INTRODUCTION, STUDY AREA ANALYSIS, STATION PLAN SUMMARIES

STATIONSTAT O AREA PLANNINGminneapolis* *not included in this study

STATION AREA PLANNING DOCUMENT for the 12 proposed Southwest Transit (SW LRT) stations in: STATIONSTAT O AREA PLANNING ST. LOUIS PARK HOPKINS MINNETONKA MINNETONKA ST LOUIS PARK EDEN PRAIRIE TRANSIT

Beltline HOPKINS Wooddale Sponsored by Hennepin County Louisiana Regional Railroad Authority (HCRRA) Blake Shady Oak RAIL Downtown Hopkins Prepared by Hay Dobbs, P.A. 220 South 6th Street, Suite 165 Minneapolis, MN 55402 Opus

612.338.4590 Phone City West LIGHT 612.337.4042 Fax EDEN PRAIRIE Golden Triangle December 17, 2009

Southwest

Mitchell Town Center

www.southwesttransitway.org SOUTHWEST INTRODUCTION Table of Contents

SW LRT Introduction & Summaries SW LRT Station Area Plans Appendix 1 Market Analysis Summary Introduction pages 1-4 St. Louis Park Process Chapter 1 Beltline 2 Development Opportunity Mappings Approach Chapter 2 Wooddale 3 Site Access Technical Report Framework Chapter 3 Louisiana 4 ADT Forecast and Traffic Figures 5 Roadway Capacity Matrix Public Outreach Process Hopkins Chapter 4 Blake 6 GIS Data Mappings Study Area Analysis pages 5-8 Chapter 5 Downtown Hopkins 7 Commute Shed Mappings Demographics Chapter 6 Shady Oak 8 Existing Land Use 9 HDR Preliminary Layouts Regional Amenities Minnetonka Development Prognosis Chapter 6 Shady Oak Traffic Chapter 7 Opus Park & Ride Eden Prairie Chapter 8 City West Acknowledgements Station Plan Summaries pages 9-13 Chapter 9 Golden Triangle Beltline, Wooddale, Louisiana, Hennepin County City of St. Louis Park Chapter 10 Town Center Carol Lezotte-Anderson, Principal Planning Analyst Adam Fulton, Planner Blake, Downtown Hopkins, Chapter 11 Southwest Katie Walker, Transit Project Manager Meg McMonigal, Planning and Zoning Supervisor Adele Hall, Planning Analyst Shady Oak, Opus, City West, Chapter 12 Mitchell City of Eden Prairie City of Hopkins Regina Herron, Planner II Tara Beard, Community Development Coordinator Randy Newton, Assistant City Engineer/Traffic Engineeer Golden Triangle, Town Center, Kersten Elverum, Director of Planning & Development Janet Jeremiah, Community Development Director Southwest, and Mitchell Steve Stadler, Public Works Director Consulting Team City of Minnetonka Tom Dobbs, Principal / Planner, Project Manager Elise Durbin, Community Development Supervisor Gary Hay, Principal / Planner Julie Wischnack, Community Development Director Tom Johnson, Public & Governmental Affairs Kristin Petersen, Planner, Assistant Project Manager April Haas, Planner

ii INTRODUCTION, STUDY AREA ANALYSIS, STATION PLAN SUMMARIES STATIONSTAT O AREA PLANNING minneapolis* *not included in this study st. louis park Louisiana Beltline hopkins Wooddale minnetonka Hopkins Blake TRANSIT

Shady Oak RAIL Opus

City West

eden prairie Golden Triangle LIGHT

Mitchell Road M I L E S 0 1/4 1/2 1 Eden Prairie Town Center SOUTHWEST PROCESS

 INTRODUCTION TO SOUTHWEST LIGHT RAIL Background In 2008, the Hennepin County Regional Railroad Authority funded STATIONSTAT O AREA PLANNING TRANSIT STATION AREA Station Identifiers a station area planning study for the proposed twelve suburban stations of the Southwest Light Rail Transit line. The primary ob- PLANNING MINNETONKA ST LOUIS PARK jective of the planning process was to look at how development MINNETONKA ST LOUIS PARK patterns and infrastructure will likely change near each station with Beltline JOBS the introduction of Light Rail Transit. Recommendations for land Wooddale HOUSING / MIXED-USE The proposed Southwest Light Rail Transit (SW LRT) line is a HOPKINS high-frequency train serving the rapidly growing southwest Twin use, roadways, infrastructure, trails, public realm improvements, Louisiana HEALTHCARE / JOBS Blake MIXED-USE RESIDENTIAL & OFFICE transit supportive development and development typology have Shady Oak MINNEAPOLIS Cities area. The Southwest LRT line will connect with the MIXED USE, Downtown Hopkins GATEWAY TO HOPKINS, ENTERTAINMENT DESTINATION Hiawatha and the planned Central Corridor LRT lines, as well as been created for the area within a half-mile radius of each of the PARK & RIDE, HOPKINSH P 12 stations in the Southwest Transitway Corridor. Station area RESIDENTIAL the Northstar Commuter Rail line and the regional bus system to OFFICE PARK, Opus MINNEAPOLIS RESIDENTIAL create a stronger regional transit system. The Southwest LRT will planning was intended to build upon community character, plans, City West EMPLOYMENT, HOUSING be the first line connecting the four suburban communities of Eden and projects while shaping a vision for the future. EDEN PRAIRIE Golden Triangle HOTEL / OFFICE / RESIDENTIAL Prairie, Minnetonka, Hopkins and St. Louis Park with the rest of TRANSIT, PARK & RIDE the system and region. It will provide opportunities for increased Approach: A Vision for the future, unique to each Southwest Station mobility both into the central cities of Minneapolis and St. Paul, as city and tailored to each community Mitchell Road PARK Eden Prairie Town Center RETAIL DESTINATION, HOUSING well as “reverse commute” connections to the suburbs. & RIDE, OFFICE Southwest station area planning is grounded in the belief that the Illustration showing the unique station identifiers along the There are twelve light rail stations planned for the suburban cities Southwest LRT line connects a series of unique, yet related sta- Southwest LRT line. along the Southwest LRT line for which station area plans have tion areas. The primary objective of the planning process is to de- been created. Station area plans identify how development pat- fine each station area according to its existing character, and real- terns and infrastructure could change within a one-half mile (a ten ize the unique opportunities for development and infrastructure minute walk) of each station over the next 25-30 years with the changes over the next 25-30 years with the introduction of LRT introduction of LRT. to the area. Some stations are focused on employment, some on housing or entertainment, while others are focused around a This Southwest Station Area Planning document begins with a de- specific large-scale existing use, like a hospital. Using this unique scription and summary of the station area planning process. This identifier, recommendations for land use, roadways, infrastructure, summary is followed by twelve chapters, one for each station, of trails, parks and greenspace, public realm improvements, transit station area plans. supportive development, and development typology were created for each of the station areas, defined as a half-mile radius (ten minute walk) from the station. Station area planning during the LRT planning process assures future land use changes and infra- structure improvements are supportive of people using transit.

 Framework: Station Area Goals and Strategies • Plan for and encourage the development of a concen- trated mix of land uses within the station area. Specific guiding principles have been established for each Sta- • Include visible, connected gathering spaces and public tion Area. However, the overall planning framework is guided by plazas in development plans. the following goals. These goals reflect much of the listening and learning that has taken place during the planning process. These 2. Use the plans to implement changes goals should be used when determining future planning needs • Adopt station area plans. and in decision making. • Adopt interim regulations, if needed, to ensure new de- velopment will be transit oriented. 1. Plan effectively and in coordination • Seek out inclusive and transparent public/private part- 2. Use the plans to implement changes nerships to support economic development and en- 3. Build safe and intuitive multi-modal connections to the hance the tax base. station • Support parcel assembly in key areas that allow for 4. Involve the community in planning and implementation more sizeable redevelopment opportunities that may 5. Maintain and improve natural and community resources be more economically viable than smaller infill-type projects. Strategies to achieve these goals are as follows: • Require a high level of architectural integrity and de- sign standards in major development projects, as this , from the Twin Cities Regional Transitways will set the tone for other development. Draft 2030 Transportation Policy Plan 1. Plan effectively and in coordination • Share best practices and lessons learned; Hennepin • Ensure that government regulatory review and entitle- County and the partner cities should work collabora- ment processes are clearly stated and that they antici- tively to support, inform and educate one another. pate and expedite investment in the station area. • Create a corridor wide implementation plan that in- • Differentiate each station area from the others by creat- cludes, but is not limited to: key property acquisitions, ing regulatory and entitlement conditions that encour- regulatory controls that promote the land uses and age a variety of development types. building forms identified in the station area plans, and • Provide incentives for increasing density, like tax cred- infrastructure construction. its or requiring fewer parking stalls. • Identify and protect key cultural, historic, recreational, • Allow opportunities for large and small investors by civic and/or commercial assets that promote the unique creating conditions that allow property acquisition and The SW LRT would connect to the character and history of each community and each sta- parcel assembly of sufficient size and configuration. Hiawatha LRT (shown above) and • Create local strategies for minimizing the impact of Central Corridor LRT. tion area. • Capitalize on proximity to transit by increasing density construction on existing businesses and residents and walkability with compact, varied development that provides for increased long term and residual value of property investments that will enhance the tax base.  3. Build safe and intuitive multi-modal connections to the • As construction draws nearer, use the project website station and resource center to communicate about construc- • Continue to plan at a fine scale for pedestrian and bicy- tion. cle access to the stations; fill in existing gaps in the cur- • Educate businesses on the broader significance and rent pedestrian and bicycle sidewalk/trail system and regional competitive advantage LRT provides so that make the pedestrian a priority during planning, design, they understand the value in investing near transit when and engineering efforts. making relocation or expansion decisions. • Develop parking strategies to reduce the required num- • Encourage early communication and dialogue between ber of parking stalls. These may include: shared use businesses, developers, and other interested commu- parking; preferred parking for carpools; auto-share nity groups prior to any formal application to a South- systems; preferred parking for bicycles, scooters, and west LRT city for development approvals. motorcycles; parking fees; bicycle storage, shelters, • Celebrate Minnesota’s four seasons with seasonal showers, and more. activities in or near parks and open space. This may • Maximize LRT interface with bus, auto, scooters, bicy- include farmer’s markets, skating rinks, community gar- cles, and service vehicles; consider future modes such dens, live performances, etc. as trolleys, shuttles, etc. • Create a regional bicycle route, locker, rental and repair 5. Maintain and improve natural and community resources system. • Connect to existing parks and open space • Adopt plans for public infrastructure improvements in- • Introduce US Green Building Council Sustainable Site cluding streets, streetscapes, sidewalks, trails and open strategies when developing near streams, creeks, wet- space that accommodate users in each of Minnesota’s lands and water bodies to protect streams, creeks and four seasons wetlands from sedimentation or other negative impacts • Seamlessly incorporate systems and access for mobil- before, during and after construction activities ity impaired users. • Plant a variety of disease and pest resistant species and cultivars. Encourage and/or incentivize private property 4. Involve the community in planning and implementation owners to do the same. Establish ground covers and • Engage and inform community members, business- understory where appropriate to reduce erosion. es, developers, city staff, elected officials, community • Create detailed station area development plans that groups, and other stakeholders in the evolution of plan- define primary and secondary public open space. Uti- ning, design, engineering, and implementation in order lize this open space as a primary organizing element to build consensus for the project and create mutually that helps to create a sense of place and an organized acceptable development. spatial rationale. • Establish a Southwest LRT Resource Center to facili- tate communication between Hennepin County, Metro- politan Council, and the partner cities.

 INTRODUCTION, STUDY AREA ANALYSIS, The Public Outreach Process HOW WILL THESE PLANS BE USED? STATION PLAN SUMMARIES

The Southwest Transitway Station Area Planning process en- The station area plans will become a part of the federal New Starts gaged a large number of participants at many levels from elected application for design and construction funding of the light rail tran- officials, to city staff, property owners, and community members. sit line. The plans will also be used by the cities to amend their Two visioning sessions were held in each of the four communities: comprehensive plans and as a reference document for additional St. Louis Park, Hopkins, Minnetonka, and Eden Prairie. These planning. sessions engaged key stakeholders in a dialogue about what the future of each station area should be and the best way to achieve that vision of the future. This provided key direction and feedback (SW LRT) for use in creating the station area plans. Two additional open houses followed the visioning sessions to engage the broader community and to garner feedback on the specific recommenda- tions and vision for each of the 12 station areas.

TRANSIT

In addition to the information and feedback gathered during the visioning and public meeting session, data was gathered through a number of studies including a market analysis, development op- portunity mappings, transportation assessments, station area ac- RAIL cess, traffic count analysis and planning, and existing land uses. The study results were used in the creation of the station area plans and are available in the appendices. LIGHT study area analysis area study SOUTHWEST

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 Regional Amenities

Two retail centers are found along the line. Downtown Minne- apolis houses 1,300,000 square feet of retail space and the Eden Prairie Center, consisting of 1,787,000 square feet of retail space, is located just outside the half-mile radius of the proposed Eden Prairie Town Center LRT station. Entertainment centers are found at the Eden Prairie Town Center, Downtown Hopkins, and Down- town Minneapolis stations.

Eden Prairie Center Mall In addition to the retail and entertainment centers, the Southwest corridor has an abundance of natural and open spaces, many with trails. These trails provide access to the station areas and link together parks, lakes, and open spaces.

Development Prognosis

The long-term development potential along the Southwest LRT was categorized by residential, retail, and office development. The number of units and square footage figures are crude esti- mates based on Met Council forecasts of household and employ- Regional Trail ment growth within the four Southwest LRT cities as well as the Minnehaha Creek southwest quadrant of the metro area.

• Residential development in the Southwest Corridor is expected to range from 8,250 to 13,600 new units. • Retail development is estimated at 220,000 to 590,000 square feet of new retail space. • Office development is estimate at 1,400,000 to 4,100,000 square feet of new office space.

These numbers are estimates of total new development space; the availability of developable vacant land will be a strong determinant of where future development will occur. The market assessment

Shady Oak Lake, Hopkins is in Appendices 1 and 2.  Traffic

The traffic analysis used Metropolitan Council projections of aver- MINNETONKA ST LOUIS PARK age daily traffic in 2030, which assumes a baseline level of de- MINNETONKA velopment plus induced development resulting from the LRT line. The study revealed which streets in the station areas have the ca- pacity to hold expected vehicular traffic in 2030, and which streets Beltline 150 may need upgrading or relievers to assure adequate access to Wooddale 100 the LRT stations. This analysis was used to recommend improve- Louisiana 250 ments such as right-in right-out access, new street connections, conversion to turn lanes, removal of parking, new traffic signals, Blake 250 and needed bicycle or pedestrian links. The results of the traffic 350 Shady Oak analysis are in Appendices 4 and 5. Downtown Hopkins 100 MINNEAPOLIS HOPKINSH P Park & Ride 100 Opus During the Southwest Transitway Alternatives Analysis, the num- City West 400 ber of park and ride numbers was calculated using unconstrained demand, which means the model computed the number of people that would drive to each station, assuming that a parking space EDEN PRAIRIE would be provided for them. During the station area planning 100 process cities reviewed these numbers and shifted parking stall EDEN PRAIRIE Golden Triangle numbers among the various stations according to the proposed station vision. For example, the Alternatives Analysis recom- 900 mended 640 spaces at theTown Center station. City staff felt this Southwest amount of parking was not compatible with the Town Center vision and recommended limiting the parking at this station to 100 cars Mitchell and shifting the remainder of the parking to the Southwest Station. 800 Town Center 100 Park and ride numbers will be revised later in the LRT planning process when there is updated information on ridership, available land, new developments, and refined city policy. The diagram to Park & Ride Numbers used for Station Area Planning Purposes the right identifies the parking numbers recommended during the Park and ride numbers will be revised later in the LRT planning process when there is updated information on ridership, available land, new develop- station area planning process. ments, and refined city policy.

 INTRODUCTION, STUDY AREA ANALYSIS, STATION PLAN SUMMARIES (SW LRT) TRANSIT

The following four pages summarize the plans that were created for each

of the twelve proposed Southwest RAIL LRT station areas.

The plans build on the past planning work of each community and incor- LIGHT porate the ideas of community mem- bers and city staff.

Following this introductory section, you will find one chapter for each of the twelve station areas. Please see these chapters for additional station area plan information. PLAN SUMMARIES STATION SOUTHWEST  STATION PLAN SUMMARIES

Beltline Station Jobs Center Wooddale Station Mixed-Use and Residential Louisiana Healthcare and Jobs Center

The Beltline Station is located on Hennepin County Regional Rail The Wooddale Station is located on the Hennepin County Re- The Louisiana Station in St Louis Park is an elevated station Authority Right-of-Way east of Beltline Boulevard and south of gional Railroad Authority right-of-way east of Wooddale Avenue located west of Highway 100 between Highway 7 and Method- Highway 7 in St. Louis Park. Within a ½ mile radius of the station and south of Highway 7 in St. Louis Park. Substantial redevelop- ist Hospital on the Hennepin County Regional Railroad Author- there are more than 5,000 residents and 10,000 workers. The sta- ment activity is already occurring in the vicinity of the station area ity right-of-way. The challenges of this station area are the large tion is easily accessed by car from Highways 7 and 100. Beltline and redevelopment potential is high; several large parcels are still scale uses, such as Sam’s Club, that are an impediment to dense Boulevard is one of the few north-south street connections in St. available for development. redevelopment. Louis Park and as a result heavy vehicle traffic on Beltline Bou- levard presents a barrier to safe and easy bicycle and pedestrian The Wooddale Station area is envisioned as a transit village, and The Louisiana Station area is envisioned as a healthcare center. access to the LRT station. is currently transitioning from a commercial/industrial district, to a Methodist Hospital provides an opportunity to develop additional mostly residential area. Thus, it is expected that the number of healthcare services within the area including medical office build- The Beltline Station Area is envisioned primarily as a center for residents in this area will increase, while employment declines. ings, clinics, dialysis, physical therapy, and pharmacy. Residential jobs. The proposed land use expands the office, office-showroom, Retail will likely be limited to small, neighborhood stores because uses may take the form of senior housing or assisted living and and light industrial uses currently surrounding the future LRT sta- the nearby Hoigaard Village retail will meet most local demand. would be located adjacent to existing single family homes. The tion. East of the station, expansion of the existing medium density plan calls for some of the industrial uses adjacent to the tracks to residential uses is proposed to take advantage of the proximity to remain as they provide jobs and services to the surrounding com- the LRT station, Bass Lake preserve, and the trail system. munity.

10 Blake Road Mixed-Use Residential and Office Downtown Hopkins Gateway to Hopkins Shady Oak Mixed-Use, Parking The Shady Oak Station is located on the Hennepin County Re- The Blake Road Station is located on the Hennepin County Re- The Downtown Hopkins Station is located southeast of the 8th gional Railroad Authority right-of-way approximately two blocks gional Railroad Authority right-of-way west of Blake Road and Avenue and Excelsior Boulevard intersection on the Hennepin east of Shady Oak Road, adjacent to the Hopkins-Minnetonka south of Highway 7 in Hopkins. The station area has a high popu- County Regional Railroad Authority right-of-way. The station area border. Currently, there are nearly 8,000 employees working in lation density, and will be an attractive place for additional resi- plan extends the existing city grid southward towards the station. the station area, mostly in industrial jobs. dential development, near Knollwood Mall, the trail system, and Arts, entertainment, retail, dining and additional housing uses are Minnehaha Creek. envisioned for the area to support the existing uses in downtown There are numerous underused properties near the station, and Hopkins. The plan recommends forming a strong pedestrian the station area plans call for a new network of streets and side- There are several large parcels available for redevelopment in the connection between Main Street and the station by transforming walks which will allow for phased development, with focus on a vicinity of the station and there is excellent potential to change the 8th Avenue through wide sidewalks, enhanced streetscape, and mixed-use district next to the station. character of the area with a major development project. Com- ground floor shopping. mercial uses would benefit from the access to Blake Road, which connects Excelsior Boulevard and Highway 7.

11 STATION PLAN SUMMARIES, CONTINUED

Golden Triangle Jobs Center, Residential, and Hotel Opus Business Park and Residential City West Office and Residential The proposed is sited south of West 70th The is planned for Bren Road West within the Opus The is located just south of Highway 62, and west Street within the Golden Triangle Area of Eden Prairie. The Gold- residential and business development. The existing development of Highway 212 in Eden Prairie. The station is visible from these en Triangle is a low density office and industrial area bounded on is nestled within a park-like setting, where buildings are connected highways, but accessibility to the station is very limited. There is all three sides by the highways. Within this area there is a high by an independent set of trails and a one-way road system. The a large amount of vacant space adjacent to the station area which concentration of workers. station area plan builds on this development by recommending could allow for large-scale development. additional housing and office space and new pedestrian and bi- The Golden Triangle Station Area is envisioned as a mixed-use cycle connections, while respecting the natural amenities of the The station area plan calls for several new roads to access zones district comprised largely of office and residential uses with a com- area. A limited amount of retail, restaurant, and service uses are of segregated land use and building types amongst the wetlands plement of retail and hospitality uses. The commercial and hotel anticipated on the ground floor of the development close to the and rolling topography of the site. uses are proposed for the northern portion of the station area close station. to, and visible from, Highway 212 and Shady Oak Road. At the core of the station area, wetlands and ponds provide a focal point Minor modifications to the current one-way road network are rec- for mixed use development. Ground floor retail and services sup- ommended to allow more efficient vehicular access to the station. port a walkable station area within the mixed use development.

One major infrastructure improvement within the area would im- prove access to the station. The extension of 70th Street to Flying Cloud Drive would provide transit users with efficient station ac- cess from Flying Cloud Drive.

12 Town Center Mixed-Use, Residential Southwest Park and Ride Mitchell Road Office and Park and Ride

The Eden Prairie Town Center Station is located on Technology The proposed Southwest LRT station location is south of Highway The Mitchell Station is located west of Mitchell Road in Eden Prai- Drive, east of Prairie Center Drive. Adjacent to the station are sev- 5/212 and west of Prairie Center Drive, on the north side of the rie. The station is accessible via Highway 5/212 and is expected eral large parcels, one of which is already planned to be a large- existing SouthWest (Bus) Station Park and Ride. Because the to draw a large number of people from the west to park and ride. scale residential redevelopment. The Eden Prairie Center Mall is station is surrounded by freeways, highways, and wetlands, the The Eden Prairie City Hall is in the station area, along with offices just outside the station area, and a number of other shopping and station area plan calls for few changes. The SouthWest Station and a small amount of retail. entertainment uses already exist in the station area. will continue to function primarily as a park-and-ride. It is pro- posed that the existing parking ramp increase in size to accom- The Mitchell Road Station is envisioned as an office location, with The Town Center Station Area is envisioned as a vibrant, mixed- modate local and regional users of LRT. A new parking structure space for one to three corporate campuses, or several multi-ten- use district dominated by retail and residential uses. Strong street will introduce additional retail and services on the lower levels. ant office buildings. A new street will connect the new office devel- and sidewalk connections to and from the station are intended to opments with the municipal facilities and Mitchell Road. create a pedestrian oriented town center.

13 End of Section

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