district to implement these principles to avoid a piecemeal approach more liable to developer capture. A standard and compre- hensive framework for development will ensure cohesiveness and protect the Greenway’s character.

ÂÂ In order to maximize walk-

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 36 3Principles Public Spaces and Art

There is significant opportunity and recreation corridor nestled riders will have an experience areas that offer pleasing for the corridor to provide ad- within the transit corridor. unlike any other in Minneapolis, views of the Greenway ditional public space and public passing quietly among vegeta- and surroundings. Wher- art in the Midtown Greenway Public space brings activity, tion without city traffic. Public ever possible, 29th Street and Lake Street corridor for which allows for destination, arts can connect this experience should be reconnected users and visitors in building the place-making, interaction, and with the hustle and bustle of the and a high quality sidewalk stations themselves as well as in increased safety. High quality nearby Lake Street commercial with boulevard landscaping future land developments. The public spaces surrounding street- corridor. should be installed. community has identified this car stations will invite passengers as one of the most important to ascend to street level and con- Station and Street  Each station area should issues for planning the Midtown tinue on to Lake Street. These Amenities include public or recre- Greenway. spaces should be interwoven  Artist designed street ational assets that link the station to nearby nodes with public art, a consideration amenities, such as benches, , High quality transportation that must be included from trash receptacles, and bicy- including public art. Clus- infrastructure is not complete the onset of station planning. cle racks should be equally tering of space and art will without the presence of multiple Artistic expression can capture functional and aesthetically be an indicator that this is a types of destinations, includ- the diversity contained within distinct and pleasing. place to stop and retreat to ing recreation and relaxation the corridor. The Midtown the areas surrounding the opportunities in public spaces. Greenway Coalition, recogniz-  Stations and their immedi- station. Repurposing the corridor makes ing this potential, acknowledges ate surroundings should  Permits should be granted the need for public space and “diverse neighborhoods, that include murals and sculp- for performing artists and public art more salient. vary socioeconomically, racially, tures that are representa- buskers in station areas and ethnically, culturally, and de- tive of the community along connecting streets. With the prospect of increased mographically – the Greenway surrounding each node. density along the corridor, is an opportunity for Public Art  setting aside public space in that is diverse in its content, me- Interactive Spaces  Private spaces can be advance is vital to prevent dium, longevity and function- made to feel open and add overdevelopment. Prevent- ality thereby creating distinct  The north side of the to the public realm. For ing overdevelopment will help places along the corridor, yet a trench should be connected example, Kix Field expands maintain the historical nature unified and beautiful Greenway and surveilled with a rim the Greenway with private of the corridor as a pedestrian Journey.” Greenway streetcar promenade with overlook uses that are connected to

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 37 3Principles : PUBLIC SPACES AND ART

the trail’s public uses.

Greenery and Vegetation ÂÂ Utilized green spaces such as community gardens and native plant storm water management installations should be encouraged on private land.

ÂÂ Before parcels adjoining the Greenway are redeveloped, increased efforts should be made to improve vegetation along the existing right of way.

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 38 4Station arEA Analysis Overview

The inneapolisM Streetcar Feasi- Additional stations have been bility Study identified a total of proposed to allow more immedi- seven potential stations, approxi- ate access to important business mately every ½ mile. Combined nodes. with the exclusive right-of-way, this would functionally allow ÂÂ Calhoun Beach operation at speeds and service ÂÂ Interstate 35 W *^ similar to LRT. ÂÂ 4th Avenue * ÂÂ Cedar Avenue * ÂÂ West Lake Station (along- side future Southwest Cor- This paper includes analysis of ridor LRT line) salient issues regarding station ÂÂ Hennepin Avenue S (Up- placement, rider and demo- town Transit Center) *^ graphics, land use opportunities, ÂÂ Lyndale Avenue S * and connections and wayfind- ÂÂ Nicollet Avenue S *^ ing at four key stations: West ÂÂ Chicago Avenue S *^ Lake, Hennepin, Chicago, and ÂÂ Bloomington Avenue S * Bloomington. A brief descrip- ÂÂ Lake Street Station (along- tion of five additional stations side Hiawatha LRT line) follows at the end.

* Not at-grade (requires vertical circulation) ^ Possible streetcar or Bus Rapid Transit route connection

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 39 4Station arEA Analysis West Lake Station

TheWest Lake Station would jobs in Uptown and points east- is $94,255, nearly triple that of Currently, the trail exits onto provide connection to the ward. For westbound journeys, the other corridor areas. Abbott Avenue. Traffic in the Southwest LRT line. Much of the station area will be a destina- area is primarily focused on the current immediate surround- tion: for residents of apartment Station Placement residential access and recreation ings are green spaces. The main buildings; for customers of the The West Lake Station has an parking for bicyclists, especially attraction of this station area abundant services; for con- at-grade trail exit placed at on weekends. is the adjacent retail complex venient access to the western 3100 Abbott Ave. S. between with its variety of restaurants, trails of Lake Calhoun. As a the rear delivery entrance to A fence separating the Green- services, and a major grocery connectivity point, the station Whole Foods Market and green way from existing railroad track store. Though not as immedi- is a transfer point to/from the space belonging to the Calhoun prohibits access to adjacent ately accessible, a short walk planned Southwest LRT. Towers apartments. An open townhouses, located approxi- farther afield connects riders to wooden fence bounds an unof- mately 50 feet from Greenway. West Lake Calhoun Parkway, Ridership estimates show ficial entrance to the trail, just Sidewalks are not present Lake Pointe Corporate Center that 25% of route use will be 50 feet northwest of the official beyond the trail exit. The trail and Lake Calhoun Executive dedicated to transfers to/from entrance. It is possible that, if exit is inconveniently placed for Center. A shopping center with the southwestern suburbs. That graded, this could be a station pedestrian access to surrounding a mix of take-out and sit-down 50% of trips are estimated to exit that shortens the connection destinations. restaurants and a large bookstore be internal to the streetcar line to the major retail center. When to the north of Lake Street is reflects the magnetism of the Connections exiting at the current trail egress, also reachable, though visibly adjacent shopping hub and the there is a feeling of remoteness. The primary access points to the obscured at the proposed station appeal of onward trips to Lake The additional distance adds street car would be on Abbott exit. Street. to the nature trail feeling that Ave. S., a quiet hoop road which

complements a bike ride, but connects Excelsior Boulevard Existing conditions and uses at the Station Area Analysis The West Lake station is the is less helpful for encouraging and small network of apartment West Lake trail exit. This location is least densely populated station TheWest Lake Street Station use of area businesses. There is village streets. remote for rail pedestrians to easily area with the oldest, wealthiest is the western terminus of the ample parking at present on this reach commerce and destinations. residential profile of all stops on proposed streetcar line. For sleepy hoop-shaped street, but Pedestrian circulation to and the streetcar line. Average house- eastbound journeys it will be the one can easily foresee a crush of from the station area can be hold and family size is well- first contact riders have with the cars inundating the area once a improved with sidewalk place- below the corridor and city-wide streetcar. The principal purpose streetcar terminus is present. ment that shortens the distance average. Median family income will be access to destinations and from the station to Calhoun

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 40 4Station arEA Analysis : West Lake st.

Commons, where many riders to permit direct access from the Future considerations Land Use and Development will naturally alight to access an streetcar station. Location of a station terminus The Midtown Greenway Land array of stores, restaurants and can foreseeably attract an influx Use and Development Plan services. Sidewalks connecting Along this exit path, Calhoun of transit riders looking to park defines the West Lake sub-area the present trail exit to Abbott Commons businesses could pro- and then ride the streetcar to encompassing the proposed sta- Ave. and Excelsior Blvd. are es- vide a lighted canopy to create Lake Street destinations. Even tion area as a Transit-Oriented sential to improve usability and a welcoming portal. Any portal a small increase in traffic would development district. A transit- pedestrian safety. would have to accommodate the overwhelm the available street oriented district in this area is height of delivery vehicles. A parking. However, placement to contain three building types: Presently, Whole Foods’ stock tall canopy would be an asset by of a parking facility could be apartments, tall apartments and receiving area creates an un- enhancing verticality and drama accommodated, with proper greenway buildings (buildings welcoming entrance to Cal- of the portal. Seasonal light transportation planning to man- that front the Greenway). houn Commons. This can be walls and displays could add age access to the station area via improved by a combination of attractive variety to encourage Excelsior Boulevard. The prevailing land use and cosmetic improvements to this repeat visits. envisioned land use by existing façade (where already Whole Construct a bike and pedes- planning documents suggest Foods has placed a dedicated A tastefully designed portal with trian bridge over the corridor that any parking in a park- worker break area with picnic branded signage at the Excel- to connect Ewing Ave S with and-ride scenario would need tables) and pedestrian accom- sior Boulevard/Abbott Ave. S. the Greenway, to provide direct to be placed underground. modations to safely and quickly intersection is recommended Proposed trail exit area with direct con- access for neighborhoods and There are underutilized por- move people from station exit to complete the connection to nection to Calhoun Commons. employers north of the Green- tions of land along Abbott Ave to the northern sidewalk. Bet- the most active portion of the way. The route should continue which are currently zoned as ter yet, working together with extended station area. This will Top right: An example of how a canopy south of the Greenway to W commercial shopping districts Whole Foods and the land- also advertise the streetcar to can transform an unwelcoming space. 32nd Street to better connect to (C3A) and would be suitable owner, an internal redesign and potential riders who may other- the playing fields and Chain of for this purpose. Above-ground additional entrance should be wise never discover this secluded Lakes bikeway alongside Lake structured parking would be a added in the back of the store location. Calhoun. second choice, particularly if an

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 41 4Station arEA Analysis : West Lake st.

innovative adaptive reuse can be planned.

The city of Minneapolis has proposed densification of the surrounding area through redevelopment of the Calhoun A rendering shows proposed densifica- Village automobile-oriented tion of the Calhoun Village site, now shopping center north of Lake home to Walgreen’s. Street which presently houses Barnes and Noble, small casual restaurants, Walgreens and small offices. Placement of the rail station combined with the 446 residential units (mainly rent- als) and 40,000 square feet of mixed-use development would complement and consolidate momentum for the transit orien- tation of this station area.

Similar redevelopment strate- gies should be pursued in other surrounding parcels, particularly to replace surface parking lots, including the Whole Foods shopping center and the Lake Calhoun Executive Center.

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 42 4. Station area ANalysis : WESt LAKE ST. Land Use Map 4. Station area ANalysis : West lake st. Aerial Map

Southwest LRT

Calhoun Village

LAKE LRT Station Streetcar Station Platform

Whole Foods

Sidewalks

Circulation Area 4Station arEA Analysis Hennepin Ave.

The proposed station at Hen- Hennepin Avenue streetcar dicates a decline in the number Station Placement nepin Avenue would serve as a station would be expected to of families with children over The streetcar station should gateway to Uptown, the com- attract high usage at night, mak- the coming decade. The median be placed on the east side of mercial and entertainment dis- ing proper lighting absolutely income ($40,000) is also lower Hennepin Avenue. Though the trict centered on Hennepin and essential. There is a moderate than both the city and county, west side offers potential with Lake but extending east beyond office presence in the area, but is expected to increase faster a proposed reconstruction of Lyndale. This area is already which will likely increase with over the coming decade. Most Walker Library, the current heavily served by transit due to new development. The area to people (79%) rent, but over 800 design plan would largely cover the Uptown Transit Center, so the west of Hennepin contains units have been converted to the corridor trench, creating an both historical and more recent multiple historic four story brick condos over the past six years, uninviting tunnel when exiting developments are medium to residences bordering the south representing nearly half of the the streetcar. The eastern side high density with many uses side of The Mall. However, due current stock of owner-occupied is also primarily residential and interacting within a relatively to the highly commercial nature units. the commuter foot traffic could small activity area located to the of the area, residential growth be unwelcome. In addition, the South and East of the Henne- will likely remain minimal. The With the exception of Cal- main Uptown destinations are pin Avenue station. The node consequent ridership will likely houn Square, retail vacancy is oriented toward the east, with contains many unique boutiques be primarily employees and a very low 2.5%, but turnover direct connection possible via and eateries, two grocery stores, customers who live within the is very high. The small amount the Girard meander, as further a bookstore, multiple art galler- corridor but outside of Uptown of office space in the area has discussed below. ies and many salons and spas. rather than local residents leav- significantly lower vacancy than Calhoun Square, which has long ing. downtown. Current businesses There should be stairs on both drawn the ire of area residents capture considerable outsider sides of the street, however, to for its disconnection from the The population has grown more spending, including restaurants, connect passengers to bus routes street, has recently undergone a slowly than both the City and used goods, groceries, alcohol, above without having to cross major renovation which created the area over the past 15 and health/personal care. How- traffic. This should be accom- an atrium and increased street years. At the same time, the area ever, many resident dollars are plished with a straight staircase presence. has aged considerably; there are lost in electronics, appliances, leading down into the station 30% fewer 20-24 year olds in furniture, building materials, and split-level stairs on the west Station Area Analysis Uptown than there were in 2000 clothing, and lawn/garden. side; a footpath beneath the while there are nearly 40% more Uptown is a primary nightlife bridge should link the stairways. 55-65 year olds. This likely in- and entertainment district. A An additional split-level staircase

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 45 4Station arEA Analysis : Hennepin Ave.

should connect where a pro- Due to the expected high Avenue, Lake Street, and to reorient these streets to make posed Girard Avenue pedestrian volume at the Uptown station, Lagoon Avenue should be them more pedestrian friendly bridge meets the sidewalk. An particularly during peak period, transformed from just traf- should be considered. These in- elevator should be on the east bikers should be encouraged to fic conduits to places of social clude restoring two-way traffic, side, accessed under the straight use the Humboldt Avenue trail interaction and urban activity particularly east of Hennepin staircase and connect directly exit rather than build a new bike with the addition and upgrade Avenue, and eliminating the inside the transit station. ramp directly at the station. A of various amenities, includ- short diagonal section of Lagoon new bicycle route should be ing benches, landscaping, cart Avenue. Simultaneously, 29th Such development will likely designated along Lake Street vendors, and attractive inlays. Street should also be improved require the removal of the bus and Lagoon Avenue through Crosswalks should be prominent and widened to provide addition lane on the south side of the to Dupont Avenue to connect and vibrant using murals or circulation—primarily for pe- corridor. The redevelopment of the Greenway and the Chain of symbolic motifs to clearly offset destrians—and perhaps business the adjoining parcel, as discussed Lakes bike routes directly with pedestrian rights-of-way from or residential entry points. below, would allow such an op- the Uptown business node. In vehicular traffic. portunity. addition, a bike route should be Land Use and Development added to the mall and a bicycle The current vehicular orienta- The most recent land use Connections parking facility should be con- tion of Lake Street and Lagoon plan adopted by the city is structed at its terminus behind Avenue through Uptown clearly The station’s vertical circulation the Uptown Small Area Plan, the Walker Library. This will prioritizes motorized traffic over should interface directly with which was approved by the city allow bicycle commuters easy pedestrians. As paired three lane the Uptown Transit Station on council in February, 2008. The access to streetcar or bus connec- one-way thoroughfares, they are both sides as well as with the plan recognizes that growth is tions and provides a central spot more effective at moving traffic Girard pedestrian route. This essential to bring about positive to reduce the need for dedicat- through and beyond the neigh- ‘Girard Meander’ should have change by improving connec- ing important sidewalk space borhood than to destinations direct connection to the streetcar tions between attractions and to bicycle parking. Any future within Uptown. Most vehicular station. This will allow seamless augmenting the built environ- redevelopment of the Walker traffic at peak periods when the integration with bus and future ment and public spaces. The Library site should include such maximum capacity is needed Hennepin Avenue streetcar most intense, high-density and a facility from the initial plan- connects with downtown via connections as well as into the tallest development should be ning stages. Hennepin Avenue. In the long- neighborhood pedestrian circu- focused in Uptown’s core, to the term, as transit comes to sup- lation system. immediate south and east of the Streets, especially Hennepin plant vehicular flows, strategies streetcar station, and taper off

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 46 4Station arEA Analysis : Hennepin Ave.

into the surrounding residential access essential. As shown in the residential fabric, particularly on Public Spaces neighborhoods. However, the plan, rather than a single large the north side. As needed, these The Mall is the largest, and cur- core must be well-defined to development, the lot should be parcels should be rezoned to rently most underutilized open prevent spillover: Hennepin to bisected by a pedestrian path medium- to high-density mixed- space in the immediate station Bryant and the Greenway to that links across the Greenway use residential housing. Trench- area. It should be improved with Lake Street. Uptown’s daytime to Girard Avenue and contin- level commerce, residences, or the addition of a bicycle route, population, and streetcar rider- ues south to Calhoun Square. workspaces are possible in the picnic tables and barbecues, ship, should be increased by The current bus lane should be block between Girard Avenue chess tables, and musical or encouraging office development removed and reoriented to allow and Fremont Avenue. performance spaces. to provide employment and the corridor floor to be widened, entrepreneurial activities. More though upper stories could over- In order to limit vehicle circula- New development should en- employees would also increase hang slightly. The basement level tion, parking should be central- courage multiple smaller public the market for existing retail and of the buildings should then ized in district parking lots to spaces rather than single large restaurants. directly engage the Greenway encourage a park-once approach. spaces, including Greenway- with retail development and ac- Additionally, the multiple small fronting gardens and terraces. Growth should be focused in cess points. lots on Hennepin Avenue north Improving bicycle access would areas with surface parking lots of the Greenway should be com- also link Uptown directly to the and the large industrial lots on Surface parking lots fronting bined and access restricted to recreational opportunities avail- the north side of the Greenway. Lagoon between Hennepin side streets, eliminating sidewalk able on the Chain of Lakes. Avenue and Fremont Avenue cuts on the corridor to prioritize The parking lot adjacent to the should be converted into mixed pedestrian traffic. Uptown Transit center is a prime use, multi-story buildings with example of infill capacity, being street level. The current uses ideal for transit-oriented, mixed present an incongruity between use development. Unlike the im- the continuous commercial de- ages prepared for the city’s Up- velopments along Hennepin and town Small Area Plan, however, fronting Lake Street, making the the buildings must not shade the area feel larger and more balkan- Greenway and should instead ized to pedestrian traffic. have stepped heights. Being such an important station within the Industrial land along the corridor makes preserving solar Greenway forms a hole in the

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 47 4. Station area ANalysis : HENNEPIN AVE. Land Use Map 4. Station area ANalysis : Hennepin Ave. Aerial Map

Transit Center Station Platform Pedestrian Promenade

Vertical Circulation

Stepped Development Bike Parking Walker Library

Lake & Lagoon Bike Lane become two-way Remove section of Lagoon Medium to High Density Development

Girard Meander

Calhoun Square 4Station arEA Analysis Chicago Ave.

The Chicago venueA Station ment continues. The Phillips Apartments, nues, the development efforts of area is a confluence of multiple Partnership has joined together and Allina offices. Further south, the Cepro site have transformed personalities – buzzing retail, public and private partners to but within walking distance is the former grain elevator site single and multi-family housing, make needed investments within the Minnesota Workforce Cen- into a graceful public greenway anchor institutions, a medical the neighborhood. The most ter, Roberts Shoes, Community access point that doubles as a campus, a popular chain hotel, prominent example of this is the Safety Center, Family Dollar, neighborhood park and recre- and a major transit center. This recycling of the old Sears Build- Foot Locker, Chicago Lake ational destination. Just west established commercial and ing into the Midtown Exchange, Liquors, US Bank, and CLUES. of the Cepro site is Freewheel employment node generates a multipurpose residential, busi- To the north of the Greenway is Midtown Bike Center, whose a significant amount of activ- ness, and retail activity center. Abbot Northwestern Hospital opening marked the debut of ity at street level, spanning the and medical campus, an Allina commerce within the Greenway Greenway, and within the Gre- In recent years, the Chicago- office building, Wells Fargo trench. Providing needed ser- enway trench itself. The recent Lake area seen a great number Home Mortgage, and Anderson vices to cyclists and trail users, addition of trench commerce, of job gains. The large medical School. the shop also houses a café and trail entrances, and greenspaces campus north of the greenway further establishes the Chicago are transforming this area of the feasibly allows neighborhood Many of the area’s larger institu- station area as a destination. Greenway into a destination and residents to work where they tions would generate high peak preparing it to be an important live. Allina Hospital and Clinic’s morning and afternoon trips Station Placement and iconic station area. “Backyard Initiative” promotes while much of the retail destina- In reviewing initial city and nearby living for its 23,000 tions and transit center would neighborhood plans, there have Station Area Analysis workers. Through Project for continue to provide activity in been conflicting suggestions as Pride and Living and Minneapo- the evenings and on the week- The four neighborhoods of to the placement of the station. lis Community and Technical ends. Other destinations like the Powderhorn, Central, Midtown The Midtown Greenway Land College, there is also a push to Hennepin County Service Cen- Phillips, and West Phillips Use and Development Plan train the local residents in the ter and the Global Market in the share the intersection of Lake suggests placement east of Chi- health care field. Midtown Exchange attract cus- and Chicago, which was once cago Avenue, while other plans tomers throughout the day and plagued by soaring levels of suggest placement to the west of Immediately south of the station on weekends, generating activity crime and disinvestment. While Chicago. there has been a shift away from is the Sheraton Hotel, Chicago- and potential streetcar riders. Lake Transit Center, Midtown such activities since the 1990’s, The pedestrian promenade and Global Market, Chicago Lofts, Between 10th and 11th Ave- the need for ongoing improve- vertical circulation that currently

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 50 4Station arEA Analysis : CHICAGO AVE.

joins the Greenway trail with the Connections neurs, there should be opportu- and street frontage for poten- Sheraton Hotel frames the area nities for street vending, buskers, tial redevelopment of adjacent The purposeful clustering public between Chicago and Elliot Ave- and pushcarts. They would allow parcels. Currently, there is only stair ac- nues as if a station or plaza were individuals who lack financial cess at Chicago and the Green- already in place. Locating the resources to have the opportu- Other connections should way. The nearest bicycle access station east of Chicago is also nity to make a living retailing, consider the proximity of points are two blocks to the west logical due to its greater proxim- without committing to large Powderhorn Park and Stewart at Park Avenue and two blocks ity to primary destinations such overhead costs. These types of Field. The Cepro site and the east at the Cepro site. To better as the Sheraton Hotel, Midtown business would add vitality to Chicago Avenue station can connect the station to north- Exchange, Freewheel Midtown the station area, contribute to become a linking destination for ern destinations, the northern Bike Center, the Cepro Site, neighborhood security, and serve recreation and relaxation uses. trench rim should be partially and especially the Chicago-Lake as an amenity for residents, pe- To provide more enhanced con- converted into a sloped, land- Transit Center. This transit destrians, cyclists, and streetcar nections, 11th Avenue should scaped access point, connecting center is a key transfer point for riders. With so many pockets become a “green street” with the station and trails to Chicago riders making north-south con- of public space surrounding the traffic calming treatments that Avenue. nections on bus route 5. station, Chicago Avenue would connect Stewart Field, Ander- be a prime location for Minne- son School, the Greenway, and On the south side of the trench, A platform west of Chicago apolis to assess the real possibil- Powderhorn Park. the Sheraton Hotel hosts a well- would require transfer riders to ity of street food vendors. designed public promenade. The cross Chicago Avenue, greatly With such a large number of walkway is currently private, but reducing the perceived proxim- The city should seek to acquire destinations, the Chicago Sta- has an easement for public use. ity and requiring more com- the right-of-way to 29th Street tion area offers many opportu- The promenade should be ex- plex and extensive wayfinding between Portland Avenue and nities for creative wayfinding panded to serve the station area elements. For these reasons it is Chicago Avenue. The existing and signage. To reflect the high with stair and elevator access. recommended that the station section of 29th Street to the east level of activity, but formal and From the station platform, riders design build off the existing of Chicago Avenue should be casual, wayfinding should take can make an at-grade crossing infrastructure east of Chicago expanded and improved with a the form of public art. Creative to the Greenway trail and to the Avenue. sidewalk alongside the Green- means should provide individu- northern, sloped connection. way trench. This would allow als with destination choices and for additional local circulation, direct them with pavement In the spirit of the surrounding improved passive surveillance, markings, mosaics, or other small businesses and entrepre-

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 51 4Station arEA Analysis

inventive features. Wayfinding elements should consider all perspectives and circumstances, providing direction at key loca- tions both at street, the Green- way level, and within prominent buildings like the Midtown Exchange.

Land Use and Development The area surrounding the Chi- cago Avenue station falls within the purview of several adopted small area plans, including the Midtown Greenway Land Use and Development Plan, the Phillips West Master Land Use Plan, and the 38th Street and Chicago Avenue Small Area/ Corridor Framework Plan. Generally, the most intense development should occur in underutilized parcels adjacent to the Greenway. Ultimately, the avenues intersecting Lake Street in the node area should transition toward complemen- tary land uses to guide streetcar riders, uninterrupted, towards commercial destinations.

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 52 4. Station area ANalysis : Chicago Ave. Land Use Map 4. Station area ANalysis : CHICAGO Ave. Aerial Map

Cepro Site Green space with public art Pedestrian Promenade

Trail Access Bike Center

Station Platform

Vertical Circulation/Plaza Sheraton Hotel

Midtown Exchange

Transit Center 4Station arEA Analysis Bloomington Ave.

The loomingtonB Avenue Sta- include Franklin Bank, Cadillac is a local transit station and is white in the east. Approximately tion area could prove to be one Pawn Shop, and the Frida Salon. distinct from other regional 26% are Hispanic and 24.1% the more transformative spaces transit centers of the corridor. are African American. of all proposed stations along One block west, at the intersec- Also, an effort should be made the corridor. The narrowing of tion of 15th Avenue and Lake to preserve the natural, intimate The majority (59%) of house- the Greenway trench paired with sits the 300-seat Avalon Theater, feel of the Greenway at this node holds surrounding Bloomington a bustling Hispanic-business home to In the Heart of the and complement any trench are family households, with an node at Lake and Bloomington Beast Puppet and Mask Theater. alterations with historically and average family size of 3.85. This call for tactful design and inno- A long time community staple, environmentally appropriate figure is significantly larger than vative implementation strategies. Heart of the Beast has added design. Lastly, public art should any other subarea and the city value to the theater and sur- be incorporated into the station average. The area is split evenly While the intersection of Lake rounding neighborhood. Their design in a way that introduces (48.6%/51.4%) between owner and Bloomington does not boast programming includes full-scale riders to the Hispanic character occupied and renter occupied regional destinations, it displays productions, parades, weekly of the area before arriving to the households. The median family a wealth of assets through its children’s plays, and puppetry intersection of Bloomington and income of the eastern subarea is small, colorful Hispanic busi- and mask-making workshops. Lake. $33,005 - approximately 38% nesses. Grocery stores like the Most performances evoke the less than the corridor average Super Mercado La Mexican neighborhood’s Hispanic popu- Station Area Analysis and 32% less than the city aver- and Mercado Central anchor lation through events like Day Bloomington Avenue Station re- age. the intersection and restaurants of the Dead, La Natividad, and sides within the eastern subarea including Guayaquil, the Taco the May Day Parade. The pro- of the corridor study area and Relative to the western and Taxi, and La Mojarras provide posed neighborhood amphithe- is surrounded by the Midtown central subareas, there are several dining destinations. ater at the Bloomington station Phillips, East Phillips, Powder- significant employment and could partially serve as an exten- horn, and Corcoran neighbor- housing disparities in the eastern The area is also home to two sion to the theater’s operations hoods. The population of the subarea. For workers living in Chinese restaurants, the Dur and display the neighborhood’s eastern subarea is the most eth- the vicinity of Bloomington, Dur Somali bakery, and the cultural identity to greenway nically diverse and economically there are very few opportunities Scandinavian gift and food users and streetcar riders. In the Heart of the Beast productions challenged areas of the corridor. to both live and work within shop, Ingebretsen’s – which has and proposed Bloomington neighbor- While 94.3% of the western the corridor. The dense business been family owned and operated Primary considerations should hood amphitheater (Cermak Rhoades subarea population is white, node at Lake and Bloomington since 1921. Other businesses acknowledge that Bloomington Architects). only 47.5% of the population is draws workers and customers

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 55 4Station arEA Analysis : BLOOMINGTON AVE.

from the neighborhood, but the station be placed just west station platform. As the align- ment, and south of that there is absent of regional assets and of the Bloomington Avenue ment approaches the station, is the public right of way for large institutions. It is likely that Bridge. If this is the case, station track should be placed as close 29th Street. The street could be commuters boarding at Bloom- design should be considerate to to the existing trail as is safely reconfigured if it were vacated to ington will make transfers at the additional plans for greenway feasible to ensure a generous motorized traffic or simply made Hiawatha LRT, Southwest LRT, access and a neighborhood am- amount of space for a station narrower. or other regional transit centers phitheater on the north side of platform. In addition, the exist- along the route. Peak rider- the trench. While the footprint ing wooden stairway east of Pedestrian and bicycle station ship characteristics will include of the station and the amphithe- Bloomington Avenue must be access should exist from the many types of boarding during ater would not overlap, access removed and could be recycled street level and the greenway the morning rush and alighting points should be coordinated for a new greenway entrance. level. Vertical circulation should passengers during the afternoon to increase overall accessibility be placed on the east end of the rush. However, passengers and reduce the perception of Additional methods of widen- platform and include an open alighting during the morning overcrowding. ing the trench floor to accom- stairway and an ADA compliant and boarding in the afternoon modate rail transit and station elevator that directly connect the will be limited. Even with con- The corridor approaching areas should be considered by northwest corner of Blooming- nections to local bus route 14 Bloomington tapers significant- transit planners and community ton Avenue and 29th Street to at Bloomington and 29th, the ly, requiring single track between stakeholders. Other ideas in- the station platform. Streetcar typology of the Bloomington 13th and Cedar Avenues. Here, clude pushing back the Green- track should be embedded at Avenue station will likely remain the slopes of the trench occupy way’s south embankment rather the station to allow for an ADA the most local station along the the space under both the north than replacing it with a retain- compliant, paved pedestrian route, reflecting the local nature and south spans of the above ing wall. A hybrid approach crossing. The crossing should be of its surrounding destinations. bridges. This constraint shifts could include a combination of placed near the east end of the the alignment of the trail from partial-height retaining walls, platform to provide easy access Station Placement the north span to the central terraces, and sloped land. There to vertical circulation. It is rec- As with all stations along the span of the bridge. To provide is flexibility to consider a variety ommended that greenway level route, Bloomington will be right-of-way for a streetcar, it of approaches to widening the access be restricted to just this placed on the south side of the will be necessary to carve out Greenway trench floor east of one crossing. If an additional trench to minimize realignment much of the existing south 13th Avenue because of the flat access point is placed at the west trench wall in order to accom- HCRRA-owned public land at end of the platform, non-riders Proposed space for pedestrian facilities of the existing Greenway trail. modate even a single track and the top of the south embank- must walk through a paid-fare along south rim near Bloomington. Initial city plans have suggested

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 56 4Station arEA Analysis : BLOOMINGTON AVE.

A new sidewalk in front of the 2909 Apartments.

zone in order to access vertical north and south, but also from need to be improved both for Unlike most other station areas, circulation. The vertical circula- the east and west. Wayfinding safety and aesthetic reasons. At city plans only call for moderate tion at the station should be elements and signage should be some points the sidewalks are densities at the intersection of considered access points for all placed along all four directional too narrow for two approaching Lake and Bloomington. Bloom- greenway users, even though the approaches. Larger elements pedestrians to pass each other. ington has been designated as primary users will be streetcar should be available for riders ap- With increased pedestrian traffic urban oriented development riders. proaching from Lake Street and due to the station and the am- which calls for developments of more neighborhood oriented phitheater, efforts to widen these up to five stories. Moderate-den- Connections elements should be placed along sidewalks are encouraged. sity housing currently exists at Pedestrian facilities surrounding the pedestrian rim walkways. the 3.5-story 2909 Apartments A reconstructed sidewalk in on the corner of Bloomington Dilapidated pedestrian facilities along Bloomington are lacking, but With this new pedestrian front of the 2909 Apartments and 29th Street. Surrounding Bloomington between Lake and 29th high potential exists for the area. network, sufficient lighting will and small landscaping and housing types are primarily Street. Greenway entrance ramps at 13th and 18th Avenues as well be required at night. Pathways pedestrian amenities outside single family or converted multi- as a wooden staircase at Bloom- of light should direct riders to the Super Mercado La Mexican family and align with the city’s ington provide current access the station. The station en- are existing examples of how proposed neighborhood oriented to the Greenway. Paved areas trance and signage should be this short corridor could be development guidelines. run along the south rim of the illuminated, visible from Lake upgraded. Further upgrades trench and several vacant parcels Street, and serve as a beacon to could include artistic designs Any new development should exist on the north rim. The Mid- riders approaching the station. and mosaics in the sidewalk be focused on the two blocks of town Greenway Land Use and However, station lighting should pavement that could be both Bloomington Avenue south of Development Plan identified be focused on the street and informative wayfinding elements the Greenway. There are numer- several pedestrian facilities that sidewalk as to not encroach on and interpretive reflections of ous surface parking lots which will improve access and circula- residential properties adjacent to the neighborhood. A color- could be consolidated into fewer tion to the surrounding areas. the station area. ful sidewalk could reduce the parking structures to provide Sidewalks will be added to the perceived distance between Lake space for additional storefront south rim and pedestrian prom- Wayfinding should also build and 29th Streets and also add activity connecting the streetcar enades will be added on the confidence for riders traversing value to surrounding businesses with the commercial district. Existing landscaping and pedestrian north. This will allow streetcar between Lake Street and the and households. Other Concerns facilities outside Super Mercado La riders and Greenway users to ap- station area. The sidewalks along this corridor are dilapidated and Land Use and Development Mexican. proach the station area from the The narrow, intimate nature

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 57 4Station arEA Analysis : BLOOMINGTON AVE.

of the Midtown Greenway The narrowing of the Greenway surrounding Bloomington is trench at this location also cre- something that is currently ates solar access issues for street- appreciated by trail users. The car riders and trail users. When trench walls are mostly grown a retaining wall is constructed, over grown with vegetation and artistic and inventive features trees. This area is also home should be introduced to diffuse to the largest concentration of or reflect sunlight onto the historic bridges in the corridor, trail and station platform. This creating a distinct identity for would provide light and warmth this eastern section of the Gre- to areas that might otherwise be enway. However, with the addi- in the shadow of the south wall. tion of streetcar track, a station platform, and vertical circula- tion, much of the south trench wall will need to be excavated. Embankment surfaces should provide a meandering surface for vegetation and vines. While the current ecology of this section may not survive, some aesthetic qualities can be retained. Existing historic brick exposed east of the 16th Avenue Bridge and opportunities for artistic light features to illuminate the station platform and trail.

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 58 4. Station area ANalysis : BLOOMINGTON Ave. Land Use Map 4. Station area ANalysis : BLOOMINGTON Ave. Aerial Map

Neighborhood Amphitheater Pedestrian Promenade

15TH

14TH 17TH

16TH

13th Ave Ramp Trail BLOOMINGTON Access 18th Ave Ramp

29TH 29TH 29TH 29TH 29TH 29TH Station Platform Vertical Circulation Sidewalk

2909 Apartments

15TH

14TH 17TH

16TH

BLOOMINGTON 4Station arEA Analysis Other Stations

Calhoun Beach Lyndale Avenue Avenue should be reconnected adherence to station design and for at least pedestrian traffic. other principles included in this A station at Calhoun Beach The Lyndale Avenue station report. High visibility, adequate would provide direct access to will be substantially similar to Towards the north, however, lighting, and inviting spaces are the Chain of Lakes, a regional Hennepin Avenue and provide Nicollet Avenue hosts a vibrant of particularly importance. recreational destination. The access to the eastern portion restaurant and entertainment distance from West Lake and of Uptown. Development in district known as ‘Eat Street.’ Hiawatha Lake Street LRT Hennepin Avenue is too far for the station area demonstrates It is likely that streetcar riders The East Lake Street/Hiawatha occasion users who want direct existing market demand for going to the Nicollet Avenue LRT station area exhibits many access to the beaches and trails multi-family housing and a wide station will equally head toward of the same attributes as the of the lakes. Capturing their variety of entertainment options that largely separate node and West Lake station. There are visit with a streetcar encourages that will likely intensify with Lake Street. Development of a direct links to regional transit further exploration of the sur- the introduction of the streetcar. high-quality station area would and access to a large shopping rounding areas and making use Current limited employment help to mentally link the two node. Like West Lake, the East of surrounding retail, restaurant, should be augmented with ad- areas and create a more coherent Lake station also opens up to and entertainment amenities. ditional office spaces as higher activity cluster, particularly if the back door of this business density, multi-use development Nicollet Avenue is reconnected. node – partially confined by The station will pose additional occurs in underutilized parcels. blank facades and auto-oriented challenges to ensure safety for Interstate 35-W infrastructure. riders, pedestrians and bicyclists Nicollet Avenue alike as the interaction between A streetcar station connecting to The primary connection that A streetcar station a Nicollet streetcar service and the mul- Interstate 35-W Bus Rapid Tran- needs to be made is with the Avenue will connect at street tiuse trails will be heightened sit presents unique challenges. Midtown/Lake St. Hiawatha level to the back side of the Lake in this area. Pedestrians will be It is recommended that any LRT station. Nearly 13% of Street K-Mart. This will pose crossing between lakes and many station serve both the Greenway passenger trips on the streetcar similar challenges to the West exiting riders will be doing the Streetcar and Lake Street with will involve a transfer to or from Lake Station; the building own- same. Proper physical and visual direct pedestrian connections. the LRT. Four bus routes also ers should be encouraged to add separation will be essential to Structural engineers will have stop just a few steps away, creat- a rear entrance in the interim ensure safe passage for all. to design safe and accessible ing the opportunity for a portal before a full redevelopment can pathways that should maximize similar to West Lake or even a take place. Ultimately, Nicollet

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 61 4Station arEA Analysis : OThER STATIONS

multi-modal station. Additional Hiawatha Bridge obstruct sight- infrastructure to accommodate lines. Since the construction the streetcar station or enhance of the Hiawatha LRT station, the existing bus stop should be the Hi-Lake Shopping Center placed just east of the current has significantly upgraded its north entrance to the Hiawatha property with pedestrian-scaled LRT station. Proximity should treatments, showing that busi- be a priority, but extra space nesses surrounding the station should be created to accommo- are beginning to acknowledge date potential peak crowds and the presence of the station. outdoor waiting areas.

Minimal wayfinding currently exists at the Hiawatha LRT station. With the imposing in- frastructure of the LRT elevated tracks, the Hiawatha Avenue Bridge, and the façade of the Hi-Lake Shopping Center (East Lake Street Regional Commer- cial Center), a full visual survey of surrounding destinations is not feasible as passengers leave the station area. Wayfinding elements should direct riders to major destinations like the YWCA and Hi-Lake Shopping Center. Wayfinding should take special care to direct riders to destinations east of Hiawatha Avenue, as LRT tracks and

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 62 5 Future Research

This study represents a first at- can geographically identify ÂÂ Interviews and focus groups tempt to create a comprehensive a complete set of short-term with current bus users, resi- framework and vision for con- improvements to improve dents, and local employees necting a Midtown Greenway the Greenway to Lake Street to understand transit and streetcar to Lake Street. Addi- pedestrian experience. shopping patterns as well as tional study and empirical analy- desired changes and street- sis will provide a more complete ÂÂ As of this publication, the car concerns. vision and begin the process of final status of the corridor- implementing changes before, wide Greenway rezoning The timeline for streetcar imple- during, and after streetcar devel- project remained uncertain. mentation is extended but plan- opment. A parcel-by-parcel land use ning and preparing for change analysis for redevelopment can begin immediately. A full Below is a compilation of sug- and infill potential should set of reasoned analysis based gested future research that can be conducted following upon the foundation laid by this be based on the principles and such implementation. study will allow decision makers, framework created by this study. civic leaders, citizens, and the ÂÂ A complete analysis and business community to maxi- ÂÂ A similar analysis of the mapping of Greenway mize the quality of discussion remaining proposed station Stakeholders should be fol- and, ultimately, Greenway-Lake areas should be immediately lowed by active engagement Street connectedness. undertaken. The initial with them to fully identify broad mandate and time goals and concerns. and resource constraints prevented a complete con- ÂÂ Business students or a sideration of each. consultancy should identify specific strategies for small ÂÂ Conduct census of exist- businesses along Lake Street ing street amenities such to adapt to changing mar- as bicycle racks, benches, ket conditions spurred by vegetation and sidewalk streetcar development. quality. This information

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 63 6 Conclusion

In the late 1800s, Minne- station area. Some stations are munity above and beyond its ultimately create two fundamen- apolis’ ambitious civic leaders more challenging than others, essential purpose of transport. tally interwoven corridors, Lake envisioned a grand boulevard but all will require an integrat- Lake Street and the Greenway Street and the Midtown Green- connecting the Chain of Lakes ing approach that follows the already have strong identities way, that share the same mental to the Mississippi River. The key design principles set forth in that are instantly recognizable. space as a cohesive whole. proposals contained within this this report. For future Midtowners and report seek to guide the city visitors, the corridors’ shared toward achieving that vision by The participation of the stake- streetcar will be a symbolic reli- enhancing and connecting the holders early and throughout able connection to employment, Midtown Greenway and Lake the process to secure buy-in and commerce, and services Street corridors. The growth and ownership of key station-area livability provided by streetcar roles will be essential to realize The streetcar is an opportunity development combined with the these ambitious plans. The Mid- to have a neighborhood connec- commercial power of Lake Street town neighborhoods are delicate tor that includes public space, allows civic leaders to once again ecosystems where small decisions transportation, and a pedestrian think grandly. Creating a strong create the fabric of everyday life. friendly space that brings the and comprehensive framework Where thriving activity appears river and the lakes together for future development ensures to effortlessly flow, it must be through this route that has been that residents and investors alike acknowledged that the phenom- vital to the corridor – in the past know what to expect. enon is the accrual of decades and now present. of deliberate effort — it must The Midtown Greenway be preserved. Where challenges A great deal of work beyond the Streetcar will not only provide persist, the moment is ripe to scope of this study remains to be a vital link between the heart of organize momentum around the done. The principles and recom- the city and the regional transit streetcar as a community asset mendations contained within network, it will form the spine that consolidates social and eco- are intended to create the frame- of a corridor that is rich in his- nomic capital — improvements work for future, more detailed tory, business assets and culture. must also preserve the essential analysis, planning, and citizen The key to building a successful good that binds the community. and business engagement. line rests in the effective plan- The success of this process, of ning and coordination of each A streetcar will engage the com- which this is but one step, will

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 64 7 Appendices

Transit-Oriented Devel- ally wants smaller lot housing for commuters and customers center into a major neighbor- opment (from The New and more exciting households. and the needs of the surround- hood and regional amenity.” Transit Town) Affordable housing will be ing neighborhood and commu- However, the key focus is on important for many of these nity. The tension can be reduced the concept of Place Making Transit is a tool that works best groups, although it is important with a variety of non-work land and Connections. Place making as part of an integrated set of to remember that TOD can uses, reducing the peaks and val- is defined as “creating places strategies also involving land reduce household transporta- leys nature of most transit. that are unique, identifiable development and other sup- tion costs, making housing more and memorable. Places that are portive policies. Successful TOD affordable. Successful TOD allows signifi- worthy of our affection and needs mixed-use, mixed-income, cant value capture for all of the encourage a strong sense of walkable, and location-efficient Development adjacent to transit groups involved. Residents can community, pride of ownership development that balances the stations should be location save money on transportation and responsibility to be carried need for density to support con- efficient in that their density costs, most households’ second forward for future generations.” venient transit with the scale of allows frequent transit service largest after housing. Additional- Creating a network of connect- the adjacent community. Infill (25 minute bus: 8+ units/acre; ly, a variety of amenities, includ- ing links include: and redevelopment of existing 15 minute bus: 11+ units/acre) ing child care, car sharing, and underutilized lots should be pri- and is pedestrian and bicycle basic retail will allow residents ÂÂ Infrastructure Connections oritized alongside high-quality friendly to allow easy circula- to limit the number of trips - network of streets and open and public spaces. tion between neighborhood they have to make. Property bridges

and station. Each station area owners often see higher land ÂÂ Transit Connections - bus, The market for walkable, mixed- should include a rich mix of values. Business owners can tap future LRT, trolley and use urban development around residential and activity choices into a larger market with more other ‘people movers’ transit stations is projected to within walking distance. Station customers and employees nearby ÂÂ Parks, Trails and Open grow in coming decades. Grow- areas and the surrounding areas and passing through. Space Connections - unique ing immigrants communities must be attractive and pedes- mix of existing and new will continue to be concen- trian-friendly with aesthetically MCW Framework Plan public green space trated in dense urban areas while pleasing, vibrant, and distinctive baby-boom empty-nesters will The framework envisioned streetscapes and open spaces. consider downsizing to get more emphasizes opportunity and These improvements help to convenient access to services. reinvestment with the express resolve the tension between the In addition, the “echo boom” intent of “revitalizing this once station’s roles as a transit node generation, aged 24-34, gener- thriving commercial/business

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 65 7 Appendices

City of Minneapolis Street- including standing A portion of the corridor has trian and bicycle trail compris- car Feasibility Study National Register status as part ing the northern one-half of 4. Catalyze and organize of the Chicago, Milwaukee, and the Midtown Corridor between Streetcar Goals & Purpose development and redevelop- St. Paul Railroad Grade Separa- France and Hiawatha Avenues. 1. Increase transit ridership by ment potential around a transit tion Historic District. This The trails are operated and both regular and occasional investment—quality transit with 2.8-mile-long district is between maintained by the City of Min- (‘choice’) riders by providing permanence. Humboldt Avenue (on the west neapolis. enhanced and attractive service end) to Cedar Avenue, where it connecting neighborhoods and ÂÂ More customers, higher then curves northward to meet Transit Potential the CBD. property values, more 28th Street East at its eastern Light Rail Transit (LRT) property (especially transit- terminus. (longer description ÂÂ Portal alignment (under- ÂÂ Unique vehicle and cus- oriented) development with history, characteristics; pg. neath bridges) would have tomer experience 15-29) to be reasonably straight ÂÂ 15-50% more than bus Streetcars have been successfully Engineers have found structural throughout due to their service reintroduced in a number of and functional problems with short spacing. Bridge piers ÂÂ 25-75% more choice riders cities, increasing transit rider- almost every bridge along the could complicate matters, over same bus service ship, redeveloping underutilized Historic District and have esti- due to necessary minimum property, and increasing prop- mated remaining useful life for clearance from fixed objects 2. Connections and distribution erty values. each bridge, if any. Ultimately, and inconsistent spacing. between high capacity regional structural engineers recommend ÂÂ Needs a double track transit and local neighborhoods Midtown Corridor Historic replacing many of the bridges; ÂÂ Platforms must be either Bridge Study traffic engineers recommend center (min. width: 56 ft.) ÂÂ Provides a fixed, visible completely removing a few. or outside (min. width 60 and easy-to-understand The Hennepin County Regional The bridges’ removal could be ft.) route with real-time arrival Railroad Authority (HCRRA) a tipping point for the district’s ÂÂ 23’ vertical space for information purchased the Midtown corridor overhead electrical (without explicitly for future rail transit historic status. HCRRA case-by-case ap- 3. Enhance the environment by use. The 100-feet wide corridor Mixed Use proval); platforms replacing diesel bus service stretches from France Ave to Hi- awatha Ave and has 38 bridges, Any future rail corridor would share the right of way with the Modern Streetcar ÂÂ Equivalent to an articulated 26 of which are historic, dating Midtown Greenway, a pedes- ÂÂ Can handle steeper grades, bus: 40-66 Seated; 70-100 from between 1912 to 1916.

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 66 7 Appendices

sharper curves scale elements could include land use and corridor demo- attracted to the area as well as an ÂÂ Possibility of single track designs along the entire Mid- graphics and presents guidelines older population comprised of for most town Greenway and Lake Street for future development, provid- wealthy, empty nesters that can ÂÂ Less restrictive vertical corridor. ing zoning guidelines and an afford higher-end housing. The requirements The committee recommends overview of opportunities. The average household size is 1.79, outreach and advocacy to both creation of a strong public realm average family size is 2.66, and Midtown Greenway Public public and private sectors. along the rim of the Greenway is the median family income is Art Priorities Bridges and future transit sta- the primary interest of the plan, almost three times greater than tions provide opportunities to recommending strategies of the rest of the corridor: $94, The Midtown Community incorporate public art. Efforts environmental and urban design 255. The owner to renter ratio Works Implementation Com- should be made to advocate for to achieve the plan’s vision. In is 42.7% to 57.3%. Lastly, the mittee recommends short-term the expansion of the Percent- conjunction with public space, western subarea is overwhelm- and long-term public art priori- for-Art policy and include artists the regulation of private land ingly white at 94.3% of the ties in the Midtown Greenway. early in the funding process. uses with respect to destinations population. Short-term projects include tem- Efforts should also be made and future transit stations is also The central subarea extends porary installations and a mural to solicit commitments from discussed. from Hennepin Avenue to Chi- series. Long-term priorities private developers. Potential Demographics cago Avenue. Redevelopment include wayfinding and signage developments include a public A review of existing demo- trends in the western subarea are elements and outreach to private promenade as part of a new graphics speaks to the range of pushing east, creating new hous- and public sectors. medical office building between economic and racial diversity, ing along the corridor. The cen- The absence of wayfinding ele- Chicago and Columbus avenues, family-status, and the variability tral subarea also has the highest ments and signage is frequently plaza space at the future Lyndale of residential, business, develop- population density of the three noted. Including elements transit station, and a pedestrian ment opportunities. Based on areas and also a density that is would provide an opportunity bridge at the Mozaic apartments this analysis, the plan divides the 222% higher than the city as a to make Lake Street connections east of Hennepin Avenue. Midtown Greenway-Lake Street whole. The average household and promote destinations along corridor into three subareas: size is 2.44, average family size is the entire corridor. Small-scale Midtown Greenway Land West, Central, and East. 2.39, and the median family in- elements could include artist- Use and Development Plan The western subarea extends come is $33,205. The owner to designed maps or kiosks at key Adopted by the Minneapolis from the France Avenue to renter ratio is 21.6% to 78.4%. locations, ramps, trail connec- Hennepin Avenue. Young, The central area is also younger tions, and destinations. Larger- City Council in February of 2007, this plan reviews current working-class professionals are and more racially diverse than

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 67 7 Appendices

the west. About 54.5% of the nearing saturation both com- Single-family units dominate the provide goods that are purchased population white, 26.2% Afri- mercially and residentially. area; however, larger family sizes on a weekly basis. can American, and a significant Limited developable land has pose a greater demand for larger portion is Hispanic. driven land values up and hous- units. Housing values remain Building and Density Typologies ing and living costs remain high. low compared to citywide Similar to building and density The eastern subarea extends Several high-end condominium values. typologies establish in Recon- from Chicago Avenue to developments have been con- necting America TOD 202, Hiawatha Avenue and has the structed over the past decade, The plan also provides detailed the Midtown Greenway Land second highest population with several more planned or in data on current commercial Use and Development Plan also density of the corridor. The area discussion. Many existing single and retail trends along the establishes its own typology: is home to both a larger number and multifamily units have been Lake Street corridor. The plan Type I – Single Family/Two of families and larger family converted to condominiums to notes that 73% of businesses Family, Type II – Rowhouse/ size than the west and central attract a younger population. are retail and 27% are used for Townhouse, Type III – Small subareas. The average household The central subarea has more personal services, industrial Apartment, Type IV – Apart- size is 3.07, average family size moderately priced housing that uses, or non-profit organiza- ment, Type V – Tall Apartment, is 3.84, and the median family has attracted both young rent- tions. Twenty-four percent of Type VI – Greenway Building, income is $33,005. The owner ers and homeowners. Major rental retail space is in larger and Type VII – Accessory Unit. to renter ratio is more balanced redevelopments around the indoor market-style facilities With this typology the plan also than other areas at 48.6% to Lyn-Lake area and the Mid- including the Global Market, develops development districts: 51.4%. The central area is the town Exchange have introduced the International Bazaar, Lake Transit-Oriented, Urban- most racially diverse subarea. higher-end housing, but the Plaza, Mercado Central, and Oriented, and Neighborhood About 47.5% of the population area continues to attract young Sabri Commons. These spaces Oriented. These districts range white, 26% is Hispanic, and people and immigrants who primarily exist in the central and from higher to lower intensities 24.1% is African American. are seeking moderately priced eastern subareas. About 36% and densities. These typologies housing. of the total businesses are small, should be merged with the theo- Land Use and Market Condi- ethnic establishments. In 2005, retical typologies established in tions The eastern subarea has seen 93% of the existing commercial other sources and then aligned Due to the proximity of lakes, little housing development space was occupied. Based on with the project focus. recreation areas, entertainment and continues to be a home this analysis, the plan assumes venues, and national retail for moderate-income families that most retail units on Lake providers, the western subarea is and immigrant populations. Street serve the local market and

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 68 7 Appendices

Uptown Small Area Plan conduits to places of social inter- improving public safety.” on each side of the bridge. action and urban activity. Uptown’s location at the Growth is essential to bring 3. Promenades along the Relevant Recommendations intersection of 4 well-defined about positive change by im- Midtown Greenway - Supports The Garfield Parking Lot neighborhoods: East Isles, proving connections between the recommendations of the (north of Lake St./south of the Lowry Hills East, ECCO, and attractions and augmenting the Midtown Greenway Land Use Greenway) is foreseen to contain CARAG and between the Chain built environment and public Plan suggesting creation of a the eventual development of a of Lakes and Downtown allows spaces. The most intense, high- promenade along the top of the parking ramp book‐ended with a mix of incomes and uses; it is density and tallest development greenway trench as part of new residential development along green, well-connected, and ur- should be focused in Uptown’s development. the Midtown Greenway and ban. However, interest in such a core and taper off into the sur- commercial uses along West neighborhood has led to several rounding residential neighbor- 4. Mentions that the Midtown Lake Street. large development projects in hoods. However, the core must Greenway route “was not con- recent years, completed without be well-defined to prevent spill- sidered a viable minimal oper- This plan recommends an ad- a comprehensive development over: Hennepin to Bryant and able segment in the Minneapolis justment to the Activity Center plan. This created grassroots the Greenway to Lake Street. Streetcar Feasibility Study that boundary. This change is being momentum for an overarch- was published in 2007.” made because the Midtown ing planning process involving Relevant Initiatives Greenway serves as a major asset residents and businesses, in an 1. A priority to reinforce the Transit Station Location to the area, and more intensive attempt to maintain the neigh- “artsy enclave” identity with Because the City owns the development on each side of borhood’s identity and keep quality public space and pedes- nearby Garfield parking lot, this open space and commuter traffic increases at bay. trian/transit oriented infrastruc- there is more opportunity to resource is appropriate. Overall, the plan recognizes ture. influence transit oriented devel- the value and benefits of high opment on the east side of the Evening traffic and parking quality, well-located, and well- 2. West 29th Street - “West Lyndale Avenue South Bridge. demand can be heavy and integrated urban density and ac- 29th Street is an important However, future transit users encouraging people to take cepts the dual role of Uptown as piece of the street network west will likely travel to and from the transit to evening events can be a regional destination and a local of Lyndale Avenue South and transit station in the Midtown challenging. The area business community. Streets, especially provides a great opportunity for Greenway from both sides of associations (Uptown, Lyn‐Lake, Hennepin Avenue, Lake Street, improving place‐making along Lyndale Avenue South so access and Whittier) and neighbor- and Lagoon Avenue should be the Midtown Greenway and points should ideally be located hoods should work with Metro transformed from just traffic

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 69 7 Appendices

Transit to pursue options for an street-oriented mixed-use devel- Lake Street. considerations. express circulator transit service opment; As a way to identify current and that could service the major ac- Transit-Oriented Development potential conditions around sta- tivity centers. The streetcar line 2. Establishment of a commu- Within the core mixed-use TOD tion areas (half-mile radius/500 is one option that could enhance nity circuit, providing pedestrian zone, densities should range acres), eight typologies are this recommendation. and bicycle connections to the from floor area ratios (FAR) of suggested and placed into three LRT from each of the four area 2.0 to 3.0 with higher densities classes: Transit Centers, Transit quadrants, and integrated with adjacent to the LRT station. Be- Districts, and Transit Corridors. Hiawatha-Lake Street Sta- the Hiawatha bikeway and the yond the ¼ mile radius, density Transit Centers include Re- tion Area Master Plan Midtown Greenway should be below 0.25 FAR. The gional Centers, Urban Centers, The Lake Street Station Plan was parking requirements should Suburban Centers, and Transit the first in a series of land use Possible Redevelopment Projects be reduced to correspond to Town Centers. Transit Dis- planning studies for transit- Add infill townhouses in Corco- the LRT construction, perhaps tricts include Urban Neighbor- oriented development (TOD) ran neighborhood and other discounting by 15% to 20%. hoods, Transit Neighborhoods, along the Hiawatha LRT cor- residential infill in Longfellow Buildings should be set back and Special Use/Employment ridor. Approximately 20% of the along 26th Avenue and 23nd from the street less than five feet Districts. Transit Corridors only 500 acres in the area has been Street, replacing existing indus- and should occupy at least 80% has one subcategory: Mixed-Use identified as having redevelop- trial uses. Bituminous Roadways of the block’s frontage. Corridors. The Mixed-Use Cor- asphalt plant should be consid- ridor is the most relevant to the ment potential, with most sites TOD 202 - Station Area ered for a Greenway-oriented scope of the Midtown Greenway along Lake Street or adjacent Planning: How to Make residential development, pend- Transit project. to the LRT corridor. A separate Great Transit-Oriented ing an environmental study of study (Hiawatha LRT TOD Places Market Study) estimates that an the cost of cleanup. East Lake Characteristics of Mixed-Use additional 1,250 housing units Street Regional Commercial This report from Reconnect- Corridors ÂÂ Local focus of economic and 150,000 square feet of com- center should be supplemented ing America and the Center for and community activity mercial development could be with smaller commercial retail Transit-Oriented Development without a distinct center absorbed within the station area units as linear buildings fronting outlines station area and open ÂÂ LRT/streetcar/BRT/local over a 20 year period. Lake Street and 26th Avenue. space typologies for Transit- bus: 5-15 headways Relevant Initiatives A neighborhood cinema and Oriented Development (TOD) ÂÂ Moderate-density mix of 1. Streetscape improvements related entertainment are con- and also includes a TOD plan- residential, commercial, to Lake Street integrated with templated for the south side of ning checklist and station area

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 70 7 Appendices

employment and civic/cul- Plaza: 0.1-1.0 acres, primarily TOD Planning Checklist accessibility tural uses. hardscaped with some landscap- Maximize ridership with TOD: ÂÂ Primarily local-serving retail ing, close to buildings, passive Understand market demand, Make Great Public Spaces: opportunity; need for some recreation forecast ridership using TOD consider parks and open spaces, community-serving retail modeling tools, minimize land- involve the community in ÂÂ Mid-rise and low-rise hous- Small Parks: 0.1-2.0 acres, use conflicts, analyze zoning programming, include public ing with small-lot single primarily landscaped with some impacts, set minimum allowable art that adds value, and develop family off corridor. hardscape, often separated from density standards, and locate key design standards ÂÂ Density targets are 2,000- buildings by roadway, passive services near stations. 5,000; 25-60 du/acre; Floor recreation Maximize neighborhood and Area Ratio of 2.0 Generate Meaningful Community station connectivity: identify key ÂÂ Job targets are 750-1,500 Community-Scaled Parks: 1.0- Involvement: Provide multilin- pedestrian corridors, create a bi- for the station area. 5.0 acres, mix of landscape and gual outreach, organize a citizen cycle network, and consider the hardscape, often separated from advisory committee and techni- design of intermodal facilities buildings by roadway, passive cal advisory committee, conduct Statistics to Consider An open space typology is and active recreation wide public outreach, and also provided. Station Area involve developers and property A study of four California cities open spaces include Transit Regional Open Space: size var- owners. found that residents of TOD are Plazas, Plazas, Small Parks, ies, part of a trail system or park five times likely to use transit Community-Scaled Parks, and network, primarily landscaped, Design streets for all users: Con- and those employed in TOD are Regional Open Spaces. All five active recreation. sider multimodal performance 3.5 times likely to use transit. are applicable to the scope of standards, incorporate bike and (16) the Midtown Greenway Transit Planning considerations include pedestrian access, and prioritize project. parking management, captur- safety and security. A study by the Transit Coopera- ing the value of the station, and tive Research Program found Open Space Typology implementation and evaluation Create opportunities for affordable that residents of TOD use their Transit Plaza: 0.1-0.5 acres, of development strategies. Con- and accessible living: set afford- cars half as much as the regional primarily hardscaped to support siderations most relevant to the able housing goals, provide average. (16) station access, can be linear or scope of this project are listed a range of housing options, In 2004, the average American have a defined center, passive minimize the displacement of family spent 19% of its house- recreation below in further detail. current residents, and ensure hold income on transportation.

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 71 7 Appendices

For auto-dependent suburbs, the same figure was 25% and for location efficient environments, such as TOD, it was just nine percent. (19)

Connecting the Midtown Greenway Streetcar to Lake Street Destinations 72 The contents of this document were prepared on February 5, 2010