City of Bloomington, Minnesota COMPREHENSIVE PLAN

This Plan includes all amendments through March 24, 2004

Bloomington’s City Council adopted and placed the Comprehensive Plan 2000 into effect on April 16, 2001 through Resolution 2001-30. The Metropolitan Council adopted its review record of the plan on April 11, 2001 (Item #2000-568). Comprehensive plans are frequently updated and revised. The City maintains a current version of the Comprehensive Plan on its web site, www.ci.bloomington.mn.us. A hard copy of the current version can be obtained at: Planning and Economic Development Division Bloomington Civic Plaza 1800 W. Old Shakopee Road Bloomington MN 55431-3027 Phone: 952-563-8920

City Council Planning City of

(April 2001) Commission Bloomington

Mayor (June 2000) City Manager Mark Bernhardson Gene Winstead Chair Councilmembers Dave Abrams Community Development Director Larry Lee Dave Abrams Commissioners Mike Fossum Cheryl Lewis Planning Manager Heather Harden Lee Olander Clark Arneson Alisa R. Ornat Bob Johnson Senior Planner Steve Peterson Steve Elkins Bob Hawbaker Vern Wilcox Jim Knutson Planners Jan Schneider Galen Doyle Bob Sharlin Londell Pease Glen Markegard, AICP* Rebecca Schindler Julie Roepke, Assistant

Support Staff Cyndi Osberg Andy Hase

Graphic Design Jan Norbeck

* Project Coordinator

i CITY OF BLOOMINGTON, MINNESOTA

ii COMPREHENSIVE PLAN Table of Contents Page Section 1 INTRODUCTION 1.1 Section 2 LAND USE ELEMENT 2.1 2.1 Summary 2.1 2.2 Land Use Inventory 2.3 2.3 Influencing Factors 2.8 2.4 Future Land Use 2.13 2.5 Goals, Policy Objectives, Implementation Actions 2.23 Section 3 HOUSING ELEMENT 3.1 3.1 Summary 3.1 3.2 Context 3.3 3.3 Goals and Policy Objectives 3.9 3.4 Housing Implementation Program 3.11 Section 4 TRANSPORTATION ELEMENT 4.1 4.1 Introduction 4.1 4.2 Roadway Network 4.2 4.3 Transit 4.27 4.4 Bikeways, Walkways, and Other Forms of Transportation 4.37 4.5 Goals, Policy Objectives, and Implementation Actions 4.44 Section 5 AIRPORT IMPACT ELEMENT 5.1 5.1 Introduction 5.1 5.2 Development Impacts 5.3 5.3 Noise Impacts 5.5 5.4 Transportation Impacts 5.9 5.5 Intergovernmental Relations 5.9 5.6 Goals, Policy Objectives, and Implementation Actions 5.10 Section 6 UTILITIES ELEMENT 6.1 6.1 Introduction 6.1 6.2 Water System 6.2 6.3 Sanitary Sewer System 6.8 6.4 Surface Water Drainage System 6.14 6.5 Private Utility Systems 6.16 6.6 Goals, Policy Objectives, and Implementation Actions 6.18

iii CITY OF BLOOMINGTON, MINNESOTA

Section 7 COMMUNITY FACILITIES ELEMENT 7.1 7.1 Introduction 7.1 7.2 Parks, Recreation, and Arts 7.2 7.3 Schools 7.11 7.4 Public Buildings 7.13 7.5 Goals, Policy Objectives, and Implementation Actions 7.15 Section 8 ENVIRONMENTAL PROTECTION ELEMENT 8.1 Section 9 IMPLEMENTATION ELEMENT 9.1

iv COMPREHENSIVE PLAN

List of Page Figures Section 1 INTRODUCTION Section 2 LAND USE ELEMENT Figure 2.1 Existing Land Use 2.5 2.2 Population and Households: Historic Data and Forecasts 2.8 2.3 Historic Sites 2.11 Land Use Guide Plan Attached Section 3 HOUSING ELEMENT Figure 3.1 Age Distribution of Bloomington Population 3.4 3.2 Percent of Owned Units with Values Below $100,000, 1990 3.6 3.3 Percent of Rental Units with Monthly Rent Below $500, 1990 3.6 Section 4 TRANSPORTATION ELEMENT Figure 4.1 Functional Roadway Classification 4.5 4.2 Through Lanes in Each Direction 4.7 4.3 Roadway Jurisdiction 4.4 4.4 Daily Traffic Volumes 4.9 4.5 Traffic Analysis Zones 4.11 4.6 Traffic Accidents 1997-1998 4.17 4.7 Roadway Improvements 4.23 4.8 Minimum Right of Way Requirements 4.25 4.9 Transitional Streets 4.22 4.10 Bus Routes and Park and Rides 4.29 4.11 LRT Route, 2003 4.31 4.13 Frequent Transit Service Corridors 4.35 4.14 Existing and Proposed Walkways and Bikeways 4.39 4.15 Reported Auto-Related Bicycle and Pedestrian Accidents, 1995 - 1999 4.41 Section 5 AIRPORT IMPACT ELEMENT Figure 5.1 Federal and State Airport Runway Safety Zones 5.4 5.2 FAA Structure Height Restrictions 5.4 5.3 Aircraft Noise Exposure, 1994 5.6 5.4 Aircraft Noise Exposure, 2005 5.6 5.5 MSP Runway Use, 1994 5.7 5.6 MSP Runway Use, 2005 5.7 Section 6 UTILITIES ELEMENT Figure 6.1 Water Distribution System 6.5 6.2 Monthly Average Water Consumption, 1989 to 1998 6.7 6.3 Sanitary Sewer Districts 6.9 6.4 Sanitary Sewer System 6.11 6.5 Location of Active On-Site Disposal Systems 6.13 6.6 Watershed Districts 6.15 6.7 Major Electric Facilities, 1999 6.17 Section 7 COMMUNITY FACILITIES ELEMENT Figure 7.1 Recreation/Arts Facilities 7.5 7.2 Public and Private Schools, K-12 7.12 7.3 Public Buildings 7.14

v CITY OF BLOOMINGTON, MINNESOTA

vi COMPREHENSIVE PLAN

List of Page Tables Section 1 INTRODUCTION Section 2 LAND USE ELEMENT Table 2.1 Land Utilization 2.4 2.2 Land Use Distribution, 1996 2.4 2.3 Privately Owned Undeveloped Sites, 10 Acres or Greater 2.7 2.4 Current and Forecasted Employment 2.9 2.5 Register of Prehistoric and Historic Sites 2.10 2.6 Generalized Land Use Compatibility 2.12 Section 3 HOUSING ELEMENT Table 3.1 Housing Units, 1960-1990 3.3 3.2 Housing Stock, 1999 3.3 3.3 Tenure by Housing Type, 1990 3.3 3.4 Building Permits: New Residential Units 3.4 3.5 Housing Unit Forecasts 3.4 3.6 Age of Householder, 1990 3.5 3.7 Residential Density 3.5 3.8 Average Sales Price: Single Family Units, 1990-1999 3.7 3.9 Assessor’s Market Value: Single Family Detached Units, 1999 3.7 3.10 Rental Units/Rental Range, 1999 3.7 3.11 Subsidized Housing, 1999 3.7 3.12 Housing Condition 3.8 Section 4 TRANSPORTATION ELEMENT Table 4.1 Typical Roadway Characteristics by Functional Classification 4.3 4.2 TAZ Household, Population, and Employment Forecasts 4.14 4.3 Reported Traffic Accidents, 1995-1998 4.19 Section 5: AIRPORT IMPACT ELEMENT Table 5.1 Comparison of Bloomington Dwelling Units Exposed to High Levels of Aircraft Noise Before and After Construction of the North/South Runway 5.8 Section 6: UTILITIES ELEMENT Table 6.1 Historical and Projected Water Demand 6.7 6.2 Current and Projected Daily Sanitary Sewer Flow 6.10 Section 7: COMMUNITY FACILITIES ELEMENT Table 7.1 Park Classifications 7.3 7.2 Park Classification Summary 7.7 7.3 City Recreation and Arts Programs 7.9 7.4 Bloomington Public School K-12 Enrollment History and Projections 7.12

vii CITY OF BLOOMINGTON, MINNESOTA

viii COMPREHENSIVE PLAN Section 1: Introduction

Mission Statement Community Overview

he City of Bloomington’s Bloomington, Minnesota, is a diverse community of 38 square miles organizational mission is located along the Minnesota River in the southwestern portion of the Tto be a positive, profes- Twin Cities metropolitan area. The city is fully developed but will contin- sional, productive, learning ue to grow through redevelopment. At the turn of the century, the city organization that builds encompasses 85,000 residents and well over 100,000 jobs. There are community and its renewal by nearly two jobs for each Bloomington resident in the work force. Land providing quality services at use is well balanced between residential, natural, commercial, and affordable prices. industrial uses. Almost a third of the city has been preserved for conser- The City strives to preserve vation and recreation uses. and enhance neighborhood Looking forward, the city is well positioned to continue to thrive in the vitality while promoting a future. Bloomington’s central location in a robust metropolitan area and diverse and balanced local its proximity to major transportation resources such as I-494 and the economy. international airport are immense assets. Still, there are many challenges that will need to be addressed. These include: • Increasing congestion on the area’s transportation corridors; • The construction of a new north-south airport runway which will create new noise impacts and development limitations; • An older housing stock, with two thirds of all homes over 30 years old, a critical age at which major renovations are needed to maintain functional viability;

Introduction 1.1 CITY OF BLOOMINGTON, MINNESOTA

•A rapidly growing senior popu- Role of the and Recreation Commission. Over lation with needs for new housing Comprehensive 60 public meetings were held, types that, due to a lack of vacant Plan most of which were advertised land, require the often controver- and televised. Public awareness of First and foremost, the sial redevelopment of existing the plan update was fostered Comprehensive Plan is a state- land uses; and, through news updates on commu- ment of the City of Bloomington’s nity television, stories in the local •A fast changing economy that goals and objectives. The plan press, and a series of articles in could influence land use patterns expresses where the city is today the City newsletter. Updated drafts in a significant, although unpre- and where it desires to be in the of the document have been avail- dictable, manner. future, with recommendations on able on the City’s website and at how to progress there. As such, Development both Bloomington libraries. Over the plan is a guide to decision History 2,000 property owners were making, a foundation for more notified by direct mail of public detailed planning efforts. The plan Native Americans traveled, hearings and community meet- is implemented through the City settled, and traded along the ings to discuss proposed changes Code, Capital Improvements Minnesota River in Bloomington to the Land Use Element and Program, annual budget, smaller for centuries. The river also Guide Plan. brought occasional European scale plans, day-to-day opera- explorers and traders. In the tions, and through the efforts and 1820s, Fort Snelling became the resources of private citizens, busi- first European settlement at the nesses, and organizations. nearby confluence of the In Minnesota the comprehensive Minnesota and Mississippi Rivers. plan is also a legal document that With the fort nearby, some of the satisfies numerous statutory earliest settlers in Bloomington requirements. The plan must be were missionaries who came to approved by the Metropolitan convert the resident Native Council and must be consistent Americans. In the 1850s, with adopted regional plans. Bloomington began to be settled The plan also serves as a good by Europeans and converted to general introduction to municipal agricultural uses. The city issues for a new resident, staff remained primarily agricultural member, commissioner, or coun- for a century, raising produce for cilmember. the growing nearby cities of The Comprehensive Plan is not a Minneapolis and St. Paul. fixed document, but rather part of In the 1950s, Bloomington an ongoing planning and imple- became the classic American sub- mentation process. Because urban “boom town”, with the pop- conditions and circumstances are ulation soaring from 9,900 in 1950 constantly changing, planning to 50,500 in 1960. The city’s efforts must continuously be re- central location in the metropoli- evaluated and adjusted. tan area, proximity to freeways, Update Process and proximity to a major international hub airport resulted in a This Comprehensive Plan was strong and diverse economy with rewritten over a four-year period a mix of commerce and industry from 1996-2000. Resident input uncharacteristic of suburban was centered around the communities. Today, Bloomington City of Bloomington’s existing is an important economic engine advisory commissions, including for the entire state and a major the Planning Commission, Traffic tourist destination for the and Transportation Advisory Upper Midwest. Commission, and the Parks, Arts,

Introduction 1.2 COMPREHENSIVE PLAN Section 2: Land Use Element Credit: united properties 2.1 Summary

s a developed community redevelopment is anticipated. north-south runway at the with little remaining Employment levels and, to a airport which will project Avacant land, Blooming- lesser extent, population is limiting state and federal ton’s land use focus over the forecast to increase as redevel- runway safety zones into the next twenty years will be on opment occurs. Airport South District and managing redevelopment. In Within the twenty year planning redistribute airplane noise response to Bloomington’s easy horizon of the comprehensive impacts within the city; access to major employment plan, several planned projects • The construction of a light centers such as the 494 Strip, are expected to have a major rail transit line linking the Mall of America, and Interna- impact on Bloomington, includ- Airport South District with tional Airport and metropolitan ing: the airport and downtown objectives to concentrate Minneapolis; growth within and along the • Significant development and 494/694 ring, continued redevelopment in the Airport • The expansion and inter- market pressure for both South District; change reconfiguration of commercial and residential • The construction of a new Interstate 494;

Land Use 2.1 CITY OF BLOOMINGTON, MINNESOTA

• The expansion and inter- describes land use categories • Maintain and enhance change reconfiguration of used in the future land use map; property values; Interstate 35W; and, and identifies strategies to • Encourage the redevelop- • The construction of a Bloom- guide redevelopment and land ment of outdated or ington “Ring Route” use decisions. incompatible land uses; paralleling Interstate 494 Intent •Mitigate existing land use along the 79th and 80th conflicts and avoid future Street corridor. It is Bloomington’s intention to: land use conflicts; • Capitalize on regional A primary purpose of the Land • Preserve sensitive environ- infrastructure improvements Use Element is to guide the mental areas; and, redevelopment generated by while minimizing their negative impacts; • Meet the needs of residents these projects. The Element for services and recreation • Promote continued economic also describes existing land near their places of development for the City and utilization; forecasts growth in residence. households, population, and the region. employment; establishes and

Land Use 2.2 COMPREHENSIVE PLAN 2.2 Land Use Inventory

Historic units comprise only 58% of total Land Use Trends units. Vacant residential land has been virtually exhausted and Before World War II, Bloomington construction of new dwelling was predominantly rural and agri- units has slowed considerably. cultural. Homes and businesses Future residential growth will be a were concentrated along main function of infill on the few transportation corridors. Fueled remaining vacant parcels or rede- by an economic expansion in the velopment of underutilized post war years, Bloomington parcels. began its transformation into a large suburb and major employ- Commercial development first ment center. As is common with occurred in Bloomington along suburban communities, the City major transportation corridors grew at a very rapid rate. Popula- particularly at crossroads such as tion soared from 9,902 in 1950 to Lyndale Avenue and 98th Street. 50,498 in 1960. To take advantage of excellent access to the metropolitan area, Large scale residential develop- both commercial and industrial ment began in northeast land uses developed along the Bloomington and generally spread Highway 5 corridor, later to the south and west. Early resi- expanded as Interstate 494. dential development occurred Commercial development gener- almost exclusively as single family ally occurs in strips along detached housing. In 1960, U.S. principle streets in eastern Bloom- Census Bureau records show a ington but is concentrated in total of 12,281 single unit commercial nodes in western dwellings versus only 77 multiple Bloomington. unit dwellings. After 1960, residential development diversified to While light industrial/warehouse include apartments, condomini- land uses developed within the I- ums, and townhomes. Today, 494 corridor, heavier industry single family detached dwelling concentrated in central Blooming-

Land Use 2.3 CITY OF BLOOMINGTON, MINNESOTA ton where railway access was Table 2.1 Land Utilization available. Industrial land uses Acres were later promoted in the West- Land Use Category 1959 1969 1979 2000 ern Industrial Area, which is largely developed today. Residential 4,380 6,480 7,880 8,975 Almost one third of the City has Commercial 200 680 930 1,606 been set aside for public and Industrial 220 600 800 846 quasi-public land uses. The bulk Public/Quasi-Public 1,300 4,150 5,590 8,044 of that land is preserved in its Total 6,100 11,910 15,200 19,471 natural state as conservation areas, including the Minnesota Source: Bloomington Planning Division River Valley, Hyland Park Reserve, and large wetlands along Nine Table 2.2 Land Use Distribution, 2000 Mile Creek. Churches and other quasi-public uses are scattered Land Use Category Acres Percent throughout the City. Schools are Residential Single Family Detached 7,493 30.5% also dispersed throughout the Mobile Homes 14 0.1% City, with the exception of far Two Family 107 0.4% western Bloomington. As this Townhouses 254 1.0% portion of Bloomington was Condominiums 243 1.0% developed, the school district was Apartments 554 2.3% experiencing a rapid decline in enrollment which halted the Other 310 1.3% construction of new schools and Subtotal 8,975 36.6% led to the closure of several exist- Public/Quasi Public Schools 416 1.7% ing schools. Churches 237 1.0% Current Land Use Government Facilities 106 0.4% Parks 2,202 9.0% Today, less than two percent of Golf Courses 293 1.2% Bloomington’s 24,540 acres (38.3 Conservation Areas 4,410 18.0% square miles) are vacant and developable. A comparison of Other 380 1.5% historic land utilization is shown Subtotal 8,044 32.8% in Table 2.1. Current distribution of Road Right-of-Way Subtotal 4,587 18.7% land uses is summarized in Table Commercial Retail 428 1.7% 2.2 and depicted on Figure 2.1. Vehicle Oriented 148 0.6% Restaurants 93 0.4% Hotels 173 0.7% Service Oriented 301 1.2% Office 463 1.9% Subtotal 1,606 6.5% Industrial Manufacturing 372 1.5% Warehousing 356 1.5% Other 118 0.5% Subtotal 846 3.4% Vacant/Agricultural Vacant 384 1.6% Agricultural 98 0.4% Subtotal 482 2.0% Grand Total 24,540 100.0% Source: Bloomington Planning Division

Land Use 2.4 Figure 2.1 11” by 17” map of current land use

Land Use 2.5 blank

Land Use 2.6 COMPREHENSIVE PLAN

Table 2.3 Previous Land Use Privately Owned Undeveloped Sites, 10 Acres or Greater, 2000 Planning Efforts The City of Bloomington has a Address Common Name Acres long history of land use planning 2701 and 2901 Kelley Farm 58.1 both citywide and at the area or East Old Shakopee Road district level. Bloomington’s land 7901 Old Cedar Avenue South, Met Center Site 52.6 use has been significantly influ- 2000 East 81st Street enced over the years by several 8201 24th Avenue South, Adjoining Lands 31.4 guiding principles shared by these 8200 28th Avenue South Mall Overflow Parking historic plans, including: 6820 Auto Club Road Bethany Fellowship 21.8 •Taking advantage of the freeways by locating high-value 1701, 2101, 2201 West 94th Street, John Deere 15.3 commercial and service uses 9545 Penn Avenue South Expansion Area along freeways and at inter- Source: Bloomington Planning Division changes. • Locating housing farther away Undeveloped Sites dor or within the Lyndale commer- from the freeways than cial and industrial corridor. Although rapidly diminishing in commercial land uses to mini- number, a few large, undeveloped mize land use conflicts and sites remain in Bloomington, commercial traffic through resi- notably in the Airport South dential areas. District (see Table 2.3). The major- • Preserving natural drainage ity of new development is systems for their flood mitigat- currently occurring as redevelop- ing ability, their habitat, and ment. For economic reasons, environmental benefit. redevelopment tends to occur on sites that 1) are underutilized, • Preserving open space and outdated, and therefore relatively conservation areas as an inexpensive and 2) meet the amenity and community hall- access needs of the replacement mark. land use. The most favorable areas • Achieving a 50/50 balance of for redevelopment lie in eastern residential and non-residential Bloomington along the I-494 corri- property tax base.

Land Use 2.7 CITY OF BLOOMINGTON, MINNESOTA 2.3 Influencing Factors

Households and Population

The number of households (occupied housing units) in Bloomington has increased consistently over the past several decades and will continue to increase in the future, but at a much slower rate due to the lack of vacant land. Future growth in households will be largely a func- trends. On one hand, the growing Employment tion of increased density through senior population in Bloomington redevelopment. Household fore- The number of people employed would tend to lower overall aver- casts, which assume an average in Bloomington has risen consis- age household size. On the other vacancy rate of 3%, appear in tently over time, even as vacant hand, as seniors move from large Figure 2.2. land has become increasingly single family detached housing to scarce. Employment levels will Population is a function of both the smaller, low maintenance units, continue to rise in the future as 1) number of households and the younger families with small chil- Bloomington’s excellent location number of residents per household. dren may move in to take along major freeway corridors As of July 1998, there were an esti- advantage of Bloomington’s quality and adjacent to the region’s inter- mated 35,700 households and schools. This trend would tend to national airport continues to 88,200 residents in Bloomington. increase average household sizes. generate demand for commercial While the number of households Population levels are expected to redevelopment, 2) spin-off devel- has increased over time, the rise slowly over the next 20 years as opment from the Mall of America number of residents per household the number of households slowly continues, and 3) Phase II of Mall has decreased (from 4.2 in 1960 to increases and the average number of America materializes. Current 2.47 in 1990). Future household of residents per household remains and forecasted employment levels sizes will be affected by opposing relatively stable. are shown in Table 2.4.

Figure 2.2 Population and Households: Historic Data and Forecasts

100,000 90,503 86,335 87,632 81,970 81,831 85,172 80,000

60,000 50,498 39,162 40,000 34,488 36,400 37,674 28,660 21,824 20,000 12,035

0 1960 1970 1980 1990 2000 2010 2020 Population Households

Source: U.S. Census Bureau and Bloomington Planning Division, 2004

Land Use 2.8 COMPREHENSIVE PLAN

Table 2.4 Current and Forecasted Employment cultivation of corn, and almost too far south for a reliance on wild 1997 (third quarter) 2000 2010 2020 rice as a major food source. Employment 99,320 101,930 118,606 126,195 The existence of numerous burial mounds and earthworks in the Source: Bloomington Planning Division, 2004 Minnesota River Valley and the Environmental Historic adjoining bluff area of Blooming- Factors Resources ton are primary evidence of prehistoric peoples and cultures. Land use patterns are heavily Cultural and historical resources The report, Bloomington: A influenced by environmental shape development and give a Community Survey of Historic factors such as wetlands, flood community tradition and distinc- Sites, identifies five existing zones, steep slopes, and adverse tiveness. As Bloomington mound groups and lists eleven soil conditions. Land impacted by developed from a prairie, marsh, destroyed or unlocated mound these environmental factors is and forest to a farming-oriented groups within Bloomington.1 generally unsuitable for develop- community and now to a city of ment and should be set aside for 85,000 people, remnants of There are numerous people, use as nature preserves, open prehistoric and historical settle- events, and activities that have spaces, or storm water manage- ments and structures of influenced Bloomington history ment areas. As a developed architectural significance have and provide for local and regional community, the vast majority of become increasingly important significance: Fort Snelling; Peter these areas have already been set and rare resources. The purpose Quinn; the Pond family; Joseph aside. Around 27% of the city’s of this section is to identify signifi- Dean; the Bloomington Ferry; land is currently preserved as cant cultural and historical Colonel Savage; and the Dan conservation areas or parkland, resources and recommend appro- Patch Line are but a few of the including the Minnesota River priate measures for their historical forces that shaped the Valley and large wetlands areas preservation. growth and development of Bloomington. An extensive along Nine Mile Creek. The city of Bloomington has a rich history of the city is provided in In 1982, Bloomington City staff historical inheritance as a result of Bloomington on the Minnesota, a prepared an Environmental the cultural backgrounds of the project of the Bloomington Bicen- Protection Element that includes a first settlers. Research and evalua- tennial Committee.2 thorough analysis of environmen- tion of Bloomington’s prehistoric tal factors plus environmental and historic periods establish a Every building does not become goals and policies. The Environ- well documented record of influ- architecturally or historically mental Protection Element also ence of human activity on the significant simply because it is includes “an element for the development of the city. timeworn or old. Every home or barn that dates back to the previ- protection and development of The prehistoric period in Bloom- ous century should not be access to direct sunlight for solar ington extends from the retreat of preserved simply because of energy systems” as required by the Wisconsin glaciers from nostalgia. An important aspect in Minnesota Statutes, Section southern Minnesota approxi- historic preservation is a compre- 473.859, Subdivision 2. This Envi- mately 10,000 years ago to the hensive evaluation of historic ronmental Protection Element is explorations of Groseillers and sites. Given Bloomington’s growth included within the Comprehen- Radisson on the lower Minnesota and development, it is important sive Plan 2000 by reference. Staff River in 1660. Bloomington was a that sites be evaluated not in hopes to update the Environmen- part of a transition zone from the isolation, but as part of an urban tal Protection Element as staff Paleo-Indian, Eastern Archaic, setting, giving full consideration resources become available after Woodland, and Late Mississippian to factors that influence the the completion of the 2000 prehistoric cultures as a result of context of historic sites. Comprehensive Plan update. being almost too far north for the

1 Miller-Dunwiddie Architects, Inc., Bloomington: A Community Survey of Historic Sites, Minneapolis, Minnesota, 1977. 2 Judith A. Hendricks, Bloomington on the Minnesota, T.S. Denison and Company, Inc., May, 1976. Land Use 2.9 CITY OF BLOOMINGTON, MINNESOTA

Table 2.5 Register of Prehistoric and Historic Sites

Type Site Address Findlay Mounds Sec. 14, T.27, R.24 Existing Prehistoric Mounds W 1/2 of SE 1/4. Sec. 5, T.115, R.21 Cunningham Group W 1/2 of SW 1/4 Sec 5, T.115, R.21 Mound SE 1/4 of NE 1/4, Sec. 6, T.115, R.21 Bloomington Ferry Mounds SW 1/4, Sec. 31, T.116, R.21 Gideon Pond House 401 East 104th Street Class I William Chambers House 7648 Auto Club Road Brousseau/Reed House 1629 E. Old Shakopee Road Rene L. A. Ballif House 10624 Humboldt Avenue Joseph Lorence House 7335 Marth Road John Brown House 6630 Auto Club Road Bloomington Town Hall 10200 Penn Avenue Robert “Doc” Oxborough House 1724 West 90th Street Class II John Logan House 8940 W. Bush Lake Road Joseph Linke House 1516 East 86th Street J.H. Bradbury House 8701 3rd Avenue Sever G. St. Martin House 125 E. Old Shakopee Road Jeremiah Scott House 9347 Cedar Avenue General Interest John T. Palmer House 801 East 86th Street Mary Christian House 8428 Portland Avenue William Davis House 10225 Lyndale Avenue 2nd Thomas Oxborough House 9440 Penn Avenue Elmer Scott Ford Agency 9133 Cedar Avenue Florentine Standish House 1311 West 98th Street James Palmer House 4304 W. Old Shakopee Road Robert Kelly House 6211 Auto Club Road

Source: Heritage Preservation Commission, City of Bloomington, Minnesota, 1997

The report Bloomington: A sion to assess and measure the tion were used to prepare a Community Survey of Historic relative architectural, historical, Bloomington Historical Register Sites provides a preliminary and community development that was adopted by the City survey and an initial compilation value or significance of existing Council in 1979. The Register of architectural and historical sites. The methodology allowed consisted of four categories of information on a number of sites. for distinctions to be made historic sites and the existing The report classified sites into between sites given the important prehistoric sites. Class I sites were categories for preservation activi- distinction between “historic those properties that scored or ties; however, a further sites” per se and “sites of general rated the highest, followed by examination of sites in relation- interest.” Class II, III, and IV. ship to Bloomington’s historic The Heritage Preservation In 1997, a revision of the Register preservation situation was Commission and the staff utilized combined the Class III and Class warranted. An evaluation this evaluation methodology to IV sites into a single category as methodology was developed that individually assess each existing “sites of general interest”. The allowed the City of Bloomington site listed in the community Bloomington Historical Register is Heritage Preservation Commis- survey. The results of the evalua- used as the base for historic site

Land Use 2.10 COMPREHENSIVE PLAN

Figure 2.3 Historic Sites

Joseph I-494 Lorence I-494 House Joseph Linke 86th 12th House John Robert “Doc”“Doc” J.H Logan Bradbury Oxborough TH 77 House 90th St House House

Nicollet Shakopee Brousseau/ Reed House 98th St Old Sever G. St.

US Hwy 169 Bloomington Martin House Town Hall I-35W 102nd Gideon MN River

Bush Lk Rd Pond House 106th St Rene 108th St ee L.A.BallifL.A. Ballif hakop Old S House Historic Sites John Class I Auto C Brown William lub House Chambers Class II House 0 1 Mile MN River 0 1 Kilometer NORTH Source: Bloomington Planning Division regulations and control. A register preserve old structures, but to Roadway of prehistoric and historic sites is integrate the preservation of Improvements shown in Table 2.5 and the Class I prehistoric and historic into the Through recently adopted plans, and II site locations Islandsare shown in daily lives of residents in a mean- both the Metropolitan Council and Figure 2.3. ingful manner. The result of the the Minnesota Department of plan provides techniques and Bloomington’s existing architec- Transportation have challenged standards for the evaluation, tural and historical resources, the region to concentrate antici- design, and implementation of a community development program, pated growth within and along the feasible and practical historical and the growth and development I-494/694 Loop rather than on the preservation program which of Bloomington form the basis for urban fringe. While Bloomington emphasizes both public and historic preservation planning and applauds this coordinated private alternatives. programming. To date, the City approach for promoting efficient has completed two preservation Airport Impacts regional land use, realistically, it studies which formed the Historic will require major state and Preservation Task Force and The proximity of Minneapolis-St. regional investments in the public created the Bloomington Heritage Paul International Airport creates infrastructure, most notably in our Preservation Commission. The a variety of impacts on Blooming- transportation systems. City adopted the Bloomington ton’s land use through aircraft The Minnesota Department of Historical Register and regulatory noise exposure, spin-off develop- Transportation and City of Bloom- controls and acquired the Gideon ment, runway protection and ington have developed plans for Pond site where restoration is safety zones, and runway related roadway improvements along nearly completed. height limits. A complete discus- Interstates 494 and 35W and along sion of airport impacts is included The Heritage Preservation the 79th/80th Street “Ring Route” in Chapter 5, the Airport Impact Commission prepared a workable corridor. Although not fully funded Element. historic preservation plan. It is not at this point, good land use plan- the aim of the plan to necessarily ning demands that the effects of create museums or simply the improvements be taken into

Land Use 2.11 CITY OF BLOOMINGTON, MINNESOTA consideration in the development Table 2.6 Generalized Land Use Compatibility of long range plans. These projects Generally Residential Commercial/Industrial Public/Quasi-Public will impact land use through Compatible removal of existing homes and businesses, reconfiguration of Generally Incompatible property lines, and redevelopment Low- Density High- Density Office Neighborhood Commercial Community Commercial Public generated from changing traffic Medium- Density Regional Commercial High Intensity Mixed Use Industrial Quasi- Public Conservation Low- flows and accessibility levels. Density Planned transportation improve- Medium- ments are discussed in detail in Density the Transportation Element. High- Residential Density Transit Service Office Access to public transit plays a Neighborhood role in the desirable distribution of Commercial land uses. Certain land uses, Community notably assisted living facilities Commercial and group homes, often require Regional locations with easy access to Commercial public transit due to their resi- High Intensity dent’s lack of access to personal Mixed Use Commercial/Industrial motorized vehicles. Commercial Industrial and industrial land uses benefit as well from proximity to transit lines Public as it increases their accessibility to both customers and employees. Quasi- Public Further discussion of transit service appears in the Transporta- Conservation tion Element. Public/Quasi-Public Source: Bloomington Planning Division Land Use Compatibility space). These impacts do not stop avoided unless they can be at property lines, and where successfully mitigated through not As redevelopment occurs within commercial or industrial uses only careful site planning but Bloomington, the City will need to border residential uses, they can appropriate buffering and separa- ensure that it is compatible with contribute to residential deterioration. surrounding land uses. Land use tion. However, side-effects can be incompatibility can arise if reduced or eliminated by using impacts generated by one land various buffering techniques. use negatively impact upon an Table 2.6 is illustrative of the adjacent land use. Examples of extent to which land uses are impacts capable of creating land considered compatible with one use incompatibility include: high another. Actual land use compati- levels of traffic (noise, congestion, bility naturally depends upon the and air pollution), a high percent- particular uses and the extent to age of lot coverage by structures which the uses are buffered from and paved surfaces (dust, glare, one another. Generally, conflicts noise, excessive heat, high rates between uses considered gener- of storm water runoff, and loss of ally compatible can be addressed vegetation), and large building through careful site planning. size (blocking of views, disruption Conflicts between uses consid- of aesthetic scale and reduced ered generally incompatible are access to light, air, and open more severe and should be

Land Use 2.12 COMPREHENSIVE PLAN 2.4 Future Land Use

Land Use Guide Plan Designations

To guide land use and development, a Land Use Guide Plan (attached as a fold out colored map) has been prepared that depicts designated future land uses for all parcels within the city. The future land use designations work hand in hand with the zoning designations to further the City’s land use plans. While the zoning designations operate on the micro level with detailed development limitations and The following text explains what range of land uses are allowed in each performance standards, the future land use designations operate on future land use designation. the macro level and deal solely Low Density Residential with broad land use issues. This category allows residential development between 0 and 5 dwelling Zoning designations may allow units per acre. Typical development includes detached single family specific uses that are not allowed homes, although cluster housing and scattered two family units are also under the future land use designa- appropriate provided the density limit is observed. Access requirements tions, and vice versa. For a in this category are low compared to other uses and this designation development proposal to be approved, however, the proposed should generally not be applied in areas with high access to transporta- land use must comply with both tion facilities. In areas of steep slope or other natural features worthy of the applicable zoning and future protection, clustered housing design or very large lots are appropriate to land use designation. protect natural resources. The City strives to maintain Medium Density Residential consistency between zoning and This category allows residential development between 5 and 10 dwelling future land use designations. units per acre. Typical development includes townhomes, patio homes, For the purposes of this plan, two family dwellings, condominiums, and garden apartments. Access zoning designations are inter- requirements in this category are moderate, therefore locations with preted to be consistent with future access to nearby arterial and collector streets are most appropriate. land use designations if there is at least one common land use High Density Residential allowed in both. This category allows residential development greater than 10 dwelling units per acre. Typical development includes multiple story apartments and condominiums. Given that access requirements for uses in this category are high, this category should be located only in areas adjacent to arterial and collector streets, and transit service should be available. Public This category designates areas set aside for public uses. Typical uses include parks, schools, fire stations, municipal buildings, libraries, and open spaces. Access requirements of public uses vary widely and must be evaluated according to the nature of the particular use.

Land Use 2.13 CITY OF BLOOMINGTON, MINNESOTA

Quasi-Public This category when combined with the proper zoning provides areas throughout the community for privately owned uses that resemble public uses such as churches, private schools, private country clubs, nursing homes, funeral homes, day care, and private cemeteries. Certain open spaces used for utility transmission lines by Northern States Power Company are also included. Access requirements of quasi-public uses vary widely and must be evaluated according to the nature of the particular use. Conservation This category designates areas to be preserved in their natural condition for the protection of habitat, wildlife, and surface water drainage. Typical uses include natural areas, park reserves, wildlife conservation areas, and storm water storage. Access to conservation areas should be restricted and roadways which border or cross conservation areas require special design consideration. Water This category designates medium and large bodies of water. Typical water bodies receiving this designation include rivers and open water lakes as classified by the Minnesota Department of Natural Resources. Right of Way This category designates existing public rights of way and large areas that are clearly reserved for future right of way needs. The category is not meant to delineate every future right of way need and is not a substi- tute for a master right of way plan. As portions of parcels are dedicated or otherwise acquired for right of way purposes, their designation is automatically changed to the Right of Way category without formal amendment. Office This category allows professional and business offices and related accessory retail uses serving the needs of office building tenants. Access requirements for office uses are high, so land should only be designated for this category when adjacent to arterial and collector streets. Non- accessory commercial uses are not allowed within this designation based on the desire to establish areas free from the intrusion of more intensive commercial enterprises. Residential uses are allowed within this designation when fully integrated with an office land use and allowed in the underlying zoning district. Due to compatible land use characteristics, hotels are allowed on sites guided Office, provided the site is appropriately zoned for a hotel and within one mile of a freeway interchange. General Business This category allows a wide range of commercial uses that are suitable for the relatively small, shallow parcels of the City’s neighborhood commercial nodes. Typical development includes retail and service uses such as neighborhood supermarkets (20,000 sq. ft. and below), small shopping centers (100,000 sq. ft. and below), drug stores, restaurants (10,000 sq. ft. and below), and gas stations. Office uses are allowed within this designation when integrated with a commercial use or as a stand alone use. Residential uses are allowed within this designation

Land Use 2.14 COMPREHENSIVE PLAN only when fully integrated with a general business land use and allowed in the underlying zoning district. Access requirements for this category are moderate to high, so land should only be designated for this category when in close proximity to arterial or collector streets. This category excludes larger scale retail and service uses that require larger parcel sizes or freeway visibility, such as hotels and motels, “big box” retail, medium and large shopping centers, hospitals, automobile rental, and automobile sales. Community Commercial This category allows all “General Business” activities plus additional, larger scale service and retail uses that require larger parcel sizes such as supermarkets and restaurants of any size, medium sized shopping centers (up to 250,000 sq. ft.), and theaters. Hotels and motels are allowed within the Community Commercial designation only within one mile of a freeway interchange. Office uses are allowed within this designation when integrated with a commercial use or as a stand alone use. Residential uses are allowed within this designation only when fully integrated with a commercial land use and allowed in the underlying zoning district. Access requirements for this category are high, so land should only be designated for this category when adjacent to arterial or collector streets. This category excludes regionally oriented retail and service uses that demand easy access from the freeway system such as large shopping centers, “big box” retail, hospitals, or automobile sales. Regional Commercial This category allows all “General Business” and “Community Commer- cial” activities plus additional service and retail uses such as hotels and motels, “big box” retail, large shopping centers, hospitals, and automobile sales that demand easy access from the freeway system. Office uses are allowed within this designation when integrated with a commercial use or as a stand alone use. Residential uses are allowed within this designation only when fully integrated with a commercial land use and allowed in the underlying zoning district. Access requirements of regional commercial uses are very high, so land should only be designated for this category when it is in close proximity to freeways and adjacent to arterial or collector streets. Industrial This category allows industrial uses including manufacturing and warehousing. Industrial uses are heavy generators of employment and truck traffic and should have locations that are served by arterial and collector streets and close to freeways. Office uses play an important support role in industrial areas and are allowed within this designation when integrated with an industrial use or as a stand alone use. Unrelated commercial and residential uses should be discouraged in industrial areas so that they do not interfere with industrial activities. High Intensity Mixed Use This category works together with the HX-2 and CX-2 Mixed Use Zoning Districts to allow only master-planned, high intensity uses that are physically integrated with one another, that will attract visitors from within and beyond the region, and will achieve a magnitude of economic activity sufficient to generate significant additional development outside the category.

Land Use 2.15 CITY OF BLOOMINGTON, MINNESOTA

Airport South Mixed Use This category is meant to foster a mixture of intense, employment oriented, tourist oriented, residential and support uses in Bloomington’s Airport South District as a way to: • Provide increased employment opportunities and services for residents; • Maintain community and school vitality; • Provide increased housing choices; • Increase and diversify the City’s tax base; • Encourage the redevelopment of outdated uses and structures; • Support existing businesses; • Satisfy market demands; and • Reduce the need to locate development in other areas of the region less suited for high intensity development, where such development may create greater impacts on the regional highway system, require consumption of farmland or open space, be incompatible with surrounding uses, and/or require costly extensions of public infrastructure. Intensity Levels Bloomington seeks high intensity development and prohibits new, permanent, low intensity development within this designation. Given the immediate proximity of high quality, frequent transit service and the relative lack of conflicts with adjacent low density residential uses, this portion of the Airport South District is particularly well suited for high intensity development. Bloomington will require high intensity development in the area through provisions within the Zoning Ordinance, which may include alternative requirements consistent with the objectives set forth in this Comprehensive Plan for special situations. Use Mixture Bloomington seeks the inclusion of high density residential uses within the area in order to: • Create a live-work environment; • Meet City objectives to site housing near employment and transit opportunities; • Reduce the number of vehicle trips and vehicle miles traveled (relative to the same level of unmixed development) by encouraging linked trips, walking trips, carpool trips and transit trips; • Reduce the overall costs and impacts of parking by making feasible shared parking where peak parking demand times vary among uses; and • More efficiently use public and private infrastructure. Peak demand times for infrastructure (roads, transit, sewer, water, electricity, phone) generally vary among uses. A mixture of uses allows infrastructure to be used more efficiently. A mixture of residential and employment uses will also allow for the bi-directional use of roadway and transit infrastructure as the area becomes a source of trip origins in addition to trip destinations.

Land Use 2.16 COMPREHENSIVE PLAN

Bloomington will require the inclusion of high density residential uses within the area through provisions in the Zoning Ordinance, which may include alternative requirements consistent with the objectives set forth in this Comprehensive Plan for special situations. Use Limitations Bloomington seeks uses within the designation that meet the objectives discussed above, are compatible with future aircraft noise levels, and State runway safety zone limitations. Requirements • The following new, permanent uses are prohibited within this designation: industrial, warehouse, storage, automotive, motor-vehicle sales, remote airport parking, and similar low intensity, low employment uses. • Support retail and service uses (including but not limited to restaurants, drug stores, bakeries, day care centers, dry cleaners, travel agencies, convenience stores, fuel sales and similar uses) are allowed when accessory to and integrated with an allowed residential, employment oriented, or tourist oriented use. Other types of destination oriented retail and service uses are better suited for the adjacent High Intensity Mixed Use Designation and are prohibited within the Airport South Mixed Use Designation. • Residential uses are prohibited in incompatible aircraft noise areas. Areas are considered incompatible for residential uses if the 2007 noise map average mitigated aircraft noise levels are forecast by the Metropolitan Airports Commission to be at or above 70 DNL. Pedestrian Support Bloomington seeks to foster transit and non-vehicular travel modes within this designation. Requirements • New development shall include infrastructure to accommodate pedestrian movement between building entrances and existing pedestrian infrastructure and between uses on adjacent sites. • New development shall include pedestrian infrastructure along public streets, private drives, and in other areas necessary to support districtwide pedestrian movement. • Site design (including but not limited to the location of building entrances and ground floor fenestration) for new development shall promote pedestrian circulation.

Land Use 2.17 CITY OF BLOOMINGTON, MINNESOTA

Land Use Guide Residential Areas Plan Narrative In addition to discussion here, Bloomington’s residential areas and hous- This section of the Land Use ing needs are further discussed within the Housing Element. The Element adds detail to the Land Housing Element focuses on two major issues: 1) the need to keep the Use Guide Plan. While the Land existing housing stock vital through maintenance, rehabilitation, and Use Guide Plan map provides a code enforcement, and 2) the need to address the City’s changing hous- delineation of the location of ing needs, notably the need for additional senior oriented housing, desired land use types within Bloomington, explanation of the through appropriately sited redevelopment. special considerations used in Redevelopment Opportunities preparing the plan is essential to appropriate interpretation and Residentially, Bloomington is close to entirely built out and residential implementation. land use patterns have been set. For the most part, the guide plan’s resi- In addition to this narrative, dential land use designations reflect existing land uses and density the Land Use Guide Plan is levels, which is to say that the City anticipates no significant change in supplemented by the Bluff Report land use type or density in these areas. This fact does not imply that District Plan which is incorpo- these areas will remain static. Properties will be improved and updated rated as a part of this and spot redevelopment may well occur. Still, as discussed in the Hous- comprehensive plan by reference. ing Element, there are pressing needs for additional housing types within This district plan offers detail and the City. The strongest current demand is for senior oriented housing. attention beyond the scope of a Many of the same residents who came to Bloomington with their young citywide plan. In the event of a families in the boom of the 1950s and 1960s are today entering their conflict between the citywide senior years. Some of the seniors desire low maintenance housing alter- comprehensive plan and the Bluff Report District Plan, the compre- natives or simply do not need the space or cannot afford the expense of hensive plan shall supercede. a large single family home. Others may require a form of assisted care. Having lived in the community for many years they often wish to remain here, close to friends and neighbors, churches and familiar services. Unfortunately, Bloomington does not have enough senior oriented housing to meet the demands of its residents. Since very little vacant residential land remains, the only way in which the City can add additional senior housing is through redevelopment.

To provide areas for potential future residential redevelopment, the land use guide plan designates numerous areas throughout the City for development at greater than existing densities. This practice began with the 1980 comprehensive plan update and continues today. Selected areas are considered to be conducive to redevelopment and higher densities based on criteria such as proximity to commercial services, proximity to transit, relatively large parcel sizes, age and quality of existing structures, and surrounding land uses. Over time, housing and redevelopment needs will continue to evolve. As the comprehensive plan is updated in ten year increments in the future, housing priorities will need to be reassessed and areas guided for redevelopment will need to be reana- lyzed in light of changing housing needs.

A priority must also be placed upon the incorporation of housing within commercial areas through mixed use development projects. This method brings residents close to commercial services and transit and reduces the need to travel. In addition to meeting housing needs, this method has the added benefit of revitalizing commercial areas, a benefit that can

Land Use 2.18 COMPREHENSIVE PLAN increase overall neighborhood confidence. Adding housing in commercial areas typically generates much less neighborhood opposition than does redevelopment within single family residential areas. Each of the guide plan’s commercial designation categories allow the inclusion of housing within a mixed use project. The City has also adopted redevelopment plans that call for the mixed use redevelopment of certain areas. These redevelopment plans are implemented by the Bloomington Hous- ing and Redevelopment Authority.

While selected residential areas are guided to allow redevelopment at higher densities than currently exist or to other land uses altogether, the zoning in these areas generally conforms to the existing uses rather than to anticipated future uses. To rezone these properties to multiple family residential, commercial, or industrial zoning districts before redevelopment occurs would present a hardship upon the existing uses by making them nonconforming and by creating unreasonable zoning standards for routine home expansions. Given that redevelopment of these properties may actually be decades away or may never occur, the City wishes to avoid placing these properties in a zoning district that does not conform with the existing uses. Therefore, for the purposes of this Plan, single family residential zoning districts shall be considered consistent with commercial, industrial, or medium and high density residential land use guide plan designations in cases where a single family residential area is proposed for potential future redevelopment. However, no redevelopment shall occur in those areas which is inconsistent with the future designations of this Plan.

An appropriate land use guide plan designation is simply one of several required elements in the process of residential redevelopment. Residen- tial redevelopment often requires rezoning and plan approval. As discussed in the goals and policy objectives section of this element, any request for rezoning will be reviewed to ensure that the proposed redevelopment package is of a viable size, does not leave behind orphan parcels, and sufficiently mitigates conflicts with existing land uses. A redevelopment rezoning proposal which the Issuing Authority finds does not satisfy these requirements is in conflict with this comprehensive plan.

Land Use Conflicts

There are areas within the City in which existing residential areas are negatively impacted by proximity to incompatible land uses. Examples of this phenomenon include portions of Pillsbury Avenue, with residential uses abutting and adjacent to industrial uses, and portions of Aldrich Avenue, with residential uses adjacent to commercial uses. In these areas, a more defined transition is needed to minimize impacts on the residential uses. Significant study has been performed on these areas to identify ways in which land use transitions can be improved, including an adopted Northeast Bloomington Study Report and a Pillsbury/Lyndale Neighborhood Plan which is currently in draft form.

Land Use 2.19 CITY OF BLOOMINGTON, MINNESOTA

Aircraft Noise Bloomington’s residential neighborhoods, particularly in eastern Bloom- ington, are impacted by aircraft noise from Minneapolis/St. Paul International Airport. The construction of a new north/south runway at the airport, while reducing the overall number of Bloomington dwellings exposed to high noise levels, will expose residential areas east of High- way 77 to increased aircraft noise. The environmental impact statement that includes the new runway recommends acquisition of 27 single family and 131 multiple family units within the Airport South District. Other affected units may be eligible for federal noise insulation funding. Further discussion on the impacts of aircraft noise on residential land uses is included within the Airport Impact Element. Commercial Areas Bloomington’s commercial areas are close to entirely built out. Still, some key commercial sites remain undeveloped, including the 52 acre Met Center site, 58 acre Kelley Farm site, and 31 acre “Adjoining Lands” site each in the Airport South District. Market pressure for commercial redevelopment also remains strong. In recent years, high demand for hotel, office, and retail land uses have led to numerous redevelopments, primarily along the Interstate 494/Ring Route corridor. Future redevelopment levels will likely fluctuate with economic cycles but demand for commercial redevelopment in Bloomington is expected to remain strong as businesses take advantage of the city’s excellent location within the region and several infrastructure improvement projects occur, including the introduction of LRT, the completion of the Ring Route, and improvement projects to I-494 and I-35W. Range of Intensities Bloomington’s land use guide plan includes five commercial designations: Office/Hotel, General Business, Community Commercial, Regional Commercial, and High Intensity Mixed Use. The scope of each designation is discussed in the previous section. High Intensity Mixed Use is assigned only to the Mall of America and adjacent areas appropriate for high intensity, tourist-oriented uses. Generally, Regional Commercial is assigned only to select areas with excellent accessibility that are adjacent to a freeway. Community Commercial applies both to lower intensity freeway commercial areas and to the larger non-freeway commercial nodes. General Business is reserved for commercial areas scattered throughout the city that focus primarily on providing goods and services to the surrounding neighborhoods. The Office designation, which encompasses hotels as well, is applied both in high intensity office/hotel areas and as a transitional use between commercial and residential areas. 494/Ring Route Corridor For many years, Bloomington’s land use plans have encouraged the development of intense commercial uses along the Interstate 494 corridor. This commercial corridor has helped to create a strong and diverse tax and employment base for the City and its residents. The Comprehen- sive Plan 2000’s land use guide plan carries on this vision. In many cases, the plan encourages nodes of land uses which benefit from proximity to one another, such as tourist-oriented land uses in the Airport South District, auto dealers near the I-494/I-35W intersection, and office uses Land Use 2.20 COMPREHENSIVE PLAN near France and I-494 or north of Normandale Lake. Location of these uses along the I-494 corridor also serves to buffer residential uses from the freeway and concentrates commercial traffic in non-residential areas. The linear nature of the corridor is also conducive to transit service, although major transit improvements are needed for the corridor to reach its transit potential. One effect of intensification of commercial uses within the corridor has been increased congestion. To maintain continued growth within the corridor, both public and private infrastructure improvements will be needed. Review and approval of development proposals within the corridor will need to closely examine infrastructure capacity. Airport South District City land use and capital improvement plans have long steered the commercial portions of the Airport South District (all Bloomington land east of TH 77) toward a role as a high intensity regional center. Given those past plans, the mix of existing land uses, an excellent location adjacent to both an international airport and major regional freeways, the untapped capacity of existing public infrastructure, a high level of planned transit service, and the availability of sites for additional development and redevelopment, Bloomington’s Airport South District has the potential to become a third “downtown” for the region. Airport South land use plans are intended to: •Avoid under-utilization of land and low intensity uses; • Require high intensity, employment and tourist oriented land uses; • Require the creation of a new, high-density residential node in the northeastern corner of the Airport South District; •Avoid freestanding, non-integrated retail and service uses; • Promote alternative forms of transportation; • Recognize the noise, height and safety constraints of a location adjacent to an international airport; and • Preserve existing single-family residential areas south of 86th Street. Lyndale Corridor Bloomington’s second commercial corridor runs along Lyndale Avenue from the Richfield boundary to 100th Street. This corridor is less intense than the I-494 corridor and has not seen the same level of recent market driven redevelopment demand. The corridor is a mix of retail, service, industrial, office, and residential uses. A major issue with the corridor is how land uses will evolve in the future. At the same time that some existing retail areas within the corridor struggle with high vacancy and turnover rates, new retail uses are proposed to replace non-retail land uses. For several years, some residential properties within the corridor have been guided for redevelopment to office uses while being zoned residential, with no actual redevelopment occurring. Other residential areas are guided industrial in anticipation of industrial expansion. Future land use plans within the corridor need to be reevaluated to produce a cohesive long term vision. The draft Pillsbury Lyndale Neighborhood Plan serves this purpose and should be brought to completion.

Land Use 2.21 CITY OF BLOOMINGTON, MINNESOTA

Commercial Nodes In addition to these two commercial corridors, Bloomington also has numerous commercial nodes scattered throughout the city which focus on providing goods and services to the surrounding neighborhoods. These nodes include neighborhood commercial areas such as 90th and Penn, Old Shakopee and Old Cedar, Bloomington Ferry and Ensign, and community commercial areas such as France and Old Shakopee or 98th and Normandale. These scattered nodes are generally in good condition and vacancies are minimal, although several gas station sites have been vacated in recent years. Their small site sizes and the difficulty of converting them to other land uses have made redevelopment difficult. Several of these sites have become eyesores that negatively impact the image of the surrounding neighborhood. The City will need to create new land use tools to encourage the redevelopment of these uses. Redevelopment Wherever commercial redevelopment occurs, the City will need to closely consider infrastructure capacity, impact on surrounding land uses, and site suitability in its approval or denial decision. Proposed developments must not overtax the infrastructure and utilities. Redevel- opment should reduce impacts on incompatible adjacent land uses through improved buffering and site design. Redevelopment must also not leave behind difficult to develop orphan parcels. The reuse of an existing structure for a new land use (for example, converting an industrial structure to a retail use), requires that the site be updated and reconfigured to meet all code requirements in the same manner as a new structure. Industrial Areas Bloomington industrial uses are concentrated within the Central and Western Industrial Areas although additional warehouse and high tech manufacturing uses are scattered throughout the city. Bloomington’s Central Industrial Area has long been built out and is now entering a phase of redevelopment. Redevelopment in these areas is made more difficult by the abundance of inexpensive industrial land on the fringe of the metropolitan area. Most redevelopment within the Central Industrial Area has been generated through the expansion of existing industrial uses rather than through the entrance of new industry. The Western Industrial Area, developed primarily in the 1980s and 90s, is approaching build out with many of the still vacant sites being held by their owners for planned expansions. In addition to the build out of the few remaining vacant sites, some expansion of existing uses is anticipated. Minimal redevelopment is anticipated in this area. Public/Quasi-Public/Conservation Areas With the Minnesota River Valley, Nine Mile Creek wetlands, and Hyland Park, Bloomington has a much higher percentage of its land set aside as natural areas than most communities. The guide plan endeavors to preserve these natural amenities. The city’s parks, churches, schools, and public buildings are well established. Still, changes will occur and the City will need to ensure that improvements to public and quasi-public facilities work well with their surrounding neighborhoods.

Land Use 2.22 COMPREHENSIVE PLAN 2.5 Goals, Policy Objectives, Implementation Actions

loomington is many things to many people: a great place to raise a Bfamily, with quality schools, safe neighborhoods, low taxes, and rising property values; a good place to grow old, with excellent senior services and activities and diverse housing opportunities; a center of commerce; a great business address for small and large companies; a workplace for employees living throughout the region; a major tourist destination and shopping Mecca; and a nature preserve with vegetated river valleys and bluffs, numerous lakes and wetlands, and regional park reserves. Bloomington’s land use challenge over the next twenty years and beyond is to preserve all of the features that make Bloomington a great place to live and work while accommodating market demands for additional development and addressing the land use problems of today. The following goals and policies outline the City’s land use values and strategies.

Policy Objective 1.1 Land Use Avoid future land use conflicts and mitigate existing land use Goal 1 conflicts.

IMPLEMENTATION ACTIONS Encourage an efficient • Encourage an arrangement of land uses that groups uses of compati- arrangement and distribution of land uses. ble characteristics and requirements near one another (see Table 2.6, Land Use Compatibility). Development proposals and requests to change zoning or guide plan classifications will be evaluated based on the surrounding land uses and the compatibility of the proposed land use. The location of incompatible land uses adjacent to one another will be strongly discouraged. • In instances where it is desirable, or unavoidable, to have incompatible land uses adjacent to one another, require the more intensive land use to provide an appropriate transition or buffer. • Where land use conflicts currently exist, identify mitigation measures

Land Use 2.23 CITY OF BLOOMINGTON, MINNESOTA

such as the retrofit of screening or the redevelopment of one of the incompatible land uses. Policy Objective 1.2

Craft the Zoning Ordinance to work hand in hand with the Comprehensive Plan to achieve the City’s development vision.

IMPLEMENTATION ACTIONS • Evaluate the existing zoning districts and make changes as necessary. The City currently has a complex system of 29 base zoning districts plus overlay districts which have been developed over the last forty years. A comprehensive review and revision of the City’s zoning districts will ensure that they correspond to the City’s current development goals and will simplify the development process by reducing the overall number of districts. • Perform a consistency study. State law requires that zoning be consistent with the Comprehensive Plan. Once the City’s geographic information system is available, a study should be performed to ensure that all zoning designations within the city are consistent with the Comprehensive Plan. To facilitate this study, the preparation of geographic overlays for property lines, land use, zoning, and guide plan designation should be made a priority. Policy Objective 1.3

Coordinate transportation and land use decisions to reduce peak period travel demand by reducing automobile use and trip.

IMPLEMENTATION ACTIONS • Promote high density and senior housing redevelopment in mixed use areas near employment opportunities, commercial services, and transit to reduce travel demand. •Review the City’s official controls to ensure that mixed use development is strongly encouraged in appropriate areas. Policy Objective 1.4

Retain and use existing linear rights of way (e.g. railroad and utility rights of way) for public use.

IMPLEMENTATION ACTIONS • Support the acquisition of use of linear rights of way for recreational or other public use. The existence of linear rights of way such as the Canadian Pacific Railroad Spur and the Northern States Power Corridor present unique opportunities for public uses that require a continuous corridor, including dedicated transit ways and recreational trails. Policy Objective 1.5

Promote aesthetically attractive development and good urban design.

Land Use 2.24 COMPREHENSIVE PLAN

IMPLEMENTATION ACTIONS

• Require utility systems to be placed underground when feasible. • Require parking lots to be screened through berms or vegetation. • Evaluate the use of neighborhood identification features to foster neighborhood identity and pride.

Land Use Policy Objective 2.1 Goal 2 Avoid redevelopment that overtaxes existing infrastructure. Policy Objective 2.2

Ensure that redevelop- Require that redevelopment mitigate negative impacts on adja- ment improves local cent property. conditions. Policy Objective 2.3

Oppose the conversion of an existing structure to a use for which it was not intended (for example, conversion of an industrial building to a retail use) unless the site can be renovated and reconfigured to fully meet Code requirements and the needs of the new land use. Policy Objective 2.4

Ensure that redevelopment sites are suitably sized for the proposed replacement land use. Policy Objective 2.5

Avoid redevelopment that leaves behind difficult to develop “orphan parcels”. “Orphan parcels” are parcels that are unlikely to be redeveloped unless they are combined with an adjoining parcel. These parcels are not conducive to redevelopment by themselves due to their small size, lack of access, or inability to meet the performance standards of the underlying zoning district. Redevelopment proposals will be strongly encouraged not to create or leave behind orphan parcels. Policy Objective 2.6

Promote redevelopment of outdated or incompatible land uses and abandoned buildings. Examples of possible redevelopment implementation actions include the following:

IMPLEMENTATION ACTIONS

• Develop a redevelopment fund and land banking policy. To be in a position to quickly address priority redevelopment needs, special funds for that purpose should be set aside. To address long term redevelopment goals, critical parcels should be acquired as they come on the market, thereby reducing acquisition costs. Both the redevelopment fund and land banking policy should be directed towards only those sites which would not otherwise be redeveloped by the private market.

Land Use 2.25 CITY OF BLOOMINGTON, MINNESOTA

• Evaluate available techniques for requiring the reuse, removal, or maintenance of vacated buildings. Buildings, notably former service stations, have been vacated in some of the city’s neighborhood commercial centers. To the extent that these buildings are not maintained to area standards (for example, broken or boarded windows) they have a significant detrimental affect on neighborhood confidence and impede further reinvestment by neighboring property owners. Staff will evaluate techniques such as anti-blight requirements and receivership to require either the reuse, removal, or maintenance of abandoned buildings.

Land Use Policy Objective 3.1 Promote and facilitate the completion of planned expansions to Goal 3 Interstates 494 and 35W through Bloomington. The Minnesota Department of Transportation has prepared plans to widen and improve I- Promote continued 494 and I-35W through Bloomington but the plans have not been fully economic development funded due to a lack of state transportation resources. These projects would for the City and the greatly improve access to Bloomington and would likely spur additional region. redevelopment.

IMPLEMENTATION ACTIONS

• As development proposals within the expansion area are received, the City will use available techniques to preserve as much of the needed highway expansion area as possible, thereby lowering the ultimate costs of the project and improving its chances for being funded. Policy Objective 3.2

Promote the completion of planned light rail and transit improvements within Bloomington. The Minnesota Department of Transportation and Metro Transit have plans to add light rail transit in the Airport South District and high speed bus service with a Bloomington transfer station along I-35W. Both of these projects will improve transit access to and from Bloomington and will facilitate transit oriented development. Policy Objective 3.3

Encourage the International Airport to remain at its present site. Although the airport brings with it noise impacts and restrictive runway safety zones and height limits, having the airport adjacent to Bloomington is a net positive for the city due to its great economic impact. Bloomington’s largest employers rely heavily on the close proximity of the airport. While recent legislative actions have determined that the airport will remain in its present location for the foreseeable future, there are continued calls from various groups to relocate the airport.

IMPLEMENTATION ACTIONS

• Lobby for retaining the airport at its present location if airport relocation is considered in the future.

Land Use 2.26 COMPREHENSIVE PLAN

Policy Objective 3.4

Preserve a diverse work force by providing a mix of housing at all price levels. Since Bloomington’s strong economy offers employment opportunities with wage levels at all points in the income spectrum, the city requires a corresponding diversity of housing types and price levels. While encouraging a mix of housing, the City must also ensure that new and existing housing meet high quality housing standards and conform to the goals and policies outlined in the Housing Element. Policy Objective 3.5

Promote and facilitate additional high quality redevelopment at appropriate locations throughout the city. Policy Objective 3.6

Prepare an annual land use report.

IMPLEMENTATION ACTIONS

• Utilize the City’s geographic information system to prepare an annual report summarizing land use, vacant land, and development over the last year.

Land Use Policy Objective 4.1 Limit development in environmentally sensitive areas, such as Goal 4 floodplains, bluffs, steep slopes, and wetlands. Additional environmental goals, policy objectives, and implementation actions appear in the Preserve environmental Environmental Protection Element included in the Technical Appendix. and historic resources. Policy Objective 4.2

Promote the identification, preservation, and maintenance of sites with historic, architectural, archeological, and cultural value or significance, including those properties which may be technically ineligible for historic registration.

IMPLEMENTATION ACTIONS

•Integrate historic, architectural, archeological, and cultural preservation in the routine activities of the City, such as zoning, code enforcement, public works, and economic development. • Applications for permits in relation to a Class I or Class II historic or identified prehistoric site shall be reviewed by City staff. If a Certificate of Appropriateness is required, staff will prepare a recommendation to the City Council for final action.

Land Use 2.27 CITY OF BLOOMINGTON, MINNESOTA

While a full discussion of neighborhood level land use conflicts, opportuni- Land Use ties, and strategies is beyond the scope of a citywide Comprehensive Plan Goal 5 and should be reserved for a more detailed analysis within neighborhood or area plans, the most pressing neighborhood specific policy objectives and implementation actions are included below. Address the neighbor- Policy Objective 5.1 hood specific needs of the city’s commercial, Facilitate continued redevelopment in the Airport South District. industrial, and residen- Including all lands in Bloomington east of Highway 77, the Airport South tial areas. District plays a regional role as a major employment center, host to the nation’s largest shopping mall, gateway to the Twin Cities and Minnesota for most air travelers, and anchor for the largest concentration of hotel rooms in the Upper Midwest. This diverse, mixed use district is also home to office towers, high-tech manufacturing, and residential areas of both high and low density. The district contains many of Bloomington’s largest vacant parcels, including the Met Center site, Mall of America “Adjoining Lands” (currently used as overflow parking), Kelley Farm, and Ceridian Ballfields. The proximity of the region’s international airport has had a major influence on land use within the district in the past and will continue to do so in the future. IMPLEMENTATION ACTIONS •Work with the Minnesota Valley National Wildlife Refuge to make the refuge more accessible to residents, visitors and employees. As growth occurs in the Airport South District, especially residential growth, the wildlife refuge and river valley will be a much-treasured resource. Public access should be improved through the creation of new access points. To facilitate improved access to the Wildlife Refuge facilities, the City will work with Three Rivers Park District to promote a trail connection from the Refuge visitor’s center and headquarters building to the proposed regional trail linking MSP Airport, Richfield and Edina to the South Hennepin Regional Trail. •Work with the Minnesota Valley National Wildlife Refuge in the provision of stormwater management utilizing a range of alternatives and techniques above and below the bluff. • Improve pedestrian infrastructure to reduce the need for vehicle trips and to improve access to transit. Pedestrian infrastructure should be provided between entrances and streetside sidewalks, between adjacent uses, along public streets, along private drives, and in other areas necessary to support districtwide pedestrian movement. • Collaborate with the Metropolitan Airports Commission to ensure that residential areas acquired for noise mitigation purposes are redeveloped in a manner that does not detract from surrounding land uses. • Use official controls to require the creation of a high-density housing and mixed use node in the northeastern portion of the Airport South District. •Work toward the creation of a fourth Bloomington light rail transit station at American Boulevard and 34th Avenue. Adding an LRT station at American Boulevard and 34th Avenue is an integral component of the City’s vision to create a high-density housing and mixed use node in the northeastern portion of the Airport South District. Bloomington’s goal is to have plans in place by December 31, 2007. If plans are not in place by the end of 2007 to create this station, the City will reevaluate

Land Use 2.28 COMPREHENSIVE PLAN

land use controls in the immediate vicinity as part of its required 2008 Comprehensive Plan Update. • Amend official controls as necessary to support and implement the land use vision of this plan for the Airport South District. Policy Objective 5.2 Mitigate the negative impacts of aircraft noise on the city’s residential areas. The addition of the new north-south runway will redistribute aircraft takeoffs and landings over Bloomington. Traffic on the existing 4-22 crosswind runway will decrease as the planes begin to use the new north-south runway, thereby decreasing noise exposure in most areas west of Highway 77. Areas east of Highway 77 that were previously exposed to little aircraft noise, however, will receive noise levels higher than anywhere else in the city (Figure 5.4 details anticipated aircraft noise levels). IMPLEMENTATION ACTIONS • The City’s aircraft noise policies and noise level maps are included in Chapter 5, the Airport Impact Element. Policy Objective 5.3 Encourage the continued redevelopment of land along the Ring Route and I-494 as a high density, mixed use corridor. The so called “Bloomington Strip”, which runs along I-494 and the 79th/80th Street Ring Route from Highway 77 to Eden Prairie, is one of the most densely developed and defined linear corridors in the Twin Cities region. The corridor can be viewed as two segments, divided at I-35W, each with its own character. The eastern portion of the corridor is and has been a jumbled mix of industrial, retail, service, office, and residential land uses. Much of the eastern portion has already been redeveloped with recent market pressures favoring retail establishments and hotels although sites have also been redeveloped to industrial, warehouse, and office uses. The western portion of the corridor is predominantly focused on office and retail uses including numerous high rise office buildings and the Southtown Shopping Center. Continued redevelopment pressures are anticipated throughout the corridor, especially as major roadway improvement projects for I-494 and the Ring Route are completed. IMPLEMENTATION ACTIONS • Integrate I-494/Ring Route Corridor land use plans with planned roadway improvements. The City is currently in the process of upgrading 79th and 80th Street to create a continuous, high quality, four lane “Ring Route” paralleling I-494 on its south side. The improvements will include a bridge over I-35W, linking the eastern and western segments of the corridor. Traffic flows will increase along the Ring Route as short length, intra-city trips shift from a congested I-494. The Minnesota Department of Transportation has also drafted plans to make substantial improvements to Interstate 494. While only a small portion of the proposed improvements currently have funding, the entire project could materialize if transportation funding levels increase in the future. These roadway improvement projects will have a major impact on the corridor through increased highway capacity and improved access, the acquisi-

Land Use 2.29 CITY OF BLOOMINGTON, MINNESOTA

tion or reconfiguration of numerous parcels, and the closing and reconfiguration of several interchanges. • Develop a master plan for gateway entrance features and landscaping along Lyndale, Nicollet, Portland, 12th, 24th, and 34th Avenues between I-494 and 79th/80th Street Ring Route. • Encourage the provision of regular transit service running the length of the Ring Route. While portions of the corridor are currently served by bus routes, no route follows the corridor for its entire length. With the completion of a Ring Route bridge over I-35W, a continuous route serving the corridor will be possible and the City will encourage transit agencies to establish a continuous bus route linking the corridor from the international airport to the office towers west of Normandale Blvd. Policy Objective 5.4 Address neighborhood or area specific land use conflicts by implementing existing neighborhood and area plans and preparing new area and neighborhood plans as the need arises. IMPLEMENTATION ACTIONS • Adopt and implement a neighborhood plan which addresses the many land use conflicts in north central Bloomington. At several locations in north central Bloomington, residential areas directly abut industrial or intense commercial development with little to no screening, notably along Lyndale and Pillsbury Avenues. This land use relationship has had a detrimental impact on the affected residential areas. Staff has been working on potential long term solutions to these land use conflicts within the Pillsbury/Lyndale Avenue Neighborhood Plan. • Continue implementation of the Oxboro Redevelopment Plan. Policy Objective 5.5 Inspire continued consumer confidence in the future of Bloom- ington’s residential neighborhoods. When deciding on a neighborhood or community, a potential buyer looks at many factors in addition to the house itself. A buyer will look at the quality of schools; accessibility to employment and amenities such as shopping and recreation; the level of reinvestment within the area; how neighbors maintain their properties; the quality of services and infrastructure; and perceived levels of crime among other factors. To keep Bloomington’s residential neighborhoods vital, the City will undertake the following actions which are further described in the Housing Element. IMPLEMENTATION ACTIONS • Continue the City’s Community Enhancement Program of targeted neighborhood revitalization and intensive code enforcement. • Increase housing rehabilitation. • Remove substandard homes. •Improve marketing efforts to promote community commitment to neighborhood vitality. Coordinate efforts with the Bloomington School District. • Develop and link information sources for neighborhood analysis. • Support anti-crime initiatives.

Land Use 2.30 COMPREHENSIVE PLAN Section 3: Housing Element

3.1 Summary Maintenance, Rehabilitation, and loomington’s 36,900 plus dwelling units include a mix of Code Enforcement single family detached homes, townhomes, duplexes, mobile he foremost housing priority is homes, condominiums, apartments, group homes, and B to keep the existing housing assisted living facilities. The vast majority of these units are T stock in good condition. Bloom- currently in good condition. Nevertheless, housing challenges exist: ington is a city of neighborhoods •Two-thirds of the single family detached units are over 30 years filled with houses of similar ages. old, the critical age at which major renovations are required to Given this concentration of maintain functional viability. Without continued maintenance, houses of a particular age, future the deterioration of a small number of individual homes can push neighborhood strength will be entire neighborhoods into a cycle of decline. closely linked with the mainte- • Residential land in Bloomington is close to entirely built out. Less nance and rehabilitation of than one percent of the land guided for residential use is individual houses. The 14,000 currently vacant. The lack of vacant land will require increased single family homes over 30 years reliance upon redevelopment to meet future housing needs. old will be particularly important. Unless already completed, these • Changing household sizes, age distribution, and income levels homes will require replacement of will create demand for new housing types. For example, it is esti- major systems, such as roofs, mated that by the year 2005, nearly 20 percent of Bloomington’s siding, furnaces, and driveways. heads-of-household will be over the age of 65. Efforts will need to address these changing housing needs through redevelopment The City will continue to closely which compliments the character of existing neighborhoods. monitor housing quality and require property owners to maintain their homes to a high standard. In addition to routine enforcement, neighborhood enhancement inspections will be

Housing 3.1 CITY OF BLOOMINGTON, MINNESOTA conducted to review housing private investment directed into will have to be met primarily conditions and code compliance. their neighborhood. through redevelopment. Bloomington’s Time-of-Sale Toward this end, the City will The City will encourage creative Inspection Program will continue begin a communication initiative redevelopment in appropriate to address hazardous code defi- to let residents know that signifi- areas to meet changing housing ciencies when an owner occupied cant public and private needs in the future. However, it is home is sold. Housing and Rede- investment is being made and will important that redevelopment be velopment Authority (HRA) continue to be made in their sited carefully and be allowed programs will assist with the neighborhood. The initiative will only at a scale and location that maintenance needs of low income call attention to levels of public will not adversely affect the property owners. Houses beyond and private investment, provide surrounding neighborhood. The repair may be purchased by the information on available most intense redevelopment HRA and removed to make way resources, and encourage resi- should occur only within areas or for structures. dents to join their neighbors in corridors with convenient access As property owners maintain maintenance and rehabilitation. to transit and services and should private property, the City will keep Redevelopment be designed to minimize impacts the existing public physical infra- on surrounding areas. structure well maintained and Over half of Bloomington’s single Intent target physical improvements in family housing stock was the areas of highest benefit. While constructed in the 1950s and 60s. Meeting the housing needs of cracked sidewalks, broken curbs, Since that time, Bloomington’s every Bloomington resident and and pothole filled streets can demographics have changed work force member is a monu- discourage property owners from dramatically. In 1960, 50 percent mental task. Clearly, many of the making improvements on private of the city’s residents were under root causes of housing need are property, a well maintained physi- 20 years in age. By 1990, only 24 beyond the power of a local cal infrastructure and new public percent of residents were under government to solve. Neverthe- investment can spur neighbor- 20. Median household size has less, there is a lot that local hood confidence and private fallen from 4.2 in 1960 to 2.47 in government can do to address investment. 1990. The city’s demographics will housing needs. Using available In order to monitor neighborhood continue to change. For example, resources, Bloomington will strive conditions and identify signs of it is anticipated that nearly 20 to build and renew community by: decline in their earliest stages, the percent of Bloomington’s heads- • Preserving and enhancing the City will define areas where it will of-household will be over the age vitality of the city’s homes track changes in stability indica- of 65 by the year 2005. and neighborhoods; tors over time. These stability In the 1970s and 80s, falling • Providing a diversity of hous- indicators will include property household sizes, more single ing opportunities for a variety values, crime levels, nuisance parent families, and increasing of household sizes, age complaints, and rehabilitation numbers of seniors created a groups, and income levels; levels. The information will help demand for multi-family and • Meeting changes in housing identify areas for public mainte- single family attached housing needs through creative rede- nance and rehabilitation efforts. units, a demand that could not be velopment; It is critical for property owners to met by the housing stock in exis- • Protecting and improving the have confidence in their neighbor- tence at the time. In response, the physical and visual quality of hood and community and to be City encouraged increased densi- residential areas through comfortable investing their own ties and multi-family housing careful maintenance, rehabil- resources to make significant through its land use controls while itation, code enforcement, property improvements. City developers responded to meet the and public investment; and sponsored programs nurture that demand. Bloomington’s future confidence. But the full value of housing needs will not be so easy • Maintaining consumer confi- these public investments can only to meet since the supply of vacant dence in the future of be realized if the public is well residential land is virtually neighborhoods and the aware of the amount of public and exhausted. Future housing needs community as a whole.

Housing 3.2 COMPREHENSIVE PLAN

3.2 Context

loomington’s ability to meet Bthe housing needs of its residents and work force is dependent upon several interrelated factors. A discussion of these factors appears below. Housing Stock

Before World War II, Bloomington was a small community characterized by a rural, agricultural atmosphere. The city’s rapid transformation into a large suburb Table 3.1 Housing Units, 1960-1990 and major employment center began in the postwar era of Type 1960 1970 1980 1990 economic expansion. Population Single Unit 12,281 17,290 22,290 24,400 soared from 9,902 in 1950 to 50,498 in 1960 as federal policies Multi-Unit 77 4,964 7,430 11,415 encouraged single family, Total 12,358 22,254 29,720 35,815 detached, owner occupied housing. In the early years of this Source: U.S. Census Bureau expansion, Bloomington’s housing stock was extremely Table 3.2 Housing Stock, 1999 homogeneous. In 1960, over 99 percent of the city’s housing units Housing Type Units Percent were single family. Over time, Single Family Detached 21,337 57.8% however, the housing stock diversified considerably as illustrated Townhouses 2,827 7.7% by Table 3.1. Mobile Homes 186 0.5% Today, Bloomington offers housing for residents at any stage of Two-Family Structures 544 1.5% life or income level — from apart- Multi-Family, including Condos, Co-ops, ments to single family detached Assisted Living and Apartments 11,997 32.5% homes, from townhomes to assisted living facilities. Bloom- Total 36,891 100.0% ington already meets benchmarks Source: Bloomington Planning Division for life cycle housing as set by the Metropolitan Council in conjunction with the Livable Communities Table 3.3 Tenure by Housing Type, 1990 Program. Table 3.2 depicts the current number of dwelling units Type Owner Occupied Renter Occupied by structural type while Table 3.3 Single Family 22,297 (94%) 1,468 (6%) depicts the ownership status of Bloomington’s dwelling units. Multi-Family 1,603 (16%) 8,676 (84%) Entire City, including “Other” Units Not Specified Above 24,261 (70%) 10,227 (30%)

Source: U.S. Census Bureau

Housing 3.3 CITY OF BLOOMINGTON, MINNESOTA

Table 3.4 Building Permits: Table 3.4 lists the number of build- commonly occurs at greater than New Residential Units ing permits issued for new existing densities, the total residential housing units from number of housing units within Single 1990 to 1999. The pace of new the city after build-out should Year Family Other Total Detached construction will slow as vacant increase slightly over time as residential land becomes increas- redevelopment occurs. The 1990 84 147 231 ingly scarce. amount of redevelopment is diffi- 1991 60 92 152 Only 129 vacant acres planned for cult to forecast and will vary from 1992 73 171 244 residential use remain, less than year to year. Redevelopment will 1993 92 91 183 one percent of Bloomington’s fluctuate with the strength of the 1994 109 15 124 land. Analysis of recommended economy, regional growth management policies, transporta- 1995 47 126 173 land uses and development tion costs, the availability of 1996 32 29 61 constraints shows that the remaining vacant residential land finance tools, regional land prices, 1997 28 131 159 could support an additional 288 and other factors. The forecasts in 1998 29 213 242 units (151 units — single family Table 3.5 assume an increase of 1999 23 43 66 detached and 137 units — single 3,269 housing units between 2000 Total 577 1,058 1,635 family attached or multi-family). and 2020, primarily in the Airport South District. Source: Bloomington Building and Some of these vacant parcels may Inspection Division not be immediately available for Household Makeup development because owners are Table 3.5 unwilling to sell. Therefore, the In the 1950s and 1960s, Bloom- Housing Units Forecast addition of these 288 units will ington’s population consisted Year Total Units likely occur slowly. primarily of nuclear families with parents in the child-rearing years 2000 37,104 Additional changes in the number of the life cycle. In more recent of housing units will be a result of 2005 37,972 years, the city has also been either redevelopment or changes 2010 38,839 attracting singles, single parents, in zoning/future land use desig- 2020 40,373 childless couples, senior citizens, nations. Because redevelopment Source: Bloomington Planning Division and other groups that character- ize the heterogeneity of urban Figure 3.1 Age Distribution of Bloomington Population areas. Average household size has declined steadily, from 4.2 people Age per household in 1960 to 2.47 in 1% 1% 100% 2% 4% 75+ 1990. The change in the age 2% 2% 3% 6% 7% 7% 65-74 makeup of Bloomington’s resi- 15% dents is illustrated by Figure 3.1. 17% 17% 80 20% 50-64 Since 1960, Bloomington has experienced significant decreases 21% in the percent of residents under 20% 60 17% 23% 35-49 20 years of age; from 50 percent of the population in 1960 to 24 4% 7% 17% percent in 1990. In conjunction with state and national trends, the 40 19% 25-34 10% number of older Bloomington residents has increased dramati- cent of Total Population cent of Total r 7% 20-24 cally over the same time period (1 50% 46% Pe 20 percent of residents were over 75 32% in 1960, 3.7 percent in 1990). Still, 24% 0-19 the percentage of Bloomington’s residents over 75 in 1990 was 0 1960 1970 1980 1990 below the average for Hennepin Source: U.S. Census Bureau

Housing 3.4 COMPREHENSIVE PLAN

Table 3.6 Table 3.7 Residential Density Age of Householder, 1990 Land Use 1999 Density in Units/Acre Age Number of Percent Acres Units 1999 2020 Range Householders of Total Single Family Detached 7,526 21,337 2.8 2.9 15-24 1,670 4.8% Other 1,190 15,554 13.1 13.8 25-34 7,778 22.6% Total 8,716 36,891 4.2 4.4 35-44 7,655 22.2% Source: Bloomington Planning Division 45-54 6,471 18.8% assist seniors who stay in their is important to concentrate reha- 55-64 5,470 15.9% single family detached homes. bilitation and maintenance 65-74 3,630 10.5% programs in these areas. Figures Housing Costs 75+ 1,814 5.3% 3.2 and 3.3 on page 3.6 show the 1990 distribution by census tract Total 34,488 100.0% Bloomington’s strong economy offers employment opportunities of both affordable owner occupied Source: U.S. Census Bureau at all points of the income spec- and affordable rental units. trum. Therefore, in order to meet One factor influencing housing County (5.1 percent) and Minne- the housing needs of the city’s cost is density. As density sota (5.8 percent). work force, Bloomington requires increases, the land and infrastruc- Assuming no out-migration, the a corresponding mix of housing in ture costs per housing unit growth in the senior population is all price ranges. decrease. A community’s residen- expected to accelerate. Large Bloomington has been successful tial density is an indicator tracked numbers of residents are in providing a high level of hous- by the Metropolitan Council presently moving into the 65 to 74 ing diversity while maintaining through the Livable Communities age group, an even larger group affordable housing options. Using Program. Bloomington’s density will be in the next decade, and the Livable Communities Program levels, as depicted in Table 3.7, are aging baby boomers will be measurements, 69 percent of the within the Metropolitan Council’s shortly after the year 2010 (Demo- city’s owner occupied housing benchmark ranges (a complete list graphic, Economic, and Social qualifies as affordable (a value of of Bloomington’s assigned bench- Trends Affecting People of $115,000 or less in 1994) and 33.4 marks appears in Table 3.A1 in the Bloomington, South Hennepin percent of the city’s rental housing Technical Appendix). Given the Regional Planning Agency for qualifies as affordable (a monthly limited vacant land in Blooming- Human Services). rental rate below $500 in 1990). ton, future housing densities will Perhaps more important for hous- Thus, the city meets benchmark likely remain stable. ing planning than overall age levels of affordable owner occu- The average sale price of single distribution is the age distribution pied and rental housing as set by family dwellings in Bloomington of householders. A householder is the Metropolitan Council (a has increased over the ten-year the person, or one of the persons, complete list of Bloomington’s period, 1990 - 1999, at a pace in whose name a dwelling unit is assigned benchmarks appears in slightly slower than the metropoli- owned, being purchased, or Table 3.A1 in the Technical tan average. For the purposes of rented. Table 3.6 outlines the age Appendix). tracking average sales prices, the distribution of Bloomington’s Bloomington’s affordable housing Minneapolis Area Association of householders. In 1990, 15.8 is dispersed throughout the city Realtors (MAAR) divides Bloom- percent of Bloomington’s house- although concentrations tend to ington into an eastern and holders were over 65. By the year be higher in the northern and western market with I-35W as the 2005, this number is expected to eastern parts. These higher dividing line. The 1999 MAAR grow to nearly 20 percent of the concentrations are indicative of average sales price was $129,267 population. Though not all these the older housing in these areas. for the eastern Bloomington seniors will be low income, it is To preserve affordable housing market (an increase of 50 percent expected that there will be grow- and to ensure the continued vital- since 1990); $199,353 for the ing needs for new affordable ity of affordable neighborhoods, it western Bloomington market (an senior housing and for services to increase of 52 percent since 1990); Housing 3.5 CITY OF BLOOMINGTON, MINNESOTA

Figure 3.2 Percent of Owned Units with Values Below $100,000, 1990

259.05 I-494 256.05 256.03 256.01 255.01 254.01 252.01 251 S

TH77 O

5% O 56% 62% 79% 93% 93% 96% 50%

L NINE 86TH

I N

E I-35W 252.03 R RD. W MILE FRANCE AVE PORTLAND

AMSDEN PENN AVE Y W . 91% . 90TH ST. B CR. 254.03 92ND U LAKE CANADIAN PACIFIC RWY S CEDAR OLD H

L 90% K 94TH ST 252.04 NORMANDALE BLVD .

257.01 257.02 PARK R BUSH 95TH D ROAD . E. GRAND 88% 10% 29% OLD SHAKOPEE 253.01 259.04 259.03 258.01 253.02 NINE 31% WY R 50% 84% 102ND RIVER 33% 23% CIFIC IAN PA 104TH AD TOWN LINE AVENUE LINE TOWN AN C 258.02 MILE 106TH 258.03 Over 90% 82% 70% MINNESOTA XERXES 110TH ST I-35W 75 to 90% 258.05 47% OVERLOOK 25 to 75%

Under 25%

Source: U.S. Census Bureau

Figure 3.3 Percent of Rental Units with Monthly Rent Below $500, 1990

259.05 I-494 256.05 256.03 256.01 255.01 254.01 252.01 251 S

TH77 O

2% O 62% 28% 74% 65% 59% 32% 38%

L NINE 86TH

I N

E I-35W 252.03 R RD. W MILE FRANCE AVE PORTLAND

AMSDEN PENN AVE Y W . 48% . 90TH ST. B CR. 254.03 92ND U LAKE CANADIAN PACIFIC RWY S CEDAR OLD H

L 40% K 94TH ST 252.04 NORMANDALE BLVD .

257.01 257.02 PARK R BUSH 95TH D ROAD . E. GRAND 0% 29% 37% OLD SHAKOPEE 253.01 259.04 259.03 258.01 253.02 NINE 37% WY R 14% 60% 102ND RIVER IFIC 7% 19% PAC IAN 104TH AD TOWN LINE AVENUE LINE TOWN AN C 258.02 MILE 106TH 258.03 60% or More 51% 33% MINNESOTA XERXES 110TH ST I-35W 40 to 59% 258.05 7% OVERLOOK 10 to 39%

Under 10%

Source: U.S. Census Bureau

Housing 3.6 COMPREHENSIVE PLAN and $158,200 for the metropolitan Table 3.8 Average Sales Price: Single Family Units, 1990-1999 area as a whole (an increase of 61 percent since 1990). The figures in Year Metro Bloomington Bloomington East Market West Market Table 3.8 reflect only units which were sold in a given year and are 1990 $98,016 $86,052 $131,377 not adjusted for inflation. Eastern 1991 $99,402 $85,943 $136,269 Bloomington figures predomi- 1992 $103,264 $89,375 $144,396 nantly reflect resales, while western figures include some 1993 $107,569 $88,070 $157,418 sales of new construction. 1994 $111,806 $94,569 $156,131 The 1999 (payable 2000) average 1995 $117,053 $99,179 $161,256 assessor’s market value of single 1996 $124,022 $103,313 $162,771 family detached housing units in Bloomington is $144,287. Table 1997 $133,800 $109,986 $173,048 3.9 shows the distribution within 1998 $143,500 $113,258 $181,635 value ranges. 1999 $158,200 $129,267 $199,353 The median monthly rent charged Source: Minneapolis Area Association of Realtors for rental units in 1999 was $801, a 47 percent increase over the U.S. Census Bureau’s 1990 median Table 3.10 Rental Units/Rental Range, 1999 monthly rent of $545. Monthly Number of Bedrooms Total rental rates are summarized by Efficiency One Two Three Rental number of bedrooms in Table 3.10. Rental Units 396 4,554 4,356 594 9,900 Publicly Assisted Percent of Total 4% 46% 44% 6% 100% Housing Rental Range per Month To assist households and individ- Low $359 $248 $311 $605 $248 uals unable to afford market rate housing, the City of Bloomington, High $774 $1,398 $1,406 $1,674 $1,674 through its Housing and Redevel- Average $592 $724 $897 $1,065 $814 opment Authority, subsidizes Median $634 $721 $911 $1,003 $801 housing using a wide variety of federal, state, and local programs. Source: Bloomington Housing and Redevelopment Authority Sample Survey: 77 percent of all units were surveyed. Results were weighted to total number of rental units in the city. Table 3.11 details the number of All figures reflect gross rent. Subsidized rental units are not included in this analysis. units subsidized within the city by unit type. Table 3.11 Subsidized Housing, 1999

Table 3.9 Assessor’s Market Unit Type Number Value: Single Family Large Family: 3 or More Bedrooms 204 Detached Units, 1999 Small Family: 2 Bedrooms 367 Value Range Number Percent Seniors: 1 Bedroom 446 in Thousands of Units of Total Special Needs: Handicapped 231 $0-$50 10 0.0 % Special Needs: Battered Women, etc. 34 $50-$100 2,741 12.9 % Total Subsidized Units 1,282 $100-$150 12,293 57.7 % Special Needs: Chemically Dependent, Adolescent 57 $150-$200 3,831 18.0 % Group Homes: Mental Impairment 215 $200-$300 1,703 8.0 % Total Group Home Beds 272 $300+ 714 3.4% Source: Bloomington Housing and Redevelopment Authority

Source: Bloomington Assessing Division

Housing 3.7 CITY OF BLOOMINGTON, MINNESOTA

Table 3.12 Housing Condition Number (Percent) Condition Rating of Units 1978 1996 Satisfactory, Good, and Excellent. 25,870 26,037 Observable defects, if any, are minor in (98.7%) (97.1%) nature; no maintenance items deferred to point where permanent damage exists. Major Maintenance Required. 260 737 Considerable deferred maintenance with (1.0%) (2.7%) permanent damage to structural items beginning to show. Critical Disrepair. 80 39 Damage to major structural items; housing (0.3%) (0.1%) still habitable, but possibly beyond occupant’s ability to restore or maintain it. Source: Bloomington Planning and Assessing Divisions. Note that the 1978 survey included a slightly broader range of housing types than did the 1996 survey.

Housing Condition isons of their housing with other The majority of the city’s housing communities in the metropolitan stock (97.1 percent) is satisfacto- area to help clarify housing needs. rily maintained. However, A comparison of Bloomington, because two-thirds of the single neighboring communities, and family housing stock is over thirty other cities in the metropolitan years old, increasing attention will area is provided in the Technical need to be given to housing main- Appendix. tenance and rehabilitation in Regional Plans order to sustain satisfactory hous- and Policies ing conditions. There are signs that the city-wide level of housing The Metropolitan Council recom- maintenance may be decreasing. mends that cities analyze the The number of units in need of relationship between their hous- major maintenance has nearly ing plans and goals and the tripled since the last comprehen- regional housing policies as stated sive plan housing condition in the Regional Blueprint (1996). survey in 1978. Over the same This analysis is provided in the time period, however, the number Technical Appendix. of homes in critical disrepair has been cut in half. Results of the housing condition surveys are outlined in Table 3.12. Comparison with Surrounding Communities

The Metropolitan Council recommends that cities use Livable Communities data in their comprehensive plans for compar-

Housing 3.8 COMPREHENSIVE PLAN 3.3 GOALS AND POLICY OBJECTIVES

s Bloomington has changed household size has been drop- Afrom a fast growing suburb to ping. Bloomington’s strong a fully developed community, the economy continues to create both City’s housing focus has changed high and low wage jobs which will from growth to maintenance, generate continued demand for rehabilitation, and redevelop- housing in all price ranges. ment. Two-thirds of the city’s These demographic trends, along single family homes are over 30 with changing lifestyles, will years old. Although the vast create demand for new housing majority of these homes are in types. In recent years, the city has good condition, some neighbor- experienced increasing demand hoods are beginning to exhibit for townhomes and other housing signs of deterioration. The city types where exterior maintenance must avoid the destructive cycle is handled by an owner’s associa- of decline that can plague an tion. In the past, the City has been aging suburb by preserving able to address changing housing consumer confidence in our resi- needs by rezoning vacant residen- dential neighborhoods. The City of tial land to accommodate the new Bloomington’s foremost housing demand. Today, however, Bloom- priority is to keep the existing ington’s vacant residential land housing stock in good condition. has been virtually exhausted. In Over the years, Bloomington’s the future, demand for new demographic makeup and econ- housing types can only be accom- omy have also changed. modated through redevelopment. Bloomington has diversified It is the City’s intention to encour- considerably from what was once age the redevelopment of existing a homogeneous community made residential land to meet the up primarily of families with changing housing needs and school age children. The number desires of its residents while of seniors has increased greatly preserving a mix of housing at all while the number of school age price levels. children has declined. Single parent households are becoming more prevalent and average Housing 3.9 CITY OF BLOOMINGTON, MINNESOTA

Housing Policy Objectives 1.1 Continue the City’s Community Enhancement Program. Goal 1 1.2 Increase the amount of owner occupied housing rehabilitation. 1.3 Increase the amount of rental housing rehabilitation. Preserve and enhance the vitality and desirability of 1.4 Remove substandard homes. Bloomington’s residential 1.5 Reduce the number of substandard structures and code violations neighborhoods. within residential areas through active code enforcement. 1.6 Review the existing housing codes and enforcement procedures. Make revisions as necessary. 1.7 Promote community commitment to neighborhood vitality and inspire continued consumer confidence in the future of Blooming- ton’s residential neighborhoods. 1.8 Develop and link information sources for neighborhood analysis. 1.9 Support anti-crime initiatives. 1.10 Foster neighborhood ties and encourage neighborhood interaction.

Housing Policy Objectives Goal 2 2.1 Increase the number of units oriented to the special needs of seniors. 2.2 Encourage redevelopment of low density housing to medium and Provide life-cycle housing high density housing in appropriate areas. opportunities for all age groups, household sizes 2.3 Create a redevelopment fund through annual City contributions. and income levels. 2.4 Preserve existing affordable housing opportunities. 2.5 Provide and promote additional affordable rental housing. 2.6 Continue to actively pursue federal, state, and regional financial resources for affordable housing. 2.7 Support home ownership for low income residents. 2.8 Use Livable Communities Act benchmark indicators for communities of similar location and stage of development as affordable and life-cycle housing goals for the period 1996 to 2010.

Housing 3.10 COMPREHENSIVE PLAN 3.4 HOUSING IMPLEMENTATION PROGRAM

he following implementation Tprogram describes the actions Bloomington will take to implement the goals and policy objectives of the Housing Element.

Housing Preserve and enhance the vitality and desirability of Goal 1 Bloomington’s residential neighborhoods.

Policy The City’s existing Community Enhancement Program targets older neighborhoods for an 18 month period of intensive code enforcement in Objective 1.1 conjunction with neighborhood input meetings and educational newsletters. Continue the City’s Additional rehabilitation resources are available for owner occupied and Community Enhancement rental units within the targeted neighborhoods. Program. Implementation Actions

• Complete Community Enhancement inspections in all 19 designated neighborhoods by the year 2005. • Provide funds to rehabilitate 50 owner occupied homes within each targeted neighborhood. • Offer seminars on housing maintenance for property owners within the targeted neighborhoods.

Implementation Actions Policy Objective 1.2 • Provide 100 loans for low income households to rehabilitate their homes each year. Many homeowners have the desire to make major Increase the amount of repairs to their property but simply do not have the resources. Blooming- owner occupied housing ton will encourage rehabilitation by providing home improvement loans rehabilitation. to low income residents who would otherwise not have access to credit. The loans can be used for basic repairs or energy improvements on items such as roofs, insulation, siding, windows, and doors. • Encourage private funds for rehabilitation efforts through coordinated marketing and education efforts with private lenders. The City will

Housing 3.11 CITY OF BLOOMINGTON, MINNESOTA

work with private lenders and agencies to hold home improvement fairs and workshops where residents can learn of public and private resources and loans available for home improvement projects. • Provide 50 purchase/rehabilitation loans by the year 2005. The City will offer purchase or refinancing assistance to families who agree to rehabilitate an older home. • Provide information on materials and services for “do-it-yourself” property owners undertaking home improvement projects.

Implementation Actions Policy Objective 1.3 • Provide loan incentives for the maintenance and rehabilitation of 50 rental units per year. Older rental complexes are particularly prone to Increase the amount falling into decline. As the major systems and amenities of rental proper- of rental housing ties age, monthly rent levels fall. Falling rental income in turn makes it rehabilitation. even more difficult for a property owner to find the money to make improvements and reverse the trend. To help escape the cycle of decline or avoid it altogether, the City will provide loan incentives to property owners for maintenance and rehabilitation of older rental property. •Continue the City’s quarterly rental housing collaboratives. The meetings include educational speakers on rental housing topics, promotion of available City assistance, and opportunities for feedback on the City’s policies. •Discourage crime in rental complexes through education on tenant screening and the Police Department’s Crime Free Multi-Family Hous- ing Program.

Policy Implementation Action Objective 1.4 •Provide funds for the acquisition and demolition of six substandard homes per year. Isolated structures which have deteriorated beyond Remove substandard repair should be identified, promptly removed, and replaced with uses homes. compatible with the neighborhood.

When enforced, housing, nuisance, and zoning codes provide assurance to Policy property owners and lending institutions that neighboring structures will not Objective 1.5 be allowed to impair their investment by deteriorating beyond standards established in the codes. This investment protection gives homeowners the Reduce the number of confidence to make major improvements in their own homes. substandard structures and code violations within Implementation Actions residential areas through active code enforcement. • Continue code enforcement inspections within targeted neighborhoods as part of the Community Enhancement Program. • Provide routine inspection on a systematic basis to increase the time- liness of code compliance. • Perform citywide education and enforcement inspections on specific, high priority code violations. As certain code violations become prevalent, enforcement personnel will identify violations citywide, educate the violating parties on the code requirements, encourage compliance, and

Housing 3.12 COMPREHENSIVE PLAN

follow up with enforcement action on properties that did not come into compliance. • Maintain sufficient code enforcement staff. • Continue the City’s Time-of-Sale Inspection Program. • Study the effectiveness of code enforcement procedures, notably neighborhood enhancement inspections and time-of-sale enforcement. • Educate residents regarding code compliance complaint procedures. • Sponsor periodic events where residents can drop off rubbish which they might otherwise store outside. • Assist residents who do not have the financial or physical ability to correct code violations. • Enforce non-residential codes. Run down nearby commercial or industrial areas can negatively impact neighborhood confidence in the same manner that dilapidated homes can.

A code enforcement program is only as strong as the Code it enforces. For Policy example, it is possible for a house to meet the requirements of the Uniform Objective 1.6 Housing Code but still have a negative impact on its neighborhood. Such a home might be fine structurally but have peeling paint, falling shutters, and Review the existing other cosmetic concerns. housing codes and enforcement procedures. A major difficulty with current code enforcement procedures is the lengthy Make revisions as time period often required to bring resolution to a code violation. Code viola- necessary. tions proceed slowly through the courts and compete for City attorney time with other pressing legal matters. Implementation Actions

• Complete a housing code review and present recommended changes to the City Council before the end of the year 2000. • Create a civil process in which judgments and fine assessments for nuisance and housing code violations can be decided outside of the court system. In the case of repeated violations, the authority to initiate corrective action and assess the costs of such action to the violating property would be available.

The City will establish a coordinated marketing initiative to make residents Policy aware of the many resources available for housing maintenance and reha- Objective 1.7 bilitation and to increase consumer confidence by publicizing the community’s commitment to successful neighborhoods. Promote community commitment to neighbor- Implementation Actions hood vitality and inspire continued consumer confi- • Perform market research. As the base for the initiative, periodic research dence in the future of will be conducted on what characteristics attract residents to Blooming- Bloomington’s residential ton, what improvements residents desire in their neighborhoods, and neighborhoods. why other residents choose to leave the city. • Package the City’s many efforts to spur rehabilitation, improve the physical infrastructure, and fight crime under the umbrella of a single, easily recognizable title.

Housing 3.13 CITY OF BLOOMINGTON, MINNESOTA

•Coordinate marketing efforts with the Bloomington School District. A quality school system is a key community attribute sought by most residents. Bloomington is fortunate to have highly regarded schools and will work with the School District to emphasize this fact in its promotional efforts. • Continue the distribution of promotional and educational newsletters to residents of targeted neighborhoods. Send promotional and educational newsletters to neighborhoods that are active in the Community Enhancement Program. The newsletters will feature recent public investments, document levels of private rehabilitation and maintenance, provide information on available public assistance programs, and encourage residents to join their neighbors in fixing up their homes. • Distribute regular information releases to the local and regional media and to existing homeowner’s associations and neighborhood groups. As positive information about neighborhood revitalization is received, the information will be shared with the media and neighborhood groups as another example of the initiative’s success. • Conduct community outreach. Educate residents on City requirements and available resources and promote the City’s commitment to neighborhood vitality.

Information on neighborhood indicators has always been tracked by the Policy City. Unfortunately this data is difficult to use in a comprehensive fashion Objective 1.8 since it is collected by several departments in different formats for varying geographic areas. Development of a computerized geographic information Develop and link system presents the opportunity to structure the data in a format that is information sources for accessible and more useful for policy and program analysis. neighborhood analysis. Implementation Actions

•Track neighborhood stability indicators in conjunction with the geographic information system. Track data such as property value changes, crime levels, nuisance complaints, and building permits issued for maintenance and rehabilitation projects. • Create permanent neighborhood level geographic areas for data tracking purposes. Bloomington is currently subdivided in a variety of ways such as census tracts, traffic analysis zones, neighborhood enhancement areas, and police sectors, many of which change boundaries over time. In order to compare data over time, permanent neighborhood level geographic areas are needed.

Crime is a major factor affecting neighborhood confidence. Few residents Policy will invest in home improvements if there is a major crime problem down Objective 1.9 the block. Bloomington has been successful in keeping crime levels low. Support anti-crime Crime prevention is a vital tool for inspiring consumer confidence and initiatives. Bloomington must continue to be tough on crime and respond immediately when crime levels rise in specific areas. Implementation Actions

• Continue the Police Department’s crime prevention and public relations efforts including the Neighborhood Watch Program; quarterly

Housing 3.14 COMPREHENSIVE PLAN

newsletters to block captains; annual block captain workshops; home security checks; Crime Free Multi-Family Housing training; Operation Identification; National Night Out; weekly reports in the local newspa- per; and a weekly show on the local cable access TV station.

Residents will be more likely to make investments in their homes if they are Policy tied in to the social fabric of their neighborhoods. Objective 1.10 Implementation Actions Foster neighborhood ties and encourage neighbor- • Expand the Neighborhood Watch Program. With over 300 active watch hood interaction. groups, nearly 50 percent of all households currently participate in the Neighborhood Watch Program. This program brings neighbors together to reduce crime in their communities. • Continue recreation programs at the neighborhood park level. • Continue to provide funding for clean up days in targeted neighborhoods. •Work with neighborhood groups to facilitate block parties through efforts such as Neighborhood Night Out.

Housing Provide life-cycle housing opportunities for all age Goal 2 groups, household sizes and income levels.

Bloomington’s senior citizen population has grown rapidly in recent years Policy and is expected to continue growing. Seniors frequently desire such special Objective 2.1 housing characteristics as one level living space, associations to handle Increase the number of maintenance and snow removal, services within walking distance, or easy units oriented to the access to transit. In order to live independently, seniors may need assistance special needs of seniors. with basic home maintenance tasks. Implementation Actions

• Encourage the development or redevelopment of life cycle housing for seniors. • Continue the City’s assistance program to enable seniors to continue living in their homes by providing home maintenance and in-home health care services. • Develop an “Adopt-A-House” program. This program will match seniors who require basic home maintenance assistance with organizations and neighborhood groups willing to volunteer such services. • Complete a senior study. The Bloomington Housing and Redevelopment Authority will undertake a comprehensive study of senior demographics, housing demand, and housing supply.

Housing 3.15 CITY OF BLOOMINGTON, MINNESOTA

Implementation Actions Policy Objective 2.2 • Retain existing opportunities for medium density, high density, and mixed use residential redevelopment in appropriate areas through Encourage redevelopment land use controls. For several years, the City has guided selected low of low density housing to density areas along transit corridors and near commercial service areas medium and high density for medium density, high density, and mixed use redevelopment. housing in appropriate areas.

To remain vital, cities must engage in a continual process of updating and Policy renewal. In order to be in a position to quickly respond to redevelopment Objective 2.3 opportunities or needs as they present themselves, the City will establish a Create a redevelopment redevelopment fund. fund through annual City contributions.

Bloomington currently provides a reasonable level of affordable housing. Policy The city falls within Metropolitan Council benchmark affordability levels for Objective 2.4 both owner occupied and rental housing. The best method for providing needed levels of affordable housing is to preserve viable existing affordable Preserve affordable housing. housing opportunities. Implementation Actions

• Through neighborhood planning efforts and land use controls, ensure that viable existing areas of affordable housing are preserved. • Encourage the use of available affordable housing resources to preserve housing with expiring federal rent assistance contracts. Changes in federal housing policy have the potential to reduce levels of affordable housing within Bloomington. The City will facilitate the preservation of these units by encouraging an extension of the program under current or alternative ownership.

The need for affordable housing is a function not only of housing cost but Policy also of work skills and employment opportunities. While government’s first Objective 2.5 priority should be to develop resident’s skills to provide for themselves, the City recognizes that there are residents without the ability to work and afford Provide or promote market rate housing. additional affordable rental housing. Implementation Actions

• Provide or promote 100 additional units of affordable small family (two to four persons) rental housing. • Provide or promote 50 additional units of affordable large family (five or more persons) rental housing. • Provide or promote 30 additional units of affordable special needs rental housing.

Housing 3.16 COMPREHENSIVE PLAN

Policy Through the Housing and Redevelopment Authority, the City will continue to pursue available funds for affordable housing and educate residents on Objective 2.6 available programs. Continue to actively pursue federal, state, and regional financial resources for affordable housing.

Implementation Action Policy Objective 2.7 • Offer downpayment and mortgage assistance for 20 first time home- buyers per year who would otherwise not be able to obtain Support home ownership conventional financing. for low income residents.

Policy Benchmark indicators for Bloomington established through the Livable Objective 2.8 Communities Act are included in the Technical Appendix.

Use Livable Communities Act benchmark indicators for communities of similar location and stage of development as affordable and life-cycle housing goals for the period 1996 to 2010.

Housing 3.17 Section 4: Transportation Element

4.1 lo o m i n g t o n ’s transportation mission is to facilitate I n t r o d u c t i o n m ovement of people and goods quick l y, safely, Bi n e x p e n s i ve l y, and comfortably to any desired destination w h i l e, at the same time, seeking to minimize associated negative impacts on community livability. Transportation is not an end in and of itself, but rather one of many means to ach i eve a desirable and livable community. Toward this end, the City advocates a range of transportation infrastructure, roadways, and fixed guideway s , walkways and bikeways, to support a family of vehicles, each operating successfully side by side and in a manner that minimizes conflicts with surrounding land uses.

Transportation 4.1 4.2 Roadway Network

Historical Origins system to support the mov e m e n t ntil the mid-1800s, of goods and people between UM i n n e s o t a ’s primary trans- farm and market. Dirt roads for portation corridors were not horses and wagons were estab- roads, but rivers. Native lished primarily along the section Americans traveled, settled, and lines. To d a y, the original section traded along the Minnesota, roads, such as Portland, Ly n d a l e, Mississippi, and other area rivers Penn, France, and Normandale, for centuries. The first European each spaced one mile from the explorers and settlers also relied previous, have become primary primarily on the rivers. Early activ- streets in Bloomington. Primary ity centers such as Fort Snelling, east-west streets, such as 86th St. Paul, and Shakopee were sited and 102nd, were also first based on their river accessibility. constructed as section roads. To augment river transportation Without bridges over major rivers, between these early activity travelers relied on ferries. The centers, overland trails were laid “Bloomington Ferry” was a major out. One of Bloomington’s first Minnesota River crossing for roads originated as the trail those travelling the Shakopee connecting Fort Snelling with Road. As discussed in S h a k o p e e, commonly referred to Bloomington on the Minnesota as the Shakopee Road. To d a y ’s (1976, Judith A. Hendricks, Editor), Old Shakopee Road generally the Bloomington Ferry was estab- follows the alignment of this origi- lished in 1852 at a spot long used nal trail. by Native Americans for fording In the 1850s the government sold horses. When Bloomington’s first most of the land that currently Minnesota River bridge, the comprises Bloomington to settlers “Bloomington Ferry Bridge”, was who started farms. It then became completed at the same spot in necessary to have a roadway 1890, the ferry went out of busi- Transportation 4.2 ness and the ferryman became the Existing Roadways that accommodates frequent bridge watchman. A second Roads serve two major functions: driveways to the multi-lane free- Minnesota River bridge was to provide mobility and to provide way with well-spaced, grade completed at Cedar Avenue land access. From a design stand- separated interchanges. Figure 4.1 in 1892. point, these functions are depicts the functional classification of roads in Bloomington. Over the years, Bloomington’s divergent. The mobility function is original roads were upgraded best served through a design that The typical characteristics of each from trails to dirt and gravel roads encourages continuous, high class of road are described in to paved roads. As farms were speeds while the land access Table 4.1. These characteristics c o nverted to development, espe- function is best served by a design can and do vary, however. While cially in the 1950s and 60s, local that encourages low speeds. To the table provides a general feel streets were added and the accommodate these equally for the relative purpose and role of section roads were expanded. necessary but incompatible func- each street class, individual Bloomington is now fully devel- tions, a hierarchy of roads has streets can depart from these typi- oped and the urban roadway been developed which is cal characteristics in some system is essentially complete. commonly referred to as func- circumstances. Figure 4.2 d e p i c t s To d a y ’s transportation planning tional classification. Each road the number of lanes for each focus is not on building new roads has its service to perform and Bloomington roadway. but on renewing, managing, and needs to be designed accordingly, Jurisdiction over roadways in improving the existing roads. from the local residential street Bloomington is designated to or

Table 4.1 Typical Roadway Characteristics by Functional Classification

Characteristic Principal Arterial Minor Arterial Collector Local Place Interconnect metro Interconnect major Interconnect Interconnect blocks Connections centers and traffic generators, neighborhoods within residential regional business supplement primary and minor neighborhoods and co n c e n t r a t i o n s ar t e r i a l s business land parcels within concentrations non-residential developments System To other principal To principal arterials, To minor arterials, To collectors and Connections arterials and select- other minor arteri- other collectors, other local roads, to ed minor arterials als, collectors, and and local streets some minor arterials some local streets Trips Greater than 8 2-6 miles at 1-4 miles at low to Under 2 miles miles, 5 of which on moderate speeds moderate speeds at low speeds the principal arterial Mobility vs. Emphasis on mobil- Emphasis on mobil- Equal emphasis on Emphasis on land Land Access it y , no land access it y , land access mobility and land access, not on al l o wed should be minimized access mobility Intersections Grade separated Traffic signals and Four way stops As required de s i r a b l e , required cross street stops and some traffic for freeways signals Management Ramp metering, Traffic signal Number of lanes, As necessary Tools preferential progression and traffic signal treatment for tran- spacing, land access timing, land access sit, interchange/ ma n a g e m e n t / management intersection spacing control, preferential treatment for transit Vehicles/Day 25 , 0 0 0 - 2 0 0 , 0 0 0 5, 0 0 0 - 3 0 , 0 0 0 1,000-15,000 Less than 1,000 Speed Limits 55-65 mph 35-45 mph 30-40 mph Maximum 30 mph Right of Way As required 100-120 feet 80 feet 60 feet

Source: Based on Metropolitan Council Functional Classification System Criteria, Transportation Policy Plan Appendix, 1996

Transportation 4.3 Figure 4.3 Roadway Jurisdiction

Source: Bloomington Traffic Division, 1999

shared by the City, County, and considered anticipated land devel- instances as future decades could State. Generally, the Minnesota opment and other trip generation revitalize a new generation of Department of Tr a n s p o r t a t i o n factors. Some of the 2020 fore- redevelopment and transportation maintains the interstate and trunk casted volumes were calculated needs, including new and alter- highway system on behalf of the by using a 2% annual trip growth nate travel modes in addition to State, Hennepin County maintains rate. Some forecasts were accommodation of greater the County State Aid Highways adjusted from that calculation on volumes. system, and the City maintains the the basis of land development The Bloomington 2020 travel fore- remaining roadways. Figure 4.3 maturity or anticipated change of casts do not differentiate or assign depicts roadways within trip generation rate in the travel modal splits. The availability of Bloomington under State and shed. In addition, some of the alternate mode trip accommoda- County jurisdiction. calculated forecast volumes were tion in Bloomington is anticipated The City’s Traffic and adjusted because of modifications to a limited degree. Although Transportation Division has to the infrastructure such as the alternate modes are a very impor- prepared average daily traffic planned construction of the 79th tant and foresighted component forecasts for the year 2020 for Street/80th Street Bridge over of the transportation system B l o o m i n g t o n ’s arterial and collec- I-35W and the Nord Av e n u e within the region and within tor streets. These 2020 forecasts Bridge over I-494. Bloomington, the percentage of along with year 2000 volumes are Some collector level streets are trips carried is anticipated in the depicted in Figure 4.4. Year 2000 forecast to experience little single digit range and will not volumes were used as a base from change in the next 20 years. diminish the necessity for excel- which to forecast the 2020 Generally the infrastructure of lent and extensive street and volumes. The forecast methodol- street section and rights of way highway capacity. ogy used multiple data inputs and should not be diminished in those Transportation 4.4 [Insert Figure 4.1: Functional Roadway Classification – 11 x 17 fold out, color map]

Transportation 4.5 blank

Transportation 4.6 [Insert Figure 4.2: Through Lanes in Each Direction – 11 x 17 fold out, black and white map]

Transportation 4.7 blank

Transportation 4.8 [Insert Figure 4.4: Daily Traffic Volumes – 11 x 17 fold out, black and white map]

Transportation 4.9 blank

Transportation 4.10 [Insert Figure 4.5: Traffic Analysis Zones – 11 x 17 fold out, black and white map]

Transportation 4.11 Blank

Transportation 4.12 COMPREHENSIVE PLAN

Traffic forecasts on the regional Roadway congestion is a complex congestion. Bloomington’s strate- roadway system are prepared by phenomenon that is influenced by gy for combating congestion the Metropolitan Council. To numerous issues, many of which includes the following elements: assist the Metropolitan Council in are beyond the jurisdiction of indi- • Pursue roadway improvements preparing regional traffic fore- vidual municipalities. A detailed • Use technology to make the casts, Table 4.2 depicts the City’s analysis of congestion would have existing transportation system household, population, and to include discussion of issues as more efficient employment forecasts out to the varied as federal tax policy, feder- •Take steps to reduce travel year 2020 broken down by traffic al and state highway funding, demand, especially during peak analysis zones for easy insertion regional growth management periods into the regional model. Traffic strategies, fuel prices, and con- Analysis Zone boundaries are sumer housing preferences to • Coordinate land use and trans- depicted in Figure 4.5. name only a few relevant issues. portation decisions Perhaps the largest factor influ- Roadway Improvements Roadway Network encing congestion that cities can Challenges Bloomington will work toward directly impact is local land use. numerous roadway improve- Congestion Cities could, in theory, enact land ments to increase roadway capac- use controls to keep density of ity, remove existing bottlenecks, The most significant challenge development low enough to avoid and enhance efficiency and safety facing Bloomington’s roadway overtaxing transportation infra- through improved operational network in the next 20 years is structure. Such an approach integrity of the travelways and increasing congestion, particular- would, however, result in many supportive networks. These ly on the regional highway sys- undesirable consequences. improvements are discussed in tem. Congestion is costly to socie- Businesses and the residential the section on Planned Roadway ty in environmental terms and and institutional uses that follow Improvements. represents a significant drain on employment opportunities would the economy. Severe congestion Increased Efficiency through be forced ever outward, leading to can have a large impact on the New Technology inefficient land use patterns, con- ability to attract residents and Bloomington will continue to tinuing infrastructure expansions, employers and thereby affect the identify, promote, and implement and longer trip distances which growth of a community. technologies that can increase the would itself increase congestion. Bloomington must continue to efficiency of existing transporta- The lack of density would make it take aggressive steps to combat tion infrastructure. Some of this very difficult to provide transit congestion. technology, such as ramp meter- service. Resulting sprawl would ing and traffic dependent signal Many experts argue that conges- consume valuable farmland and timing, has been around for many tion is unavoidable in a large met- open spaces. Such an approach years, but continues to improve. ropolitan region such as the Twin would also be in conflict with the Other technology is new. Cities, that congestion is a natural market dynamics that drive busi- stage in the evolution of a city, nesses in their locational deci- Intelligent Transportation System and that a region cannot simply sions. For these reasons, the (ITS) technology has proven to be build its way out of congestion. Metropolitan Council has wisely applicable in numerous trans- Congestion can be seen as one pursued a policy of focusing portation systems. Recently, an function of growth and prosperity. growth within and along the I- ITS has been implemented along Every large American metropoli- 494/694 corridor. I-494 and its parallel arterials on tan area sees congestion. the north and south sides. This There are meaningful steps that Successful cities throughout histo- system allows a controller to view cities can take individually and in ry have been congested. Still, traffic conditions through video groups to combat congestion. there continues general agree- cameras and street detectors and Bloomington will continue to work ment that steps can and should be use variable and changeable mes- individually and with multi-juris- taken to minimize congestion by sage signs to guide travelers off dictional groups, such as the I-494 assisting the transportation infra- the freeway and onto the parallel Corridor Commission and the I- structure toward increased capac- routes for a segment to avoid a 35W Solutions Alliance, to combat ity and efficiency. traffic accident.

Transportation 4.13 CITY OF BLOOMINGTON, MINNESOTA

Table 4.2 TAZ Household, Population and Employment Forecasts

Households Population Employment TAZ 2000 2010 2020 2000 2010 2020 2000 2010 2020 471 295 130 583 599 330 1,111 6,790 9,113 14,202 472 - 1,191 1,736 0 2,056 2,999 9,156 11,795 11,795 473 686 676 676 1,372 1,442 1,442 11,805 15,801 15,801 474 910 905 918 2,651 2,639 2,670 3,104 3,304 3,504 475 1,111 1,105 1,121 2,492 2,477 2,514 560 560 560 476 1,117 1,112 1,126 2,318 2,307 2,340 375 375 375 477 2,265 2,350 2,378 5,204 5,404 5,470 1,594 1,619 1,644 478 1,150 1,144 1,159 2,892 2,879 2,914 100 100 100 479 803 799 810 1,797 1,788 1,814 222 222 222 480 740 736 745 1,869 1,861 1,882 97 97 97 481 856 851 863 2,013 2,002 2,030 2,096 2,296 2,496 482 270 268 272 785 781 790 1,050 1,250 1,450 483 82 69 70 191 160 163 2,538 2,738 2,938 484 183 181 184 459 455 462 1,476 1,676 1,876 485 808 806 817 1,831 1,826 1,851 373 398 423 486 645 720 729 1,389 1,564 1,586 4,046 4,196 4,346 487 979 974 988 2,010 1,998 2,031 2,364 2,464 2,564 488 209 208 211 470 468 475 2,365 2,465 2,565 489 1,295 1,294 1,313 2,707 2,704 2,749 655 655 655 490 1,126 1,127 1,142 2,970 2,973 3,008 221 221 221 491 2,359 2,354 2,383 6,077 6,065 6,133 571 571 571 492 2,102 2,206 2,237 4,703 4,946 5,019 1,561 1,561 1,561 493 1,749 1,769 1,794 3,996 4,043 4,102 779 779 779 494 976 972 985 2,348 2,339 2,369 288 288 288 495 590 587 595 1,497 1,490 1,509 489 489 489 496 35 34 35 145 144 146 3,796 3,896 3,996 497 219 218 221 522 520 527 2,669 2,669 2,669 498 615 613 621 1,549 1,544 1,563 330 330 330 499 204 203 206 233 230 237 3,207 3,407 3,607 500 - - - 0 0 0 6,246 6,396 6,546 501 1,568 1,565 1,586 3,783 3,776 3,825 1,863 1,863 1,863 502 639 635 644 1,264 1,255 1,276 3,331 4,191 4,391 503 1,015 1,013 1,026 2,359 2,354 2,384 251 251 251 504 312 311 313 575 573 578 6,621 8,501 8,526 505 1,580 1,598 1,624 3,740 3,782 3,843 190 190 190 506 628 630 644 1,486 1,491 1,524 224 224 224 507 1,726 1,745 1,769 4,211 4,256 4,312 72 72 72 508 682 679 689 1,519 1,512 1,535 1,131 1,181 1,231 509 1,196 1,190 1,205 2,911 2,898 2,933 342 342 342 510 1,262 1,297 1,318 2,726 2,808 2,857 5,625 6,011 6,211 511 1,372 1,367 1,383 3,398 3,387 3,425 379 379 379 512* - - - 0 0 0 857 857 857 517* 2 2 2 8 8 8 3,371 5,987 6,087 534* - - - 0 0 0 3,177 3,202 3,227 535* 2 2 2 6 6 6 2,460 2,485 2,510 537* - - - 0 0 0 586 611 636 541* 37 34 35 97 89 91 0 0 0 542* - - - 0 0 0 528 528 528 Citywide 36,400 37,674 39,162 85,172 87,632 90,503 101,931 118,606 126,195 Source: Bloomington Planning Division, October 2003

Transportation 4.14 The City has recently applied for a the taxpayer since transportation exist in Bloomington on I-35W TEA-21 grant to install variable systems need to be sized to meet south of 86th Street and are message signs in the Airport heavy demands that are present proposed for implementation on South District. for only a portion of the day. I-35W north of 86th Street by Another promising new technol- Congestion could be substantially 2003. The flexibility to provide for ogy is the wealth of traffic reduced if employers and employ- H OV lanes is included in prelimi- information available on the web. ees were willing to stagger work nary MNDOT plans for I-494 Travelers can view real time hours. Staggered work hours i m p r ovements throughout photos and maps of traffic condi- would more evenly disperse trips B l o o m i n g t o n . Section A4.1 of the tions. The information can be over the course of the day and appendix provides detailed infor- used to select an alternative, less reduce the number of trips taken mation on the location of existing congested route or to delay a trip during peak periods, thereby freeway ramp meters and HOV until travel conditions improv e . reducing congestion. The City of ramp meter bypasses. Travelers can even receive daily e- Bloomington has a role to play in Methods to make transit more mail summarizing traffic encouraging staggered work viable and attractive include conditions along their route and hours by promoting the benefits to service improvements, transit projecting travel time. local employers and by setting a vehicle signal preemption, bus positive example through its own shoulder authorization, conv e- As technology advances, there work hours. nient park and rides, bus shelters, will continue to be new applica- and timed transfer stations. tions for increasing transportation Another way TDM strives to Recommendations regarding efficiency. i m p r ove the efficiency of existing transportation systems is by needed transit improvements in Reducing Travel Demand encouraging the public to choose Bloomington are offered later in Bloomington will work with local modes of travel such as carpools this element. employers and neighboring cities and transit that have a lower One of the best ways to encourage to combat congestion through impact on congested roadways. commuters to consider alterna- Transportation Demand Manage- Increasing the occupants per vehi- tives to the single occupant ment (TDM). TDM is a general cle reduces the vehicles on the vehicle is through promotion at name given to a variety of tech- road, which in turn reduces the workplace. A few examples of niques designed to reduce congestion. While reducing incentives and resources that congestion by altering individual congestion is an important objec- employers can provide include: travel behavior and the ov e r a l l tive in and of itself, multiple • Ride matching services demand for travel, especially in occupant vehicles have the added • Lobby kiosks with transit, peak periods. benefit of improving air quality, carpooling, and commuting infor- One clear inefficiency in our reducing resource consumption, mation present transportation system is and lowering the need for parking • Commuting newsletters spaces. However, conv i n c i n g the peaking phenomenon, often • Commuter fairs large numbers of people to referred to as “rush hour”. Since • Bus shelters most people’s work hours start carpool or use transit is not an • Sidewalks to bus stops and end at roughly the same easy task. The single occupant • Subsidized or free bus passes times, a large burden is placed on vehicle is widely regarded as the to interested employees for a the road and transit systems most flexible and desirable mode short period to encourage during these periods. To minimize choice. Most commuters will employees to give transit a try and congestion, transportation resist a change in modes unless see if it works for them systems are designed with the they can realize substantial time • Preferential carpool/vanpool peak period in mind. Highways and/or cost savings. parking that are frequently congested Methods of encouraging during peak periods may be well commuters to consider carpooling • Vanpool subsidies under capacity at other times. include high occupancy vehicle • Showers and lockers to Large buses that are full during ( H OV) lanes, HOV ramp meter encourage biking to work rush hours may run close to empty bypasses, preferential parking for Area cities are starting to require at non-peak times. The peaking carpools, and ride-matching new development within phenomenon is very expensive for services. HOV lanes currently congested areas to commit Transportation 4.15 resources and prepare plans that Safety • Perform snow and ice remov a l document how developers, as necessary. Safety has historically been and employers, and property will continue to be a principal City Figure 4.6 depicts traffic accidents managers will encourage employ- focus in managing its transporta- for the two year period 1997-1998 ees to place less of a burden on tion infrastructure. To promote while Table 4.3 depicts traffic acci- the transportation system. These roadway safety, the City will dent levels between 1995 and plans are referred to as pursue the following actions: 1998. It should be noted that Transportation Management nearly all of the more extensive • Use fundamentals of visibility, Plans (TMPs). Bloomington has accidents with high property spatial relationships, adequate required TMPs in the past by damage and personal injury occur geometrics, and appropriate condition of approval but they are on streets with regulatory traffic gradients in roadway design. not yet required by the City Code. control devices (signals and stop As recommended by the I-494 • Consistently apply warranted signs) present. Only a small Corridor Commission, Blooming- traffic control devices. percentage of reported traffic ton will consider Code • Acquire adequate right of way accidents, less than 3% in amendments to require TMPs for to provide for safety enhancing Bloomington, occur on the local new development meeting appro- features such as medians and street network where statutory priate thresholds. The City will boulevard type sidewalks. l aws dictate the rights of way and also work with business organiza- • Include accessible ramps at traffic operating obligations. This tions such as the Chamber of sidewalk intersections with streets. fact is repeatedly demonstrated Commerce to promote implemen- on an annual basis in • Provide raised median channel- tation of TDM methods within Bloomington. existing businesses. ization when feasible. Land Use and Tra n s p o r t a t i o n • Separate turn lanes when Coordination feasible. Bloomington will work to reduce • Require setbacks sufficient to the need to travel by promoting a maintain visibility and safety. variety of land uses well distrib- • Permit driveway designs and uted throughout the City. Tr i p locations only in conformance lengths can be reduced if resi- with the City’s access manage- dents have access to goods and ment practices. services in close proximity to their • Coordinate reviewing and homes. Cutting the length of trips permitting of access to county and in half reduces congestion as state roadways with appropriate much as cutting the number of agencies. trips in half. The City will also • Take access and safety factors reduce the need for motorized into consideration in the review of travel by promoting mixed land development proposals. Access uses and non-motorized vehicle management has the added bene- access ways. Residents may prefer fit of improving street capacity. to leave their cars at home and walk or bike to pick up a gallon of • Enforce traffic laws and imple- milk or go out to eat, but only if ment promising, emerging their destination is in close prox- enforcement techniques. imity and can be safely and • As new development or rede- pleasantly reached by non-motor- velopment occurs, encourage ized means. land uses that are compatible with adjacent streets. • Minimize obstacles and safety hazards at the sides of roadways. • Provide appropriate street lighting levels.

Transportation 4.16 [Insert Figure 4.6: Traffic Accidents 1997-1998 – black and white, 11 x 17]

Transportation 4.17 Blank

Transportation 4.18 Compatibility with Table 4.3 Reported Traffic Accidents, 1995 - 1998 Residential Areas Crashes Reported A frequently voiced resident Roadway System Total Yearly concern relates to the issue of Type of Crash Mileage 1995 1996 1997 1998Average traffic in residential neighbor- All Routes - Total 420.5 2496 2577 2462 2469 2501 hoods, particularly in regards to Fatal 5 0 5 6 4 volume and traffic law violations or driving manner. Like most Personal Injury 793 780 765 772 778 American cities, Bloomington’s Property Damage 1,698 1,797 1,692 1,691 1,720 streets are set up in a hierarchical Interstates - Total 14.8 865 917 873 966 905 fashion, ranging from a typical low volume local street, to a Fatal Crashes 2 0 2 2 1.5 collector street such as Xerxes Personal Injury 209 201 214 256 220 Avenue or 12th Av e n u e, to a Property Damage 654 716 657 708 684 minor arterial such as Old Shakopee Road, to a principal USTH System - Total 5.2 53 62 98 115 82 arterial such as I-35W. Each street Fatal 0 0 0 1 0.25 has its role, which is reflected by Personal Injury 9 14 25 30 20 traffic volumes and speed and by the design and width of the street Property Damage 44 48 73 84 62 itself (see Table 4.2). Problems MNTH System - Total 3.1 86 114 91 109 100 begin to occur when congestion Fatal 0 0 0 0 0 or some other bottleneck becomes severe enough to cause Personal Injury 20 29 24 33 27 drivers to leave higher volume Property Damage 66 85 67 76 74 streets for alternative routes or CSAH System - Total 29.4 834 772 727 620 738 “short cuts” along streets that were not expected to carry that Fatal 1 0 3 0 1 level of traffic. Frustrated with the Personal Injury 305 290 276 247 280 d e l a y, drivers may ignore posted Property Damage 528 482 448 373 458 or statutory speed limits, stop signs, or signal lights, thereby MSAS System - Total 73.7 498 560 498 527 521 creating safety hazards. Fatal 2 0 0 1 0.75 A desirable, livable community Personal Injury 194 199 164 179 184 needs an efficient roadway trans- Property Damage 302 361 334 347 336 portation system. But such a community also needs safe and Municipal quiet neighborhoods. Achieving a System - Total 294.3 160 152 175 132 155 balance requires efficient arterial Fatal 0 0 0 2 0.5 and collector streets with minimal Personal Injury 56 47 62 27 48 bottlenecks coupled with local streets that do not encourage Property Damage 104 105 113 103 106 speeding or cut-through traffic Source: Minnesota Transportation Information System Yearly Accident Reports and residents who are willing to conscientiously monitor their Traffic Law Violations tions on local residential streets, driving behavior. The following While traffic law violations and parents are more likely to let chil- text discusses residential area less conscientious driving habits dren cross randomly, and children violation and volume issues and occur on all levels of streets, they are more likely to play in the recommends specific approaches are of particular concern on local street. The shortage of sidewalks for addressing each. residential streets. Because of along most local Bloomington lower volumes and lower speeds, streets often forces children and residents may take fewer precau- adults to use the street when

Transportation 4.19 walking or biking. In this environ- compliance issue will therefore element to the City’s approach on ment, running a stop sign, start with a coordinated effort to this issue. The numerous roadway speeding, not yielding the right of improve driver behavior. Since the i m p r ovements discussed in the w a y, and not driving in a careful, vast majority of all trips on local next section are proposed to conscientious manner is particu- residential streets are made by address specific congestion points larly objectionable and may be residents of the neighborhood and bottlenecks. Improving traffic dangerous. themselves, this effort must flow on more direct, higher There are at least two classes of include significant neighborhood volume streets will reduce the traffic law violators on local resi- participation. As a springboard for number of non-neighborhood dential streets, those who live in neighborhood participation, traffic law violators on local resi- the neighborhood and those who Bloomington will use the existing dential streets. do not and may live a great Neighborhood Watch Group and Design Considerations/Traffic distance aw a y. The first class is National Night Out structure to Calming Study raise this issue, foster discussion, most common. For the driver who If traffic law violations remain and build awareness. Neighbor- lives in the neighborhood and persistent at specific locations, the hood groups could then take violates traffic laws and careful City will consider the feasibility of actions such as distributing practices, the problem can only be design features or intelligent brochures or encouraging neigh- addressed through changing the transportation systems to physi- bors to sign traffic law compliance driver’s behavior whether through cally discourage violations. pledges. The effort must utilize voluntary means, enforcement, or Drivers tend to choose a speed other communication devices, as mandatory or influencing that is comfortable to maintain well, such as the City newsletter, restraints. The violating driver given the design and operational City website, community televi- from outside the neighborhood is characteristics of their roadway. sion, and occasional signs at key usually not there by choice but by Communities across the country locations. virtue of congestion or bottle- have been experimenting with necks on a more direct, higher Improved Traffic Law Enforcement design features that reduce a volume roadway. Their violations Bloomington will also step up traf- d r i v e r’s comfort level in order to may be a function of frustration, fic law enforcement on local slow down traffic and reduce the of being unable to meet a deadline residential streets. This effort will s t r e e t ’s appeal as a cut through. due to congestion or bottlenecks. require additional personnel Such design features are Such a driver identifies less with focused specifically on neighbor- commonly referred to as traffic the neighborhood and may be less hood traffic. To promote calming measures and can likely to change behavior volun- self-enforcement, more speed include features such as stop tarily. They may also be out of the trailers may be required. New signs, speed humps, narrowing, reach of City traffic law compli- enforcement technologies should chicanes, turn restraints, and ance marketing efforts. Unlike the also be explored and tested. One continuity diminishment among violator who resides in the neigh- such promising technology can many others. More dramatic borhood, it may be possible to take a photo of the license plate of traffic calming measures such as eliminate the non-neighborhood drivers who run a red light or diagonal diverters or cul-de-sac violator if the congestion, bottle- exceed a certain speed. Wi t h closures involve route influencing neck, or route inadequacy that appropriate state legislation, a physical barriers within streets to forces them onto the local resi- warning letter or even citation redirect traffic flow. A Bloom- dential street in the first place can could then be sent to the regis- ington example of this feature can be addressed. tered owner of the vehicle. be seen on James Avenue at 92nd Coordinated Effort to Improve Clearly, privacy issues will need to Street. Formerly a through street, Driver Behavior be addressed with any such a diagonal diverter was added to technology. James Avenue to separate indus- While there are important steps trial and residential traffic. that government can take to Roadway Improvements Bloomington has historically encourage traffic law compliance, In addition to an effort to change employed cul-de-sacs, street in the end, change is up to the driver behavior and increased loops, severances, turn restraints, individual driver. Bloomington’s enforcement, planned roadway and other operational manage- approach for addressing the improvements are another central ment techniques. Transportation 4.20 The City will undertake a study of which is possible to do with new Division will establish comment traffic calming measures to assess development or redevelopment procedures. These procedures will their impact and to consider their but is not helpful to existing be summarized in an easy to read feasibility for added implementa- incompatible residential uses. In brochure that will assist neighbor- tion in Bloomington. Any other cases, excess volumes are hoods in understanding the implementation of traffic calming primarily a reflection of cut process for complaint review. The measures must take into consid- through traffic due to congestion procedures will also discuss when eration impacts on pedestrians, or bottlenecks on principal the City will undertake special bicyclists, emergency vehicles, as streets. In these cases, volume studies to further assess identified well as costs and benefits. can be addressed through road- problems and the review those C l i m a t e, maintenance needs, and way improvements or design studies will receive at the Tr a f f i c safety must also be considered. features as discussed below. and Transportation Advisory Since most Bloomington local The route drivers select is usually Commission and the City Council. residential streets do not have based on time. If an alternative sidewalks, residents use the road- route can save time, drivers will way for walking or biking. Any tend to use it. When congestion or design feature that narrows the bottlenecks affect more direct, roadway to calm traffic may higher volume streets, drivers create negative impacts to walk- seeking short cuts may result in ers and bikers who also need to excess volumes on particular use the roadway. Implementation stretches of neighborhood streets. of traffic calming may therefore The best option and the City’s first require installation of a sidewalk strategy for addressing these situ- along the affected roadway before ations is to correct the bottleneck other restraining devices and that is creating or influencing the added. cut through traffic. To this end, the Traffic Volumes in Residential next section discusses numerous Neighborhoods/Cut Through proposed short and long range Traffic improvements to the Bloomington The level of automobile traffic on roadway system. adjacent streets is a significant In some cases, however, bottle- concern for some Bloomington necks will not be easy to correct. residents. In some cases, the Cost or physical circumstances volumes may simply be a reflec- will preclude or significantly delay tion of a street’s functional their correction. In these cases, classification and may be the City will consider the feasibil- unavoidable. Bloomington does ity and appropriateness of design have many high volume arterial features that discourage use of and collector streets with adjacent local residential streets as cut residential land uses where the throughs. These features will be traffic volumes are not a reflection further discussed in a study of of cut through traffic but of traffic traffic calming measures to be generated within the immediate prepared by the Traffic Division. area travelling the expected route. Such measures will need to be In these cases, traffic volume implemented in a manner that impacts must be addressed does not simply transfer the cut through encouraging compatible through traffic to the next local land uses and appropriate physi- residential street. cal design (setbacks, building To promote an orderly and consis- orientation, structural type, tent approach toward complaints acoustic insulation, window regarding traffic law compliance placement, etc.) along the route, and traffic volume, the Tr a f f i c

Transportation 4.21 Planned Roadway development does not negatively phased into the construction Improvements impact upon future right of way program. By policy established needs, the Zoning Ordinance with the Pavement Management To combat congestion, improv e requires all building setbacks to Program by the City Council s a f e t y, promote residential be measured from planned, in1992, transitional streets are c o m p a t i b i l i t y, and meet the needs widened right of way lines. Right eligible for overlay as a pavement of forecast future development, of way needs are documented on rehabilitation strategy. Sealcoats the City proposes numerous an official map maintained in the can be applied provided existing i m p r ovements to the existing Public Works Department. For pavement conditions conform to roadway system. These improv e- illustration purposes, a non-offi- standards established in the ments are depicted in Figure 4.7 cial map depicting minimum right Pavement Management Program. and summarized in the of way requirements is included Figure 4.9 depicts the location of Transportation Element Appendix. within this plan as Figure 4.8. transitional streets in Some of the depicted improv e- Bloomington. ments are already scheduled for There are streets in Bloomington construction; others are included that lack structural integrity, lack simply to be held in abeyance for curb and gutter, or have faulty future evaluation. Those held in drainage circumstances. The City abeyance may or may not ever Pavement Management Program materialize depending on future generally defines these streets development and traffic with temporary base or surface conditions. character as “transitional streets”. The City of Bloomington intends Roadway improvements require all streets to become permanent sufficient physical space for in structure type as they can be construction. To ensure that new

Figure 4.9 Transitional Streets

Source: Bloomington Traffic Division, February 2000

Transportation 4.22 [Insert Figure 4.7: Roadway Improvements – color, 11 x 17 map]

Transportation 4.23 Blank

Transportation 4.24 [Insert Figure 4.8: Minimum Right of Way Requirements – 11 x 17, black and white map]

Transportation 4.25 Blank

Transportation 4.26 4.3 Transit

loomington supports the transit (LRT) service, new bus Bp r ovision of a high quality s e r v i c e, and, in the long term, transit system as a way to: potentially commuter rail. • p r ovide transportation to resi- Given increasing traffic levels on dents who do not have access to the region’s principal arterials, an automobile or who choose limited roadway expansion fund- transit as their preferred mode; ing, tightening env i r o n m e n t a l requirements, planned transit • manage congestion on area infrastructure inv e s t m e n t s , roadways; increasing employment density, • increase the number of poten- and the temporary loss of road- tial employees with easy access to way capacity that will be created employment in Bloomington; by planned construction projects, t r a n s i t ’s role in Bloomington will • promote additional economic expand in the future. Bloomington development; will work with transit providers in • conserve natural resources; this time of transition to facilitate and, high quality transit service and address the deficiencies of the • diversify transportation options current system. available to Bloomington residents. Existing Transit Transit service in Bloomington is System in a state of transition. Future B l o o m i n g t o n ’s existing transit federal and state transit funding system consists primarily of levels are uncertain. The region’s several bus routes, as depicted in primary transit prov i d e r, the Figure 4.10. The frequency of Metropolitan Council through its service varies among the routes. Metro Transit Division, is in the Several of the routes operate only process of redesigning its service. during peak morning and evening M e a n w h i l e, major transit commuting times. Route 5 i m p r ovements are planned in (connecting the Mall of America Bloomington, including light rail with downtown Minneapolis via Transportation 4.27 Chicago Avenue) has the longest ties south of the Minnesota River. this service include older adults, operating period, from 5 a.m. until Two of Minnesota Va l l e y ’s bus children, families, and people with midnight. Service is operated by a routes (77 and 42) stop at the Mall disabilities. variety of providers, including: of America and another route (31) M e t ro Mobility - Metro Mobility, M e t ro Transit - A division of the connects the Burnsville Tr a n s i t a division of the Metropolitan Metropolitan Council, Metro Station with portions of western Council, offers door to door bus Transit operates most scheduled Bloomington. service for individuals with bus service in Bloomington. Metro S o u t h west Metro Transit - disabilities. Transit routes focus on taking Southwest Metro Transit operates Volunteers Enlisted to Assist riders to downtown Minneapolis bus service in Eden Prairie, People (VEAP) - VEAP has a or to subregional transit hubs Chanhassen, and Chaska. network of volunteer drivers such as the Mall of America, Southwest Metro links the Mall of offering rides to medical appoint- Southdale, or Southtown. America with Southwest Station ments to individuals with no other BE Line - BE (Bloomington- in Eden Prairie via local (590) and transportation resources. express bus routes (53M). Edina) Line service currently P r i vate Services - Transit in consists of two bus routes (88 and U n i versity of Minnesota - The Bloomington is also provided by 89) that circulate through University of Minnesota operates numerous private taxicab compa- Bloomington and Edina between bus service to bring riders to the nies and private disability Southdale and the Mall of U n i v e r s i t y. One of these routes transportation services. America. BE Line Service is (52A) originates at the Mall of p r ovided by a private bus America. company under a contract admin- City of Bloomington - The City istered by the Metropolitan of Bloomington, through its Council. Human Services Division, offers Minnesota Valley Transit - group route, door to door bus Minnesota Valley Transit operates service within Bloomington using bus service in several communi- two buses. Those eligible to use

Transportation 4.28 [Insert Figure 4.10: Bus Routes and Park and Rides – 11 x 17 fold out, black and white map]

Transportation 4.29 BLANK

Transportation 4.30 COMPREHENSIVE PLAN

Planned Transit Figure 4.11 LRT Route, 2003 Improvements Downtown Minneapolis 35W LRT Nicollet Mall University of The Minnesota Department of Gov’t Center Minnesota Transportation plans to con- Metrodome NORTH struct the region’s first LRT line to link downtown Minneapolis, Cedar/Riverside the international airport, and the Mall of America in East Bloomington (see Figure 4.11). Franklin 94 The project currently has state and local level funding and is awaiting federal funding. This

“Hiawatha” LRT line is currently East Lake St projected to be operational in 55 Mississippi River

Bloomington in late 2004. Hiawatha Avenue The LRT system will consist of 35W electrically powered vehicles East 38th St operating on rails within a 50 Minneapolis foot right of way. The maximum

East 46th 494 St

Minnehaha FutureFuture Park 80th StationStation VA Medical Center

34th Ave

24th Ave

28th MallMall ofof 62 BloomingtonBloomington Fort Snelling AmericaAmerica 28th28th CentralCentral Avenuevenue Mpls/St Paul Int'l Airport d Airport R 5 Long e (tunnel) Old Shakop e Meadow E Lake HHH speed Cedar Avenue Terminal t of the sys- Richfield tem will be 55 miles per hour, although S 34th average speeds will be much 494 494

lower. Travel times from the r e

24th Mall of America to downtown iv R a Minneapolis will be similar to an t o express bus. Frequency of serv- s e Bloomington n ice will range from 7-10 minutes n i during the peak to 15-30 min- M utes in other times.

Transportation 4.31 CITY OF BLOOMINGTON, MINNESOTA

The City of Bloomington views the Metro Transit is also considering ton may also be conducive to fixed development of LRT within the redesigning some local bus routes guideway transit. This railroad line city as one way to diversify avail- to provide timed transfer with both currently supports low levels of able transportation options, con- the proposed LRT line and the I- freight train service that may be serve natural resources, facilitate 35W limited stop service. Instead discontinued in the future. Its con- economic development and rede- of numerous individual routes tinuous, linear nature coupled with velopment, and increase the num- focused on taking riders to down- significant adjacent residential and ber of people with easy access to town Minneapolis, local bus serv- industrial redevelopment opportu- employment in Bloomington. The ice in the future may include more nities, make this corridor well suit- City plans to assist in the prepara- circulator/feeder routes (such as ed for fixed guideway transit. The tion of LRT station area plans to the BE Line Routes 88 and 89). fact that this corridor parallels I- review area land use and pedestri- These circulators would focus on 35W makes it an alternative route an infrastructure in light of LRT. transporting residents from their to any proposed fixed guideway transit along I-35W. Advantages of Through a $500,000 state grant, homes to local destinations and to this railroad right of way over I- Dakota County is currently transit stations where they can 35W include proximity to employ- preparing a Cedar Avenue Transit transfer to limited stop transit ment and increased redevelop- Study to evaluate opportunities bound for regional destinations. ment opportunities. Costs may be for connecting communities south Other Fixed Guideway Transit significantly lower due to reduced of the Minnesota River with the Opportunities right of way acquisition costs. Hiawatha LRT line through fre- LRT has been proposed in the past Alignment along the railroad corri- quent bus service or an LRT along I-35W. As reflected in the dor would also allow transit vehi- extension. Such planning should January 1995 Final Environmental cles to operate independently of I- be done in a manner that mini- Impact Statement, the Minnesota 35W congestion and would elimi- mizes negative impacts on Department of Transportation’s nate negative operational impacts Bloomington. I-35W expansion and improve- the transit vehicles may have on I- Bus Route Enhancements ment plans included an LRT line 35W automobile traffic. Metro Transit plans to initiate fre- linking Bloomington with down- As one of the most recognizable, quent, limited stop bus service town Minneapolis. The route was densely developed, and defined lin- along I-35W by 2002. Service will proposed to start at 95th Street in ear corridors in the region, run between northern Bloom-ing- Bloomington and run northward Bloomington’s I-494 corridor has ton and downtown Minneapolis to downtown Minneapolis within strong potential for transit. With its with five stops along the route. The the freeway right of way. Stations high concentration of employment southern most station is proposed and park and ride facilities for and retail destinations, this corridor in Bloomington near 82nd Street. Bloomington were proposed at would be an essential component Service would be similar in nature 95th Street and 80th Street. This of any metropolitan-wide fixed to LRT with buses running 18 proposal has not received funding guideway transit system. and, due to its high cost, does not hours per day at 15 minute inter- The routes described above are vals. Travel times to downtown appear likely to receive funding in those that would easily lend them- Minneapolis would rival automo- the foreseeable future. Still, by selves to a metropolitan-wide sys- biles, especially during times of virtue of the large number of tem, as might be anticipated with congestion when buses would vehicles currently using the I-35W commuter rail or light rail. If a have shoulder lane authorization. corridor throughout Bloomington technology such as personal rapid and beyond, this corridor presents As the first step toward improving transit (PRT) is used, a denser net- an opportunity for a fixed guide- east-west bus connections along work of routes may be feasible. It way transit route when the system the employment rich I-494 corri- is envisioned that PRT routes is expanded in the future. The dor, a new bus route (#590) began would connect major traffic gener- I-35W corridor is also depicted as service in December of 1999. ators and activity centers much as a future route on the Hennepin Route 590, a joint venture the bus system does today. County Regional Railroad between Metro Transit and Authority’s LRT System Plan. Southwest Metro Transit, runs between the Mall of America and The Canadian Pacific Railroad right Southwest Station in Eden Prairie. of way through central Bloom-ing-

Transportation 4.32 COMPREHENSIVE PLAN

Assessment of the corridor and with planned 2. Establish Regular Bus Service Existing Transit infrastructure improvements creat- along Both Sides of I-494 – To Weaknesses ing renewed parallel arterials on serve this linear employment cor- both sides of I-494, the time has ridor, Bloomington advocates cre- The primary transit weaknesses in arrived to create continuous east- ation of two continuous bus need of improvement from the west bus routes on both sides of I- routes running along the parallel City’s perspective are: 494. These routes will facilitate arterials on the north and south 1. Lack of Suburb-to-Suburb vital transit connections between sides of I-494. These routes would Transit Connections – Existing this linear employment corridor greatly improve transit access to transit service in Bloomington is and both the proposed I-35W limit- the bulk of Bloomington employ- designed primarily around trans- ed stop bus service and the pro- ment and would serve as valuable porting commuters to downtown posed Hiawatha LRT line. feeder routes for LRT, I-35W limit- Minneapolis and back. Clearly, Recommendations ed stop bus service, and possibly this transit task remains essential. commuter rail. Route 590, which However, in recent years, a large for Needed began service in December of number of jobs have been gener- Transit 1999, is a step in the right direc- ated outside the downtown core. Improvements tion. However, Route 590 follows For example, current total Bloomington recommends the fol- a circuitous route. By crossing I- employment in five cities along I- 494 four times and attempting to 494 (Bloomington, Edina, Eden lowing specific transit improvements: serve both the north and south Prairie, Minnetonka, and sides of I-494, Route 590 adds sig- 1. Establish Limited Stop, Plymouth) exceeds that of nificant time onto transit trips and Trunk Bus Service along I-494 Minneapolis. Living in Bloom-ing- fails to serve critical segments of – To facilitate suburb to suburb ton, it is very difficult and time the corridor. An appropriate time trips via transit, the City joins the consuming to use transit to access to modify Route 590 to two sepa- I-494 Corridor Commission in employment in these other sub- rate routes would be at the time of advocating a new, limited stop, urbs. It is also difficult for resi- transit redesign in anticipation of trunk bus service along I-494. This dents of those cities to use transit LRT and I-35W limited stop bus service would be similar in nature to access the significant employ- service. Several planned infra- to the limited stop bus service pro- ment opportunities available in structure improvements will also posed along I-35W. It would be Bloomington. As roadway con- facilitate two separate routes, designed to transport riders from gestion increases and large-scale most notably the planned bridge central stations or transfer points construction projects will signifi- over I-35W at 79th/80th Street. cantly reduce roadway capacity such as the Mall of America LRT 3. Create a Viable, Permanent on a temporary basis, it will be Station, the I-35W transfer station Transit Station near I-35W and vital to improve suburb to suburb at 82nd Street, and Southwest 80th Street – In conjunction with connections. Station. The line could continue to follow I-494 northward as addi- Metro Transit’s planned I-35W 2. Lack of Service to Bloom- tional stations are created. Riders limited stop bus service, a tempo- ington’s Primary Employment would be able to transfer at the rary bus transfer station is pro- Concentrations – The I-494 corri- stations to local or circulator posed adjacent to the freeway off dor is a high density, linear routes to their ultimate destina- ramp at the northwest corner of employment corridor with over tion. While not ideal due to the 82nd Street and I-35W. This sta- 68,000 employees in Bloom-ing- need for transfers, this type of tion will be an important future ton’s portion alone. Although it is service may be the only way to transfer point between I-35W one of the region’s largest employ- facilitate suburb to suburb transit trunk bus service, east-west bus ment corridors and its linear connections where both housing service along the ring route, and nature is conducive to transit, this and employment are at relatively other neighborhood circulator corridor is not currently well low densities. To make this type of buses. While this temporary site served by transit. Segments of the service possible, it is vital that the has the advantage of being the corridor are served by various stations be designed and located low cost alternative, it has signifi- routes; other segments have no to allow quick bus access. cant disadvantages that require its bus service. With significant quick replacement with a perma- employment growth forecast along nent, viable transit station. The

Transportation 4.33 CITY OF BLOOMINGTON, MINNESOTA temporary site is very inconven- stop, trunk bus service, Metro Park and Rides ient for both limited stop and local Transit should consider creation The location of existing buses, adding significant time of several circulator routes similar Bloomington park and rides is onto any trip utilizing the tempo- to the two existing BE Line routes. depicted in Figure 4.10. Bloom-ing- rary station. There is also no park- These circulator routes, with ton has historically used the ing proposed in conjunction with smaller buses, may be the best approach of having numerous, the station, reducing the viability option for providing service to low small park and rides scattered of limited stop bus service on I- density residential areas and con- throughout the city. These park 35W. Bloomington strongly rec- necting smaller, scattered and rides generally utilize existing ommends that a permanent tran- employment nodes. parking lots through agreements at sit station be constructed in a Two of the recommendations minimal cost. The City has found timely fashion near I-35W and the above involve high speed, trunk church sites to be particularly well planned 80th Street bridge. This bus service on freeways. For bus adapted to shared use as park and station should allow I-35W buses service using freeways to succeed, rides due to their general lack of to stop and start on-line, allow for it is critical that buses have use during the working day. The easy transfers to ring route buses, advantages over single occupant one exception to this approach is include an appropriately sized vehicles, including HOV lanes, the 200 space park and ride locat- park and ride facility, and be con- HOV ramp meter bypasses, and ed near the City’s only transit sta- venient to the surrounding area in shoulder authorization. Equally tion at the Mall of America. which significant redevelopment important for freeway bus service With the advent of LRT and limit- is anticipated. success is that stations or stops be ed stop, trunk bus service on I- 4. Extend the Proposed I-35W located and designed to minimize 35W, additional park and rides will Limited Stop, Trunk Bus stop time. When feasible, freeway be needed. The Minnesota Service to the South with a trunk bus service stations or stops Department of Transportation New Station and Park and Ride should be located on-line to proposes an additional 200 space at 98th Street – The City of enable the bus to stop and reenter park and ride in conjunction with Bloomington joins the I-35W traffic without entering the sur- the Mall of America LRT station. Solutions Alliance in advocating face street system and waiting at The City has concerns that 200 an extension of I-35W limited stoplights. Such design requires additional spaces may not be suf- stop, trunk bus service to the sufficient physical space within ficient and recommends further south, perhaps ultimately to the the right of way. One example of study on this issue and having Burnsville Transit Station or an area where sufficient right of plans and funding in place for Burnsville Center. Such an exten- way space may be available for an future expansion should the facili- sion would improve transit access on-line transit station or stop is ty prove to be undersized. A new to employment in Bloomington along I-494 immediately east of park and ride is appropriate in for Dakota County residents. The France Ave. In areas where an on- conjunction with a bus transfer southward extension should line station or stop is not feasible, station at I-35W near 80th Street. include a station and park and the off-line station or stop must be The City has also acquired land for ride at 98th Street where the City sited to minimize time the bus a future transit station and park already owns land for this pur- must spend off the freeway. and ride in the vicinity of 98th pose. A 98th Street station would Inconvenient stations or stops Street and I-35W. A medium sized serve the Oxboro redevelopment would defeat the purpose of high park and ride at this location area, would provide a central speed, trunk bus service. would be desirable after the location for a community park and extension of limited stop, trunk ride, and would be a good con- bus service along I-35W south to 98th Street. In the long term, if nection point for buses operating Bloomington commuter rail sta- in the 98th Street/Old Shakopee tions are created, consideration Road Transit Corridor. should be given to creating asso- 5. Consider Additional ciated small park and rides. Circulator Bus Service within Bloomington – At the time when local bus routes are redesigned to work with LRT and I-35W limited Transportation 4.34 COMPREHENSIVE PLAN

Figure 4.13 Frequent Transit Service Corridors

76th

I-494

I-494 80th 79th 34th

86th 12th

y w

Penn

i f

i TH 77

c 90th St

a P

n ia

d Nicollet Shakopee a

n France

a C 98th St Old

US Hwy 169

I-35W 102nd MN River

Bush Lk Rd 106th St 108th St pee Old Shako Existing Planned Bus Auto Club Potential 0 1 Mile Planned MN River 0 1 Kilometer NORTH Rail Potential

Corridors are shown for public information purposes. Inclusion on this map does not imply endorse- ment by the City of Bloomington.

Transit Supportive based on many factors including Land Use Islands market demands, resident input, The success of a transit route is and infrastructure constraints. heavily dependent upon the land Still, as depicted in Figure 4.13, use and density along the route. there are existing and potential While transit providers control future corridors of frequent transit route locations and service char- service that deserve special con- acteristics, cities control land use sideration for transit oriented land and density. On a small scale, uses and design. New develop- cities can facilitate transit by ment and redevelopment along requiring pedestrian access ways these corridors should be linking new development with designed to facilitate transit use. If transit stops and by requiring and when frequent transit service waiting shelters or bus pull out is implemented along these corri- lanes in high passenger volume dors, land use plans for areas in locations. On a larger scale, cities proximity to stations should be control land use and density, ele- reevaluated. ments vital to transit’s viability. Land use and density decisions clearly go well beyond the issue of transit compatibility and are

Transportation 4.35 CITY OF BLOOMINGTON, MINNESOTA

Transportation 4.36 4.4 Bikeways, Walkways, and Other Forms of Tr a n s p o rt a t i o n

loomington supports the provision of a high quality, non-motorized Btransportation system for bikes and pedestrians as a way to: • P r ovide a viable transportation alternative to residents who may not have access to an automobile, such as the young, the elderly, the poor, and the disabled; • P r ovide an attractive alternative to the automobile, thereby reducing auto trips, traffic congestion, air and noise pollution, resource consumption, wear and tear on roadways, and the need for roadway expansions and automobile parking; • P r ovide recreational opportunities, thereby improving residents’ health and well being; • Provide safer, more convenient access to transit; and, • Interconnect businesses, thereby allowing a motorist to access several destinations from one parking spot. Existing Bikeway and Pedestrian Transportation System

B l o o m i n g t o n ’s existing bikeway and pedestrian transportation systems are depicted in Figure 4.14. Except in parks, these facilities generally run parallel to the street system. While the majority of the City’s minor arterial and collector streets are accompanied by sidewalks and/or bikeways, most of the City’s local streets are not. Assessment of Existing Bikeway and Pedestrian Transportation System

There are pockets of excellent bikeway and pedestrian path resources within the city. Prime examples include the recreational pathways within Hyland Lake Park Reserve, the trails around Normandale Lake, and the paths along lower Nine Mile Creek. Bloomington’s residential neighborhoods, however, are generally not well connected with these amenities or other common pedestrian/bike destinations such as schools and Transportation 4.37 parks. The primary bikeway short trips. A lack of bike racks at bicycle trips for the two time peri- and pedestrian transportation many businesses makes them ods. Factors that may account for system weaknesses in need of in c o n venient to visit by bike. the decrease include: i m p r ovement from the City’s • A significant reduction in the 4. Freeways and Railroads perspective are: number of school aged residents Reduce Pedestrian and (from 22,000 in 1972 to 11,500 in 1. Lack of Sidewalks Along Bicycle Access 1999); Local Streets, Especially in Freeways and railroads that bisect the Vicinity of Schools • I m p r oved bicycle safety Bloomington sometimes block features, such as hand brakes; Except in some newer residential pedestrian and bicycle access to • I m p r ovements to the areas in western Bloomington, the what would otherwise be accessi- bicycle/sidewalk infrastructure; C i t y ’s local streets generally have ble amenities and facilities. A good no sidewalks. Children who walk example of this situation is the • Changing attitudes about or bike to school, to the park, or to Lyndale Avenue bridge over public safety and the advisability a friend’s house are forced to I-494 with its very narrow side- of children travelling alone; and share space with motorized vehi- walks directly adjacent to the road • Increased bike usage during the cles on the street. This situation is that inevitably becomes the exclu- early 1970s energy crisis. even more undesirable in the sive domain of snow storage in the In the five years between 1995 winter when the streets may be Win t e r . Pedestrians or bicyclists at and 1999 there were a total of 92 icy and narrowed by snow. this location who wish to access reported accidents between amenities on the opposite side are pedestrians and motor vehicles, 2. Sidewalks Directly Adjacent forced to go a great distance out of or an average of 18 per year. to the Street their way (Nicollet Avenue) to find Pedestrian accident data has not In some areas, sidewalks are a safer crossing point. This situa- been discussed in previous City tion can be avoided through constructed directly adjacent to plans which makes it difficult to p r oviding better pedestrian and collector and minor arterial know if accident levels are rising bicycle infrastructure at the time of streets. One major example of this or falling. 54 percent of the freeway and bridge construction phenomenon is along Nicollet reported pedestrian accidents or reconstruction. Avenue north of 98th Street, an occurred on public streets and area of frequent pedestrian traffic sidewalks, with the remainder heading to and from Kennedy High occurring on private property, School. Such situations are highly Safety most often in parking lots. The undesirable for safety reasons and When assessing the bicycle and month with the highest frequency the fact that roadway snow stor- pedestrian transportation system, of accidents is February with an age and water/salt spray makes it is important to evaluate acci- average of 3.75 accidents. the sidewalk inhospitable and dent data. Figure 4.15 depicts the difficult to use. Even in the best D r awing conclusions from the location of reported bike and we a t h e r , this situation discourages location of bike and pedestrian pedestrian accidents in the five use of the sidewalk by making it accidents is difficult because of years between 1995 and 1999. uncomfortable to use due to its the lack of data on bike and Within this period, there was an proximity to fast moving traffic. pedestrian traffic levels. One average of 17 reported bicycle could reasonably assume that an 3. Pedestrian/Bike Unfriendly accidents per year. The frequency area with significantly more Environment of reported bicycle accidents has bike/pedestrian traffic would dropped in number since the City’s In making Bloomington auto correspondingly have higher Bikeway Plan was prepared. f r i e n d l y, pedestrian and bike bike/pedestrian accident levels. Between 1971 and 1974 there accommodations have at times Still, analysis of bike/pedestrian were an average of 34 reported been overlooked. Many street accident locations does show bicycle accidents per year. It is intersections are difficult to cross striking correlations and can by foot or bike. Pedestrian connec- difficult to analyze the drop in assist in identifying areas of high- tions between adjacent businesses reported bicycle accidents est priority for bike/pedestrian are sometimes lacking, forcing because there is no comparative infrastructure improvements. customers to use vehicles for very data on the relative number of Transportation 4.38 [Insert Figure 4.14 Existing and Proposed Walkways and Bikeways – fold out, color, 11 x 17 map]

Transportation 4.39 Blank

Transportation 4.40 Figure 4.15 Reported Auto-Related Bicycle and Pedestrian Accidents, 1995 - 1999

Source: Bloomington Police Department, 1999

There is a strong correlation in Figure 4.14. While sidewalks are i m p r ovements. Previous plans between reported bike/pedestrian desired along all local streets, the have provided grand visions with accident locations and areas with focus of those depicted is on little discussion of implementa- commercial services, indicating i m p r oving connectivity within the tion or funding. The focus of the that one of the most probable existing system. The proposed new plan should be on prov i d i n g locations for bike and pedestrian Citywide Bicycle and Pedestrian pedestrian and bikeway infra- accidents is at an access point to a Plan will prioritize and depict structure to link neighborhoods commercial business or within a recommended sidewalk improv e- with destination points such as commercial parking lot. Outside ments on local streets, with a schools and with the remainder of of commercial areas, the highest focus on school-neighborhood the citywide system. To be concentration of reported bike/ connections. The following are successful, the updated plan must pedestrian accidents appears general recommendations: include a funding/implementa- along East 90th Street, a phenom- 1. Prepare a Citywide Bicycle tion component along with clear enon likely explained by the and Pedestrian Plan priorities on the timing of location of Valley View playfields proposed improvements. The City’s Bikeway Plan was last and swimming pool in this area, a 2. Provide Separation major bike/pedestrian destination updated in 1975 and there is no comprehensive pedestrian path- between Sidewalks and point for the surrounding neigh- Roadways borhood. way plan. There is a strong need to prepare a new citywide Bicycle As discussed abov e, sidewalks Recommended and Pedestrian Plan. This new immediately adjacent to roadways Improvements plan should focus both on major are highly undesirable for a vari- connecting routes (river valley, ety of reasons. All newly To improve Bloomington’s bicycle NSP Park Ave. transmission line constructed sidewalks/bikeways and pedestrian transportation c o r r i d o r, East Bush Lake Road, should be appropriately separated system, specific recommended Ring Route) and smaller scale but from the adjacent roadway, in physical improvements are shown equally important neighborhood most cases at least eight feet of

Transportation 4.41 separation. As those roadways Influencing Factors walks directly adjacent to noisy, that have immediately adjacent The City also recognizes that high-speed travel lanes are often sidewalks are reconstructed, the numerous factors beyond actual perceived as being undesirable for sidewalks should be separated. In pedestrian and bikeway pathway walking. Greater separation, espe- situations where no roadway infrastructure can have a signifi- cially with planting strips/trees reconstruction is anticipated in cant influence on the viability and and slower traffic speeds, the foreseeable future, the City desirability of pedestrian and bicy- increases the level of comfort for should pursue available resources cle trips. These factors and the pedestrians. to accomplish separation. C i t y ’s role in positively shaping Access Management - Every 3. Provide Pedestrian and them include the following: driveway creates conflicts for Bicycle Connections across Land Use - Land use patterns pedestrians and bicyclists. Physical Impediments significantly affect the viability of Reducing the number of driveways and limiting access from one Freeways and major roadways pedestrian and bicycle trips. We l l or more directions improv e s represent significant impediments dispersed, pedestrian oriented pedestrian and bicyclist safety and to bicycle and pedestrian mov e- commercial nodes make non- comfort while increasing vehicle ment. To minimize the effects of motorized trips more feasible. safety as well. these impediments and prov i d e Since Bloomington is fully devel- better pedestrian and bicycle oped and land use patterns are S t reet Cro s s i n g s - Wide multi- connections, freeway and inter- set, the City’s role in positively lane roadways are difficult to change redevelopment must shaping land use patterns is cross on foot. Crossing opportuni- include appropriate pedestrian focused on redevelopment. As ties can be provided with and bicycle accommodations. The redevelopment occurs, mixed techniques such as raised medi- City should also pursue grade uses in close proximity to ans, refuge islands, curb separated pedestrian and bicycle commercial services will be extensions, and pedestrian crossings over minor arterial encouraged. signals, where appropriate. streets at locations of high pedes- Weather - Minnesota’s weather is I n t e r s e c t i o n s - Intersections trian and/or bicycle traffic. inhospitable to pedestrian and built for the movement of motor bicycle trips for several months vehicles can be very difficult for 4. Improve Pedestrian and out of the year. The City has an pedestrians and bicyclists to Bicycle Access to Transit important role to play in providing cross. A network of streets with With major transit improv e m e n t s snow removal for vital pedestrian sidewalks and bike lanes does not such as LRT, high speed bus ways and in designing pedestrian fully accommodate pedestrians service, and potentially commuter and bicycle pathways to minimize and bicyclists if intersections rail being planned in Bloom- negative impacts from adjacent present obstacles. Free-turning ington, pedestrian and bikeway roadway snow storage. m ovements for vehicles offer infrastructure surrounding the L i g h t i n g - Depending on the particular safety challenges. stations will need to be closely purpose and role of the pathway, I m p r ovements for pedestrians evaluated and in places lighting is another critical factor in include refuge islands, shorter augmented to ensure station making pedestrian and bicycle crossing distances, reduced curb accessibility. trips viable and improving safety. radii, crossings at right angles, and slower traffic speeds. At busy 5. Improve Private Pedestrian Building Orientation - Buildings interchanges, grade-separation and Bicycle Accommodations that are set back from the road for bicyclists and pedestrians may at Commercial Properties with large parking lots in front are be needed. At the time of site plan review and u n i nviting and difficult for pedes- a p p r oval, the City will require trians to access. Buildings close Public Education - The City appropriate pedestrian and bicy- to, and oriented toward side- plans to improve public under- cle connections with public walks, with parking in the rear or standing of available pedestrian sidewalks and between adjacent on the side, are more likely to and bicycle resources and of commercial uses as well as appro- encourage pedestrian use and are general bicycle/pedestrian safety priate bicycle storage and locking more transit-friendly. through summary brochures, newsletter articles, and cable opportunities. Traffic Noise and Pe rc e p t i o n access TV programming. of Danger - Roadways with side-

Transportation 4.42 Truck and Rail industries in central Bloomington. River Transportation In 1999, the Canadian Pacific Transportation Truck and rail service are impor- Railway main line typically carried The Minnesota River upstream tant to the City’s economic four to six train trips per day. from the T.H. 77 Bridge is one of development objectives and Operating speed is less than 20 three principal port areas in the transportation needs, but often miles per hour. The spur line metropolitan region. Barge traffic are disruptive to traffic flow and carries an average of two train on the Minnesota River supplies adjacent residential neighbor- trips per day at speeds of 10 miles petroleum products, fertilizers and hoods. The City’s truck and rail per hour. In Bloomington, there metal products to Port Richards transportation goal is to facilitate are three grade crossings of the and Port Cargill and serves grain access for commercial traffic and Canadian Pacific Railway main terminals in Savage and Shakopee. at the same time be considerate of line and 19 grade crossings of A large percentage of the grain associated adverse land use and Canadian Pacific Railway spur raised for export is shipped by safety impacts. lines and sidings. All three main barge to New Orleans and many of line crossings and several of the Truck traffic constitutes about those shipments originate on the spur line crossings are protected three percent of vehicle trips in Minnesota River. Intermodal trans- by automatic flashing light Bloomington. These trips are fer for grain traffic is signals. There are two bridged concentrated on, but not predominantly truck to terminal to crossings of the main line. restricted to, serving commercial barge. Most of this traffic is grain and industrial land uses. Future automobile and train traffic shipments that originate south and Bloomington does not have a city- volumes and emergency vehicle west of the metropolitan area and wide truck route policy because access considerations warrant a do not seriously impact roads in the arterial road network is orga- grade-separated crossing of the Bloomington. The only commercial nized to discourage trucks from Canadian Pacific Railway main transportation related uses in using local roadways. Most truck line at Old Shakopee Road. Access Bloomington are barge fleeting traffic on local streets occurs control and roadway gradient areas or mooring areas on the because it is serving properties in considerations are arranged for north side of the river channel. the immediate vicinity. that bridge implementation. Grade The U.S. Army Corps of Engineers separation at East Bush Lake Road To maintain satisfactory truck is responsible for maintaining a may also be a prudent future circulation, the City intends to: nine-foot barge navigation chan- action as decades continue. • continue to review arterial road nel to river mile 14.7. An additional access to industrial and commer- seven miles of nine foot channel cial land uses, ensuring that these from Savage to Shakopee is main- routes are the fastest, most conve- tained by the Peavey Company. nient routes for truck access; The Corps of Engineers maintains a four foot channel to mile 25.6 of • separate collector road systems the Minnesota River for recre- for industrial and commercial land ational craft. uses from residential collector roads as feasible; and, The City of Bloomington controls land use on the north bank of the • i m p r ove land and landscape Minnesota River. However, the City buffers between residential areas does not have permitting responsi- and arterial roads with high traffic bilities with respect to the volumes when there is feasible waterway system itself. The opportunity. Bloomington land use guide plan The Canadian Pacific Railway classifies all Minnesota River operates two routes in bottomlands for conservation use. Bloomington, a main line The City opposes river uses or land (5.8 miles) running north to south uses on the south side of the river across Bloomington about 3/4 that would conflict with the use of mile west of Normandale the north side of the river for Boulevard and a spur line conservation uses. (6.9 miles) serving numerous

Transportation 4.43 4.5 Goals, Policy Objectives, Im p l e m e n t a t i o n Actions

Tr a n s p o rt a t i o n Minimize levels of congestion within the city and on the Goal 1 surrounding regional system.

Policy The City’s priority order for roadway capacity projects is: Objective 1.1 1) I-494, including the interchange with I-35W; 2) I-35W; Add capacity to the regional roadway system. 3) TH 169 upgraded to freeway design; and 4) Upgrade interchange areas including intersecting roads and bridged crossings. Implementation Actions

• Support adequate funding levels to implement needed transportation improvements. • The City’s priority order for additional transportation funding is 1) use all state motor vehicle excise tax (MVET) and motor vehicle license revenues for transportation purposes, 2) increase the gas tax. • Support metro-wide transportation pricing and other methods which raise revenue dedicated for transportation improvement directly from h i g h w a y, transit, and bicycle path users. The City opposes collection of tolls on portions of the regional system. • Join with the Metropolitan Council to focus transportation inv e s t- ments within and along the I-494/I-694 corridor. • Encourage MNDOT to update its official map for regional highways and related transportation facilities and to acquire rights of way for future expansion of I-494 and I-35W when parcels become available for purchase.

Transportation 4.44 • Encourage innovative partnerships with MNDOT, the Metropolitan Council, and Hennepin County to allow development while preserving necessary highway expansion rights of way. • Encourage the addition of preferential ramps for HOVs where possible.

Policy Implementation Actions Objective 1.2 • Endeavor to complete the 79th/80th Street Ring Route improvements Add capacity and remove as funds become available. bottlenecks in the local • Endeavor to complete other roadway improvements discussed in roadway system. Section 4.2 of this plan. • Use state aid funds to assist upgrading collector streets. • Continue to obtain rights of way, by dedication where possible, as shown on the City’s master plan. • Manage City roadway rights of way to encourage private utilities to be installed in a manner that does not hinder improvements to the adjacent roadway.

Policy Implementation Actions Objective 1.3 • Continue to identify, research, and implement promising new road- Use technology to increase way efficiency technologies. the efficiency of the exist- • P r ovide commuting information on the City’s website, including easy ing transportation system. links to sites that display information on freeway traffic speeds, accidents, and construction areas. • Coordinate the timing of signalized intersections controlled by separate jurisdictions.

Implementation Actions Policy Objective 1.4 • Support multi-jurisdictional and regional TDM efforts. While mu n i c i- palities have an important role to play in implementing TDM strategies, no Utilize transportation city acting on its own can control congestion on the regional highway demand management system. Many TDM strategies are best implemented at the regional or multi- (TDM) strategies as cost jurisdictional level. It is also important to have uniformity among the TDM effective methods to requirements of neighboring communities so that cities that implement TDM reduce congestion. are not penalized for their efforts by placing themselves at a disadvantage compared to cities that do not implement TDM. • Continue to be actively involved in the I-494 Corridor Commission and the I-35W Solutions Alliance, multi-jurisdictional groups devoted to reducing freeway congestion. • Support the efforts of Metro Commuter Services, the regional commuter transportation agency. • Require large employers to submit transportation management plans at the time new development or expansion is proposed. • Amend the City Code to formalize transportation management plan requirements and thresholds. Transportation 4.45 •Work with business organizations such as the Chamber of Commerce to promote implementation of TDM techniques by existing employers. • Increase the average number of occupants per vehicle by promoting the use of transit and carpools. The City will encourage the development of bus only shoulder lanes, additional park and ride facilities, meter bypass lanes for high occupancy vehicles, and transit oriented design requirements. The City will work to reduce congestion by cooperating with metropolitan initiatives to encourage the use of car and vanpools. • Encourage telecommuting by continuing to allow non-intrusive home occupations as permitted uses, by requiring two way high speed communication service in conjunction with the City’s cable television franchise agreement, and by encouraging and facilitating the continued development of a high quality wired and wireless communications infrastructure while minimizing any adverse impacts upon the community. • Set a positive community example by implementing TDM techniques for City employees. As a major employer with over 500 employees, the City of Bloomington has a responsibility to practice what it promotes with respect to TDM. The City will implement a telecommuting policy for City employees, study the idea of staggered or flexible hours for City employees, and retain preferential parking for carpools at City facilities. • Reduce the need for motorized vehicle travel through improv e d pedestrian and bicycle connections. Policy Implementation Actions Objective 1.5 • Promote a variety of land uses well distributed throughout the City to reduce trip lengths. Encourage land use that reduces the need to travel. • Require pedestrian connections between complementary land uses. • Encourage the development of complementary uses within walking distance of one another.

Tr a n s p o rt a t i o n Provide transportation facilities that are safe for users. Goal 2

Implementation Action Policy Objective 2.1 • Place special emphasis on those roadway improvements outlined in the Transportation Element which increase safety, most notably the Encourage roadway upgrading of U.S. Highway 169 to freeway standards with grade sepa- improvements that rated intersections. increase safety. • Use fundamentals of visibility, spatial relationships, adequate geometrics, and appropriate gradients in roadway design. • Consistently apply warranted traffic control devices. • Acquire adequate right of way to provide safety enhancing features such as medians and boulevard type sidewalks. • Include accessible ramps at sidewalk intersections with streets. • Provide raised median channelization when feasible. • Separate turn lanes when feasible.

Transportation 4.46 Implementation Actions Policy Objective 2.2 • Require local service electric distribution lines to be placed underground whenever the adjacent arterial or collector street is Manage the public rights reconstructed. of way to minimize safety • Study and implement new technology advances in breakaway signs danger from obstacles and poles. along roadways and pathways. • Minimize negative safety impacts from private structures placed in the right of way. • Minimize the number of unshielded obstacles within 20 feet of a roadway. • As new development and redevelopment occurs, encourage land uses that are compatible with adjacent streets. • Require structure setbacks as necessary to maintain safety and visibility.

Policy Implementation Actions Objective 2.3 • Where possible, remove and restrict direct land access to minor arterial streets. Minimize the number of access points and inter- • Permit driveway designs and locations only in conformance with the sections along arterial City’s access management practices. roadways to improve • Coordinate review and permitting of access to county and state road- safety. ways with appropriate agencies.

Policy Implementation Actions Objective 2.4 • Perform snow removal as called for in the City’s snow removal policy Manage and maintain and maintain safe driving conditions. public roadways and path- • Restrict on street parking through signs in areas where on street park- ways to minimize safety ing creates a safety hazard. concerns. • Place signs and signals based on the M a nual on Uniform Traffic Control. • Improve rail crossing safety by installing signals or constructing grade separated roadways where warranted by vehicle and rail traffic volumes. • Provide appropriate street lighting levels.

Policy Objective 2.5 Implementation Actions

Promote safety through • Implement emerging technology to support traffic law compliance in enforcement of traffic appropriate locations. laws.

Transportation 4.47 Tr a n s p o rt a t i o n E n c o u rage driving practices that are compatible with Goal 3 residential neighborhoods.

Implementation Actions Policy Objective 3.1 • Utilize the Neighborhood Watch Group and National Night Out Structure to encourage neighborhood participation in improving traffic Prepare a neighborhood law compliance. oriented program to • Utilize City communication devices such as the website, newsletter, encourage traffic law and community television to promote traffic law compliance. compliance.

Implementation Actions Policy Objective 3.2 • Consider additional police enforcement personnel focused specifically on neighborhood traffic. Increase enforcement of • Consider purchase of additional speed monitoring trailers to encour- traffic laws on local resi- age self-enforcement. dential streets. • Research and implement new enforcement technologies as they become available. Policy Implementation Actions Objective 3.3 • Prepare a study of traffic calming measures to assess their impact in other communities and consider their feasibility for implementation in Discourage heavy, fast, or Bloomington. through traffic from using • Consider retrofitting design features into high violation roadway local residential streets. segments to physically discourage violations. The effect of such modifications should be to give the dominant position on local residential streets to residential qualities and pedestrians rather than to vehicles.

Policy Implementation Actions Objective 3.4 • Establish uniform complaint procedures.

Assist neighborhoods in • Summarize complaint procedures in an easy to read brochure understanding the process for complaint review.

Transportation 4.48 Tr a n s p o rt a t i o n P rotect the public investment in transportation infra- Goal 4 structure through regular maintenance and renewal.

Implementation Action Policy Objective 4.1 • C o nvert transitional streets to permanent streets as they can be phased into the construction program. Adequately fund the • Continue to implement the Pavement Management Program. Pavement Management • Continue to study and implement promising new techniques in pave- Program to maintain ment management. 90% of City streets in a condition above the • Pursue roadway infrastructure maintenance and replacement grants. “problem” category. • R e c over appropriate costs from utilities using the right of way and cutting pavement sections to compensate for their impact on public streets.

Tr a n s p o rt a t i o n Work with transit providers to create a viable, high Goal 5 quality transit system.

Policy The two primary weaknesses in the existing transit system identified by the Objective 5.1 City of Bloomington are the lack of suburb to suburb transit connections and the lack of service to Bloomington’s primary employment concentrations. Address weaknesses in the existing transit system. Implementation Actions

• Encourage transit providers to establish limited stop, trunk bus service along I-494. • Encourage transit providers to establish regular bus service along both sides of I-494. • Encourage transit providers to construct a viable, permanent bus transfer station with park and ride facilities along I-35W near 80th Street. • Encourage Metro Transit to extend the proposed I-35W limited stop, trunk bus service to the south with a new station and park and ride at 98th Street. • Encourage transit providers to establish additional circulator bus service as routes are redesigned to work with LRT, I-35W limited stop, trunk bus service, and potentially commuter rail.

Policy Implementation Actions Objective 5.2 • Prepare LRT station area plans with specific recommendations. Facilitate transit oriented • Use land use controls to encourage development of viable transit land uses and design in corridors. proximity to LRT stations • Prepare a station area plan with specific recommendations for the and along the City’s area in proximity to bus transfer station at I-35W near 80th Street. frequent transit service corridors.

Transportation 4.49 Implementation Actions Policy Objective 5.3 • Require new development and redevelopment to incorporate transit friendly design features. Where appropriate, sidewalks, transit shelters, Remove barriers to transit and bus pull out lanes to facilitate access to transit will be required in use. conjunction with new development. • Support transportation network improvements that facilitate transit. I m p r ovements that can be made to the transportation network to facilitate t ransit include bus only shoulder lanes, additional park and ride facilities, bus preemption of traffic signals, meter bypass lanes for high occupancy vehicles, improved signage, and transit shelters. • Encourage the provision of transit vehicles and facilities that are accessible to persons with disabilities.

Policy Bloomington will work with transit providers to identify and meet the trans- Objective 5.4 portation needs of residents and employees. Implementation Actions Strive to meet the transit needs of residents and • Continue to offer group route, door to door bus transportation for employees. transit dependent residents through the Bloomington Human Services Division. These buses qualify as approved Specialized Tra n s p o r t a t i o n Services (STS) through the Minnesota Department of Transportation and meet Americans with Disabilities Act Accessibility Guidelines (ADAAG) speci- fications. • Assist transit providers in tailoring their services to meet the needs of Bloomington’s transit dependent residents.

Policy Implementation Actions Objective 5.5 • Participate in efforts to increase coordination among the prov i d e r s offering transit service in Bloomington and surrounding communities. Promote improved transit • Work with the Metropolitan Council and Metro Transit to implement service in Bloomington. their Transit Redesign Plan in Bloomington in a manner that maximizes transit improvements while minimizing negative impacts. • Through representation on the I-35W Solutions Alliance, participate and provide input on feasibility studies being prepared for the Dan Patch commuter rail line.

Tr a n s p o rt a t i o n P rovide a compre h e n s i ve, convenient, and safe pedes- Goal 6 trian and bicycle transportation system to connect neighborhoods with re c reation, commercial, and educational facilities.

Implementation Actions Policy Objective 6.1 • Pursue infrastructure improvements outlined in Figure 4.14. • Integrate bicycle and pedestrian facility needs into roadway planning, Improve the existing design, construction, and maintenance activities. pedestrian and bicycle infrastructure. • Adopt design standards that create safe facilities and encourage bicycling and walking. • Provide separation between sidewalks and roadways.

Transportation 4.50 • P r ovide pedestrian and bicycle connections across physical impediments. • Evaluate and improve traffic operation measures and traffic control devices to support and accommodate bike and pedestrian use. • Provide uniform signs for bikeways and walkways. • Maintain bikeways and walkways in a smooth, clean, and safe condition. • Design walkway improvements to meet the needs of the disabled and the requirements of the American’s with Disabilities Act.

Policy Implementation Actions Objective 6.2 • Prepare a citywide bicycle and pedestrian plan to update the 1975 Bikeway Plan with a focus on linking neighborhoods to educational, Improve and coordinate recreational, and commercial amenities as well as to major cross-city bikeway and walkway connecting routes. planning. • Annually monitor and analyze bicycle and pedestrian accident data and use the analysis in pathway planning. • Work with other agencies such as Hennepin County Parks, the state Department of Natural Resources, and the U.S. Fish and Wildlife Service to coordinate pathway connections, promotions, and information materials.

Policy Implementation Actions Objective 6.3 • Require appropriate pedestrian and bicycle connections between Improve bicycle and adjacent commercial properties and with public sidewalks at the time of pedestrian facilities on site plan review and approval. private property. • Require appropriate bicycle storage and locking opportunities on commercial properties at the time of site plan review and approval. Policy Objective 6.4 Implementation Actions

Improve public under- • Prepare a brochure showing notable bicycle and pedestrian amenities standing of available available within Bloomington. pedestrian and bicycle • Develop bicycling and walking safety education to improve skills and resources and of general observance of traffic laws, and promote overall safety for bicyclists and bicycle/pedestrian safety. pedestrians. • Develop safety education aimed at motor vehicle drivers to improv e awareness of the needs and rights of bicyclists and pedestrians. • Utilize the City newsletter and cable access TV programming to publicize available bicycle and pedestrian amenities as well as general safety issues.

Transportation 4.51 Policy While the purpose of a railroad is to carry train traffic, changing freight delivery methods have raised at least the possibility of abandonment of rail lines Objective 6.5 in Bloomington. If abandoned, railroad corridors should be used for the If abandoned in the future, public benefit. As demonstrated elsewhere in the metropolitan area, one use railroad rights of way beneficial interim use for abandoned railroad corridors is as a non-motor- for the public benefit. ized pathway. If developed within an abandoned railroad corridor, pathways should be designed to be sensitive to surrounding land uses and not preclude other public uses.

Transportation 4.52 Section 5: Airport Impact Element

5.1 Introduction Reliever Airports While MSP has been designed Minneapolis-St. Paul primarily for regularly scheduled International Airport commercial flights, there are ten other airports in the metropolitan he close proximity of Minneapolis-St. Paul International airport system designed to serve Airport (MSP) creates a mix of positive and negative impacts personal and business general Ton Bloomington. Airport-related service facilities such as aviation needs and to “relieve” hotels are a major portion of Bloomington’s economy. Proximity to MSP of general aviation traffic. the airport is also a major incentive for other businesses to locate in The closest reliever airport is Bloomington and an important component in the success of existing Flying Cloud in Eden Prairie. land uses such as the Mall of America. With over 25,000 employ- Along with Airlake Airport in ees, the airport itself is one of the region’s largest employers. Many L a k e v i l l e, Flying Cloud serves the of these employees call Bloomington home. travel needs of Bloomington busi- Unfortunately, the proximity of the airport brings with it significant nesses and residents that cannot noise that creates nuisance impacts on existing land uses and limits be met by scheduled airline future land use. The airport also limits development in parts of service. Although air traffic Bloomington through runway-related safety zones and height departing and arriving at Flying limits. Runway safety zones for the planned north/south runway Cloud frequently passes ov e r (35/17) will require removal of several existing buildings and will Bloomington, the associated noise limit development on some of the city’s most prime real estate near impacts on Bloomington are the Mall of America. minimal.

Airport Impact 5.1 All things considered, having • A possible fixed path transit these airports as neighbors is a connection between down- net positive for the City of town Minneapolis, the airport, Bloomington. The City supports Airport South District, and retaining MSP as the region’s one Dakota County. major passenger and cargo airport • After 2010, the potential reloca- and supports continued improv e- tion of the main terminal to the ments for general aviation needs northwest corner of the airport at the Flying Cloud Airport. At the could increase travel time same time, the City will work between the terminal and the actively to reduce and contain the Airport South District. adverse impacts of these airports on Bloomington. • The continued growth of air traffic levels at MSP and corre- Changes at MSP sponding noise level increases. The Metropolitan Airports Within the next twenty years, Commission forecasts 640,000 several changes are anticipated at takeoffs and landings by 2020, MSP which will have an impact on up from 485,000 in 1997. Bloomington, including: • The evolution of commercial • A potential revised runway use aircraft fleets to quieter, Stage system (RUS) which would III aircraft by the year 2000. increase the number of takeoffs and landings (and aircraft noise) over Bloomington on the crosswind runway (4/22) until the planned north/south runway is operable. • The opening of a new north/south runway which would limit development in the Airport South District through runway safety zones and structure height restrictions and increase aircraft noise levels east of Highway 77 while lowering noise levels west of Highway 77. The north/south runway will reduce the number of flights using runway 4/22.

Airport Impact 5.2 5. 2 De v e l o p m e n t Im p a c t s

he proximity of the airport Safety Tcreates significant impacts on Public safety and flight operation development within Bloomington, safety are overriding considera- most notably in the Airport South tions in achieving compatibility District, through spin-off develop- between the airport and its ment, runway safety zones, and surroundings. To protect the structure height limits. safety of the flying public and Spin-Off those on the ground, the federal Development and state government have insti- tuted a variety of safety controls Airport-related service facilities, which include limits on develop- including hotels, private parking ment intensity and height near the lots, car rental agencies, and end of runways. others, are a major portion of B l o o m i n g t o n ’s economy. The Federal Runway majority of these service facilities Protection Zones are located in Bloomington due to The Federal Aviation Administra- the close proximity of the airport. tion requires the area immediately Bloomington also has a competi- surrounding the end of a runway tive advantage in attracting and to be kept clear of buildings and retaining land uses that benefit possible obstructions. As from being close to a major hub depicted in Figure 5.1, the planned airport, such as Fortune 500 north/south runway’s protection companies whose executives are zone will extend into constantly traveling or a tourist- B l o o m i n g t o n ’s Airport South oriented destination such as the District and require the removal of Mall of America. several existing buildings and an The primary benefit of having a electric substation. Acquisition of major airport as a neighbor is the the required properties will be economic development opportu- completed by the Metropolitan nities that it generates. Airports Commission with federal Relocation of the airport would funds. have a major detrimental impact on the economic well being of Bloomington. Airport Impact 5.3 State Runway d e n s i t y, occupancy density, and how new development in Safety Safety Zones site coverage are regulated within Zones A and B should be regu- Safety Zones A and B. In Safety lated. The Minnesota Department of Zone C, activities which would Transportation has established interfere with airport communica- Height Limits runway Safety Zones A, B, and C tions or with a pilot's view of the which extend beyond the limits of The Federal Aviation Administra- airport are regulated. The City and the federal runway protection tion has also adopted height MAC are in the process of defining zones. Land uses, development restrictions for structures, trees, and other objects in the vicinity of the runways. As depicted in Figure 5.1 Federal and State Airport Runway Safety Zones Figure 5.2, the regulations establish a number of imaginary surfaces constructed from the ends of runways. Any object piercing these imaginary surfaces is considered an obstruction to navigable airspace. In certain cases, the Federal Av i a t i o n Administration grants exceptions for structures to be constructed a b ove the horizontal or conical surfaces, provided the structure has appropriate marking lights and that the Federal Av i a t i o n Administration finds that safe operation of the airport will not be impeded.

Figure 5.2 FAA Structure Height Restrictions

Airport Impact 5.4 5.3 Noise Impacts

oise is the most widespread classified as “Stage II” generate Nenvironmental impact associ- more noise than aircraft classified ated with the airport and perhaps as “Stage III”. In 1994, a federal the most difficult airport-related l aw was enacted that requires problem to mitigate. While all of subsonic turbojet aircraft ov e r Bloomington is exposed to noise 75,000 pounds to meet Stage III from overhead aircraft, noise noise requirements by the end of levels are most intense in portions 1999. of eastern Bloomington that lie Noise is typically measured near the airport and under the according to its loudness using designated flightpaths. In these the logarithmic decibel (dB) scale. areas, aircraft noise exceeds that To more closely measure sound of a mere annoyance and can within frequency ranges to which represent a significant nuisance. humans are most sensitive, an A- The primary noise generator in an weighted decibel (dBA) scale is aircraft is its engine, whether jet often used in aircraft and environ- or propeller. In Bloomington, the mental noise analysis. Federal noise created by overflying jet agencies use “Day-Night Levels” aircraft causes the bulk of noise (DNL or Ldn) as an expression of impacts. Jet engine noise is average noise levels over one generated by both the mixing of y e a r’s time. DNL is a logarithmic hot exhaust gases with the cooler average of sound levels in dBA ambient air and the fan noise that assigns a penalty to nighttime produced by rotating blades in the (10 p.m. to 7 a.m.) noise to reflect engine. New technology allows increased human sensitivity to for a reduction in the fan noise noise during those hours. component, but it will take time Aircraft noise impacts are based for older aircraft to be phased out on variables such as the number of service and replaced by newer, and proximity of overflights and quieter aircraft. the type of aircraft being used. The federal government classifies Using a computer to analyze fore- aircraft based upon the noise they casted changes in the variables, generate. For example, aircraft future noise levels on the ground

Airport Impact 5.5 Figure 5.3 Aircraft Noise Exposure 1994 can be modeled. Figures 5.3 and 5 . 4 depict 1994 and projected 2005 noise levels in Bloomington in DNL units. The changes in B l o o m i n g t o n ’s noise exposure levels between 1994 and 2005 primarily reflect the redistribution of air traffic after the completion of the north/south runway in 2003; although, to a lesser extent, the changes are also attributable to increased overall air traffic levels, quieter aircraft, and revised flight paths. As is demonstrated with the 1994 and 2005 noise contour maps, the addition of a new north/south runway will dramatically impact aircraft noise exposure levels in Bloomington. As air traffic using runway 4/22 decreases and air 1994 traffic begins using the new north/south runway, noise levels Source: Metropolitan Airports Commission, east of Highway 77 will increase MSP Noise Mitigation Program, November 1996, Figure 2-3. and noise levels west of Highway 77 will generally fall. Figures 5.5 and 5.6 depict the use of MSP Figure 5.4 Aircraft Noise Exposure 2005 runways in both 1994 and 2005 by showing the percentage of all incoming and outgoing flights using each of the runways. In 1994, 3 percent of outgoing flights and 2 percent of incoming flights flew over Bloomington through use of the 4/22 runway. Between 1994 and 2005, use of the 4/22 runway is anticipated to drop dramatically but the new north/south runway will begin handling 37 percent of all outgoing flights and 17 percent of all incoming flights, according to Metropolitan Airports Commission data in the M S P Noise Mitigation Program (November 1996). In the short term, aircraft noise levels in Bloomington may also be impacted by a proposed revision 2005 to the runway use system (RUS) that would route additional air Source: Metropolitan Airports Commission, traffic onto runway 4/22 and over 2005 Final Mitigated Bloomington. If implemented, the Contours.

Airport Impact 5.6 proposed redistribution of takeoffs Figure 5.5 MSP Runway Use 1994 and landings would increase aircraft noise levels in Bloomington while decreasing levels under the parallel runway flightpaths. The mitigation required if MAC were to implement the 4/22 RUS is described in the 1995 Record of Decision and 1994 includes acquisition of 75 single family homes in Bloomington and noise insulation of 1,047 single and 2,175 multi-family homes in Richfield and Bloomington. The 4/22 RUS may not be implemented however due to the very high cost of mitigating the associated impacts and the fact that the shifting of operations to the north/south runway will accomplish even greater noise relief by 2003 for areas under the parallel runway flightpaths. Source: Metropolitan Airports Commission, MSP Noise Compatibility Noise Mitigation Program, of Impacted Land November 1996, Figure 2-2. Uses Figure 5.6 MSP Runway Use 2005 Certain land uses are more tolerant of aircraft noise than others. Residential uses and hotels are considered the least tolerant of aircraft noise, followed by schools and churches. Industrial and agricultural uses are considered the most tolerant. Table 5.1 compares 2005 the number of existing Bloomington dwelling units exposed to various aircraft noise thresholds both before and after the construction of the north/south runway. Although the number of flights passing over Bloomington will greatly increase, the overall number of dwelling units exposed to 60 DNL and a b ove will actually decrease due to the fact that the flights will be passing over a less populated area. Noise impacts at DNL 75 and Source: Metropolitan a b ove are considered severe. Airports Commission, MSP Noise Mitigation Program, Residential, most public and November 1996, Figure 2-2.

Airport Impact 5.7 Table 5.1 Comparison of Bloomington Dwelling Units Exposed through acoustic insulation, or 3) to High Levels of Aircraft Noise Before and After Construction restricting incompatible land uses of the North/South Runway from high noise areas. Reducing noise at its source is of primary Units within Exposure Level importance because it can reduce Exposure Level 1994 2005 or reconfigure the geographic 75 DNL and above 0 0 area subject to adverse noise and because it is usually less expen- 70-75 DNL 0 4* sive than insulation or land use 65-70 DNL 411 383* measures. Available techniques 60-65 DNL 2,269 1,251 include requirements for quieter aircraft, setting time limits on Total Units Affected 2,680 1,638 flights, distributing takeoffs and * Numbers reflect the anticipated MAC removal of 112 units landings among the runways to in the 70-75 DNL zone and 49 units in the 65-70 DNL zone. minimize noise impacts, limiting Source: Metropolitan Airports Commission, MSP Noise Mitigation Program, nighttime runups, and routing November 1996, Figure 2-3 and 2005 Final Mitigation Contours. flights over noise tolerant land Unit counts by Bloomington Planning Division. uses or sparsely populated areas when possible. q u a s i - p u b l i c, and hotel uses are Noise impacts at DNL 65 to DNL While reducing noise at the source incompatible with these noise 70 are significant. Residential is the most desirable noise mitiga- levels. Other non-industrial land land uses and most public and tion technique, it cannot solve the uses are appropriate only when quasi-public uses are incompati- entire noise problem. Acoustic adequately insulated. In ble with these noise levels and insulation and land use programs Bloomington, most of the existing other uses may require insulation will continue to be necessary to land uses that will be exposed to depending on the nature of the mitigate noise impacts around the noise levels at or above 75 DNL, use. In Bloomington, this area airport. Where extreme incom- including three hotels, also fall includes hotels, a portion of the patibilities exist, there may be a within the Federal Runway Mall of America, office and need for appropriate agencies to Protection Zone and will be commercial uses, and 432 single assist in the redevelopment of the r e m oved in conjunction with the and multi-family dwelling units. It incompatible land use or even to north/south runway. is anticipated that 9 single and 40 purchase the use outright for multi-family dwellings will be Noise impacts at DNL 70-75 are r e m oval. In the case of less removed and the remainder of the sustained and can routinely inter- extreme incompatibilities, retrofit- dwellings insulated in conjunction fere with speech and sleep. ted acoustic insulation can greatly with the north/south runway. Residential land uses and most reduce interior noise levels. public and quasi-public uses are Noise impacts at DNL 60 to DNL Future incompatibilities can be incompatible with these noise 65 are considered moderate. mitigated through development levels. Other uses may require There are 1,251 Bloomington restrictions that prohibit new insulation depending on the dwellings that will be exposed to noise sensitive land uses in the nature of the use. In this level of aircraft noise in 2005. highest noise areas and building Bloomington, much of the central It is anticipated that MAC will regulations that require appropri- Airport South District including insulate all of these dwellings as a ate acoustic insulation in areas the bulk of the vacant Kelley prop- mitigation measure for the exposed to airport noise. e r t y, a portion of the Met Center north/south runway. s i t e, 24 single and 92 multi-family dwellings are exposed to this level Noise Mitigation of noise. It is anticipated that 20 Techniques single and 92 multi-family Strategies for minimizing aircraft dwellings will be purchased and noise impacts generally inv o l v e, r e m oved by MAC in conjunction 1) reducing noise at the source, 2) with the completion of the reducing interior noise levels north/south runway.

Airport Impact 5.8 5.4 Transportation Impacts

enerating over 71,000 vehicle airport which will reduce the need being refined and federal funding Gtrips per day in 1996, MSP is for private airport parking facili- sought for a fixed path transitway one of the metropolitan area’s ties in Bloomington and that would link downtown largest traffic generators. As air encourage redevelopment on Minneapolis with the airport, traffic increases in the future, these sites in the future. B l o o m i n g t o n ’s Airport South vehicle trips will also increase, To avoid further congestion and District, and possible points placing increased burdens on area maintain easy airport access for beyond. A heavily used bus line transportation corridors such as I- the region, airport area roadway currently links the airport with 494 which are already congested. i m p r ovements will be necessary B l o o m i n g t o n ’s Airport South M AC also has plans to double the as will alternative forms of trans- District. size of parking ramps at the portation. Routes are currently 5.5 Intergovernmental Relations

everal agencies are involved in Agency monitors noise and air feels it is important to use the prin- Sairport-related issues. The quality levels and enforces state ciple that MAC should pay for any Metropolitan Airports Commission noise and air quality standards. mitigation and local land use operates the airport and prepares The Fe d e r al Aviation Administrat i o n action which may result in a prop- short and long range airport controls all air traffic and reviews erty damage claim if the action is i m p r ovement plans. The airport improvement plans and taken by the City in order to Metropolitan Council r e v i e w s federally funded airport projects. protect current or future operation airport improvement plans, The Metropolitan Airc raft Sound of an airport. prepares aviation policy plans, and Abatement Council advises the Given the airport’s large impact on reviews the aviation elements of Metropolitan Airports Commission Bloomington, it is essential that local comprehensive plans. The on noise compatibility issues. the City closely follow the activi- Minnesota Department of Municipalities surrounding the ties of each of these agencies and Transportation also reviews airport airport, including Bloomington, participate in airport-related activ- i m p r ovement plans in addition to control land use and building ities through advisory boards and licensing airports and promulgat- regulations for airport-related co m m i t t e e s . ing airport-related regulations. facilities and noise impacted The Minnesota Pollution Control areas. The City of Bloomington

Airport Impact 5.9 5.6 Goals, Policy Objectives, and Implementation Actions

Policy Objective 1.1 Airport Impact Support continued use of MSP as the re g i o n ’s one major Goal 1 passenger and cargo airport. Policy Objective 1.2 Support continued Support improvements to keep MSP operating safely and airport improvements efficiently. to preserve MSP as a Policy Objective 1.3 first class hub airport E n c o u rage continued improvements at Flying Cloud Airport fo r while capitalizing on its g e n e ral aviation needs and as a method for “re l i eving” genera l proximity to aviation traffic from MSP. Bloomington. Policy Objective 1.4 E n c o u rage prompt implementation of the north/south (35/17) runway both as a means for increasing airport capacity and as a reasonable measure for mitigating noise in cities surrounding the airport. Policy Objective 1.5 Support the use of the extended cro s swind (4/22) runway fo r h e avy airc raft or emerg e n cy situations where a long runway is needed and to allow two runway operation and adequate runway length while the south parallel (30L/12R) is being reconstructed. Policy Objective 1.6 Oppose changing the runway use system to simultaneously use the cro s swind (4/22) and north parallel (30R/12L) runways to redistribute aircraft flights and noise. Policy Objective 1.7 E n c o u rage improved and diverse transportation connections b e t ween the airport and Bloomington, including ro a d way improvements, bus service, and fixed path transit systems.

Airport Impact Policy Objective 2.1 Goal 2 Support aggressive mitigation of aircraft noise impacts to reduce the airport’s nuisance effect on residents around the airport. Implementation Actions Reduce and contain the airport’s adverse • Support the use of building codes and other local controls to increase impacts on the compatibility of new development with MSP. Bloomington. • The MAC and FAA should accept responsibility for all costs of implementing runway safety zones, enforcing height restrictions, and mitigating noise impacts. Pursue MAC indemnification for damages caused by City actions to preserve safety zones and avoid navigation obstructions. • Support strategies to reduce aircraft noise at its source as an efficient method of minimizing aircraft noise impacts.

Airport Impact 5.10 COMPREHENSIVE PLAN

• Encourage the expansion of residential noise insulation programs to the DNL 60 line. • Advocate the implementation of runway 4/22 noise mitigation by MAC. If the revised runway use system is implemented, mitigation should include acquisition of all residential parcels identified for acquisition in the City’s proposal “Acquisition of 75 Residential Properties in Bloomington’s Northeast Noisepoint Neighborhood” sub- mitted to the MAC in January of 1994. If the revised runway use system is not implemented, mitigation should include acoustic insulation of those same identified residential parcels. • Advocate the implementation of north/south runway noise mitigation by MAC at the same time the north/south runway is constructed. • Encourage appropriate noise mitigation to proceed in conjunction with all future airport-related changes impacting noise levels. • The City will evaluate redevelopment strategies for residential areas east of Old Cedar Avenue if there is owner interest expressed through a written petition of over half the property owners on any given block. The petition will be reviewed by the Planning Commission, which will make a redevelopment recommendation to the City Council. • In conjunction with the residential Time-of-Sale Inspection Program, provide information to a buyer on a property’s anticipated aircraft noise exposure level in the same manner that information on zoning and flood zone status is currently provided. Policy Objective 2.2

Implement land use strategies to comply with federal and state runway related development limitations as expressed in the Minneapolis-St. Paul International Airport Zoning Ordinance.

Implementation Actions • Amend the Zoning Ordinance to create a new overlay zoning district that reflects the use and development limitations of the Minneapolis- St. Paul International Airport Zoning Ordinance. • Rezone land within Bloomington that falls within Safety Zone A or Safety Zone B in the Minneapolis-St. Paul International Airport Zoning Ordinance to achieve consistency with the Minneapolis-St. Paul International Airport Zoning Ordinance and to apply the new overlay zoning district. Policy Objective 2.3

Support road capacity and transit improvements to lower congestion levels on transportation corridors serving the airport. Policy Objective 2.4

Continue to participate actively in airport-related advisory boards and committees.

Airport Impact 5.11 COMPREHENSIVE PLAN Section 6: Utilities Element

6.1 Introduction

tility systems are a necessity for public health, safety, and welfare and play a direct role in physical development and Uenvironmental quality. Modern water treatment and distribution, sanitary sewage collection and treatment, surface water management, and gas, electric, and communication services have become so dependable and available as to often be overlooked. Bloomington is currently well served by public and private utilities. For Bloomington to continue to grow and prosper, however, the City must take steps to keep the existing utility infrastructure up-to-date and to ensure the future availability of additional utility capacity. It is the City of Bloomington’s intent to work with public agencies and private utilities to provide high quality, highly dependable utility services while minimizing utility costs and the visual impacts of utility infrastructure through efficient design and operation and coordinated planning.

Utilities 6.1 CITY OF BLOOMINGTON, MINNESOTA 6.2 Water System

his section summarizes in- length of pipe with a well point Tdepth water system plans, attached, driven into the shallow which are included within the aquifer about twelve to fifteen feet Comprehensive Plan by reference. below the surface, not far from the These plans include: waste disposal systems. Within a • Water System Master Plan, few years, wastewater began to prepared by Black and Veatch, seep into the shallow aquifer, 1998. causing its water to be unfit for drinking. • Public Water Supply Emergency and Conservation Plan, After careful study, a referendum prepared by the City of was held in 1959 and voters Bloomington, 1995. approved the installation of public water and sanitary sewer systems. History In the spring of 1960, a rapid construction program was initi- Before 1960, there was no public ated. Approximately 100 miles of water system in Bloomington. water and sanitary sewer piping Users extracted water from were installed in the first year. private wells. The shallow water Originally, water for the system table in the eastern portion of was purchased from the City of Bloomington contributed to a Minneapolis and pumped during building boom that saw the City’s off-peak hours to reservoirs at population jump from around 82nd Street and Penn Avenue. To 10,000 in 1950 to over 50,000 in diversify its supply, the City 1960. The new, mass-produced constructed four deep wells and a homes relied on a well for potable water treatment plant, which water and a septic tank/cesspool went into operation in 1974. system for waste disposal. In most cases, the well consisted of a

Utilities 6.2 COMPREHENSIVE PLAN

Water Supply Master Plan recommends adding water quality, analyze storm Bloomington’s current public wells and treatment capacity to water runoff, and monitor munici- water supply consists of increase the supply of treated pal lake and stream water quality. two sources: groundwater and groundwater to 14 mgd. This Microbiological and radiological surface water. recommended improvement is testing is currently performed by a consistent with the projected contract laboratory. Expansion of Groundwater is provided by four needs of the community based on the City laboratory is recom- deep wells located near growth in population and employ- mended in conjunction with the Normandale Boulevard and ment and would allow the City to water treatment plant expansion. Poplar Bridge Road which draw meet essential demands (defined water from the Prairie du Chien- Lime softening residuals are a as average daily usage on an major by-product of the City’s Jordan aquifer. Water from the annual basis) should Bloomington wells is pumped directly to a water treatment process. Lime is lose the ability to draw water from used as the principal softening nearby water treatment plant. The Minneapolis. well water, high in quality but agent to precipitate out calcium relatively hard, requires softening. The vast majority of Bloomington’s and magnesium ions. Disposal of The current firm capacity of the water needs are met from the lime softening residuals is an wells is 8.6 million gallons per day public supply, although some important consideration in the (mgd) slightly higher than the private wells do exist. Private efficient operation of the plant. current 7 mgd capacity of the groundwater use is regulated by Although lime softening residuals water treatment plant. the Minnesota Department of are inert, their disposal is costly in Natural Resources. The largest economic and environmental The surface water portion of the private use of groundwater in terms. The by-product is currently supply, purchased wholesale from Bloomington comes from those transported by truck to the City’s the City of Minneapolis, consists industrial users who avoid treated seven storage lagoons in the of treated, lime-softened water water due to cost or chemical western industrial area, which drawn from the Mississippi River. reasons. Private groundwater use have two years’ storage capacity. Bloomington’s agreement with raises several issues, such as At appropriate intervals, the Minneapolis allows the City to aquifer recharge, proper metering lagoons are excavated and the draw up to 30 mgd until the year and billing when discharged into lime softening residuals are trans- 2017, at which time the contract is the sanitary sewer system, and ported to farm fields. There the anticipated to be renegotiated. impact on surface water bodies residuals are incorporated into the Water in the distribution system is when discharged into the storm earth as a United States a blend of these two finished, sewer system. Department of Agriculture potable waters. The annual aver- approved liming material. age over the past ten years shows Water Treatment the Bloomington well supply Bloomington’s water treatment contributing 65 percent of the plant, constructed in 1974, soft- total demand and the Minneapolis ens, clarifies, recarbonates, and supply contributing the remaining filters groundwater prior to distri- 35 percent. Both supplies are bution. The plant reliably supplies stored and pumped from separate, 7 mgd of high-quality, softened isolated reservoirs into a common water that continues to meet the distribution system based upon requirements of the Safe Drinking demand. Water Act. The City’s Water System In order to meet essential Master Plan recommends expand- demands, increase reliability, ing the water treatment plant at increase flexibility (providing a its current location to a capacity of true dual source of supply), reduce 14 mgd. In addition to a 24-hour a reliance on purchased water from day, fully trained staff of opera- Minneapolis, and gain greater tors, the plant includes a control in meeting water quality laboratory staffed by two chemists goals, the City’s Water System who monitor raw and finished

Utilities 6.3 CITY OF BLOOMINGTON, MINNESOTA

Water Distribution and Penn Avenue, then pumped to 3 million gallon Western Reservoir System the distribution system on at 9921 Rich Road. The High Zone demand. includes the 1.5 million gallon The water distribution system is Northwest Water Tower at 7201 currently supplied from two To achieve the pressure necessary W. 83rd Street. Figure 6.1 depicts sources: the City’s wells and water to supply water throughout the Bloomington’s water distribution treatment system and two city, the distribution system is system. connections to the Minneapolis divided into two pressure zones distribution system. The water labeled as the “Normal Zone” and As a developed community, from Bloomington’s treatment the “High Zone”. The High Zone is Bloomington’s water distribution plant is stored in a 4 million gallon supplied by pumping from the system is essentially complete. treated water reservoir and Normal Zone. In addition to water Bloomington’s Water System pumped to the distribution mains of various sizes, distribu- Master Plan recommends several system. The water from tion infrastructure in the Normal areas in which the distribution Minneapolis is delivered to two- Zone includes the 1.5 million system should be upgraded to 10 million gallon storage gallon Valley View Water Tower at address fire flow and pressure reservoirs located at 82nd Street 401 E. 90th Street and the deficiencies.

Utilities 6.4 Figure 6.1 11” by 17” map of distribution system and infrastructure

Utilities 6.5 blank

Utilities 6.6 COMPREHENSIVE PLAN

Water Demand Table 6.1 Historical and Projected Water Demand A water utility must be able to Year Average Day Maximum Day Maximum Hour supply water at highly fluctuating (mgd) (mgd) (mgd) levels of demand. Demand levels most important to the design and 1993 10.24 20.09 38.11 operation of a water system are 1994 11.21 22.68 43.63 average day, maximum day, and 1995 11.68 28.08 44.38 maximum hour. Average day demand is the annual volume of 1996 12.48 28.18 44.38 water supplied divided by the 1997 11.95 29.65 48.00 number of days in the year. This 1998 12.18 25.90 N/A number is used for projecting peak demands and for developing 2000 12.57 34.72 59.23 probable supply, treatment, and 2010 13.55 36.83 62.84 pumping costs and revenue. 2020 14.00 37.87 64.61 Maximum day demand is the maximum quantity of water used Source: Bloomington Utilities Division (historical data) and Black and Veatch (projections). on any day of the year. This the seasons on minimum, maxi- water audit, leak detection, and number is used to size water mum, and average Bloomington repair programs; rate structures; supply, treatment, and distribution water usage. One way the City regulations for plumbing fixtures; facilities. The greatest demands attempts to defer or eliminate the retrofitting programs; local ordi- on a water system are generally need for capital improvements to nances; educational programs; experienced for short periods of the water system is to increase and pressure reduction. Current time during the maximum local water conservation efforts. measures include public educa- demand day. These peak demands Bloomington’s Public Water tion, metering upgrades, leak are referred to as maximum hour Supply Emergency and detection, and rate structures. demands because they seldom Conservation Plan identifies extend over a period of more than several water conservation a few hours. Pumping and storage measures, including: metering; requirements are usually determined on the basis of maximum hour demands. Figure 6.2 Monthly Average Water Consumption, 1989 to 1998 Table 6.1 depicts recent historical water use rates as well as 700 projected future demand. Bloomington’s Water System 600 Master Plan recommends Maximum construction of additional wells 500 and expanded treatment capacity to meet future essential demands verage and to increase system reliability, 400 A flexibility, and overall water qual- Minimum ity while optimizing the service 300 life of the water treatment plant. Water systems are typically 200 Millions of gallons designed to meet peak period demands. In Minnesota, water 100 usage varies dramatically throughout the year. Peak periods 0 invariably occur during the hotter Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec and drier months of the summer. Figure 6.2 shows the impact of Source: Bloomington Utilities Division

Utilities 6.7 CITY OF BLOOMINGTON, MINNESOTA 6.3 Sanitary Sewer System

his section summarizes the Richfield and Minneapolis and TCity’s Sanitary Sewer Policy then treated on a contract basis by Plan (1998, Short Elliott the Minneapolis-St. Paul Sanitary Hendrickson), which is included District. Sewage treatment in the within the Comprehensive Plan by metropolitan area was later taken reference. over by the Metropolitan Waste History Control Commission, now referred to as the Metropolitan Before 1960, there was no public Council Environmental Services sanitary sewer system in (MCES). MCES owns and oper- Bloomington. Sewage treatment ates regional interceptor sewer occurred on-site in septic tank lines and sewage treatment facili- cesspool systems. As the popula- ties while the City of Bloomington tion and number of septic systems owns and maintains local sewer soared in the 1950s, wastewater lines. The City maintains certain began to seep into the shallow components of the regional inter- aquifer, causing its water to be ceptors as defined in a unfit for drinking. After careful maintenance contract with MCES. study, a referendum was held in Bloomington’s sewage now flows 1959 and voters approved the southeast, under the Minnesota installation of public water and River near T.H. 77 to the Seneca sanitary sewer systems. In the Wastewater Treatment Plant in spring of 1960, a rapid construc- Eagan. The Seneca Plant, which tion program was initiated. In the also serves Burnsville, Eagan, first year, approximately 100 miles Savage, and small portions of of water and sanitary sewer piping Apple Valley and Lakeville, was were installed. built in 1972, then expanded and upgraded in 1992 to a capacity of Originally, Bloomington’s sewage 34 million gallons per day (mgd). was pumped north through The original interceptor and Utilities 6.8 COMPREHENSIVE PLAN sewage lift station are still is characterized by the latest engi- ment costs and potentially requir- operational and act as a redun- neering and construction ing premature infrastructure dant system to the regional techniques. Looking forward, improvements. Blockage must interceptor that flows south to the major issues concerning the clearly be avoided for the system Seneca Plant. system include making improve- to work effectively. ments as necessary to In their management of the sani- Collection accommodate future redevelop- Network tary sewer collection network, the ment; working with MCES to meet City’s Public Works Department Almost 100 percent of Bloom- long-term treatment capacity has initiated many preventative ington’s current population is needs; continuing efforts to iden- maintenance efforts to proactively connected to the sanitary sewer tify the presence of inflow and avoid infiltration, inflow, and collection system. Once entering infiltration; and performing blockage. Efforts that occur on an the system, sewage flows by preventative system maintenance. on-going basis include: virtue of gravity and with the help Of serious concern for any sani- pipe cleaning; chemical and of 28 lift stations that pump tary sewer system are infiltration, mechanical treatment to control sewage to a higher elevation to inflow, and blockage. Infiltration tree root intrusion; sewer televi- keep it flowing. Bloomington’s is the seepage of groundwater sion inspection; main line repairs, sewer lines range in diameter into sewer pipes through cracks or service line repairs, lift station from six to 48 inches. Figure 6.3 joints. Inflow is the entrance of maintenance, and monitoring; depicts the location of the sanitary clear water into the system from a changing castings and covers on sewer service districts, while single point such as a sump pump, manholes; and eliminating sump Figure 6.4 depicts sanitary sewer foundation drain, or sewer access pump connections. infrastructure. covers. Blockage occurs when Sewer lines that serve a regional As a fully developed city, pipes are clogged or obstructed by purpose are owned and operated Bloomington’s sanitary sewer solids or tree roots. Infiltration by Metropolitan Council system is essentially complete. and inflow increase the volume of Environmental Services (MCES). The system is relatively new and sewage, thereby increasing treat- As discussed in its Water

Figure 6.3 Sanitary Sewer Districts

I-494

I-494 A B D 86th 12th C E 90th St I TH 77

Nicollet Shakopee

98th St Old

US Hwy 169

I-35W 102nd H MN River

Bush Lk Rd F 106th St 108th St pee Old Shako G

Auto Club

Source: 0 1 Mile Bloomington Utilities Division, MN River 0 1 Kilometer NORTH 1999

Utilities 6.9

Islands CITY OF BLOOMINGTON, MINNESOTA

Table 6.2 Demand Current and Projected Average Daily Sanitary Sewer Flow Bloomington currently generates sewage at an average level of over Year Residential Commercial/Industrial Average Daily 10.0 million gallons per day (mgd). (mgd) (mgd) (mgd) Commercial/industrial users 1997 6.55 3.70 10.25 generate approximately 36% of 1998 6.61 3.78 10.39 that flow while residential users generate 64%. 1999 6.64 4.16 10.80 Table 6.2 depicts current and 2000 6.65 4.27 10.92 projected future sanitary sewer 2001 6.66 4.32 10.98 flows as stated in the City’s 2005 6.70 4.56 11.26 Sanitary Sewer Policy Plan. The projections reflect generation 2010 7.09 4.73 11.82 rates of near 75 gallons per day 2015 7.15 4.76 11.91 per resident and near 40 gallons 2020 7.19 4.80 11.99 per day per employee. Total flow Source: Bloomington Utilities Division. is projected to increase 9.8% between 2000 and 2020. The projections and their methodology Resources Management Policy serving a regional role and is described in greater detail Plan, the Metropolitan Council projected sewage flow increases within the Sanitary Sewer Policy proposes requiring cities to in Edina will strengthen that role. Plan. purchase MCES interceptor lines The City of Bloomington expects which it feels no longer have a the 3-BN-499 line to remain under The Sanitary Sewer Policy Plan also regional role. This proposal MCES operation due to its includes detailed analysis of includes one MCES line in regional role in serving portions of sewer infrastructure at the subdis- Bloomington identified as 3-BN- two communities and the fact that trict level to identify 499. This line serves portions of it does not meet the criteria for improvements needed to accom- both Edina and Bloomington and removal from the regional system modate anticipated growth and runs across the city from its as outlined in the Water Resources redevelopment. Based on that entrance point near the Management Policy Plan, analysis, the plan makes several I-494/Highway 100 intersection to (December 1996, p. 45). recommendations to maintain the the intersection of 90th Street and capacity and integrity of the exist- 18th Avenue. This interceptor ing system to the year 2020. currently meets the criteria for

Utilities 6.10 Figure 6.4 11” by 17” map of sanitary sewer infrastructure

Utilities 6.11 blank

Utilities 6.12 COMPREHENSIVE PLAN

On-Site Disposal Services Division is responsible Systems for coordination and enforcement of on-site disposal system ordi- As of 2000, it is estimated that 83 nances. Bloomington properties continue to utilize individual on-site In accordance with Minnesota disposal systems. Figure 6.5 Rules Chapter 7080, the City will depicts the location of active on- continue to implement a compre- site disposal systems according to hensive management program for whether sanitary sewer access is on-site disposal systems. The available. Properties producing management program requires domestic or industrial wastes are on-site disposal system owners to required by City Code Section have their systems inspected and 11.26 (c) to connect to the public serviced at least every three years. sewer system within two years of The program includes a comput- sewer availability. The City regu- erized notification and tracking lates the operation of on-site system along with enforcement disposal systems in accordance policies and procedures. with Minnesota Pollution Control Agency regulations. The Bloomington Environmental

Figure 6.5 Location of Active On-site Disposal Systems

I-494

86th 12th 3 2 90th St TH 77

Nicollet Shakopee 2 4 98th St Old 8 3

US Hwy 169

I-35W 102nd 2 MN River

Bush Lk Rd 106th St 108th St pee Old Shako On-Site 3 2 2 Disposal Systems 4 3 2 Auto Club 5 7 Sanitary Sewer Available 2 0 1 Mile Sanity Sewer Not Available MN River 0 1 Kilometer NORTH 7 Number indicates multiple systems in close proximity

Source: Bloomington Utilities Division

Utilities Islands 6.13 CITY OF BLOOMINGTON, MINNESOTA 6.4 Surface Water Drainage System

his section summarizes the private and publicly constructed TCity’s Comprehensive Surface retention and detention ponds; Water Management Plan (1999, and natural wetlands and water WSB, Inc.) and Wetland Protection bodies. When possible, the City and Management Plan (1997, City has used natural drainage ways of Bloomington), which are and wetlands within this system. included as part of the Using these natural systems bene- Comprehensive Plan by reference. fits the City by lowering costs, The Need for improving water quality in lakes Management and streams, saving valuable wildlife habitat, and retaining the Urbanization alters the natural beauty of the natural environment. drainage patterns of rainfall and Regulatory agencies, as well as the melting snow. Increased impervi- Metropolitan Council, share ous surface area restricts water Bloomington’s view on the impor- from entering the soil, which tance of surface water causes more water to exit a site management. The City follows the faster than when it was vegetated. Metropolitan Council’s Interim If not properly managed, the Strategy to Reduce Non-Point cumulative effect of this phenom- Source Pollution and has adopted enon leads to increased flooding the Minnesota Pollution Control potential. Urbanization also adds Agency’s Protecting Water Quality pollutants to draining water that in Urban Areas policies commonly can have negative effects on our known as “Best Management water bodies and the life forms Practices” (City Code Section that depend on them. 19.57). The City’s Comprehensive To reduce flooding potential and Surface Water Management Plan improve water quality, the City of and Wetland Protection and Bloomington has constructed a Management Plan discuss local comprehensive surface water methods to further joint goals and management system as develop- policies regarding surface water ment has occurred. This system management while assessing relies on open drainage ways; problems and proposing correc- drainage pipe; lift station pumps; tive actions. Utilities 6.14 COMPREHENSIVE PLAN

Figure 6.6 Watershed Districts

I-494

I-494 Bloomington/ Richfield

86th 12th Nine Mile

Creek 90th St TH 77

Nicollet Shakopee

98th St Old

US Hwy 169 Riley Purgatory I-35W 102nd Lower MN River

Bush Lk Rd Minnesota 106th St 108th St pee Old Shako

Auto Club

Source: 0 1 Mile Bloomington Public Works Department, MN River 0 1 Kilometer NORTH 1999

Watershed quality and wetlands. As depicted ton’s surface water plan is in Districts in Figure 6.6, the City of accordance with the requirements Bloomington shares land area of the individual watershed plans In 1956, state law created and with three Watershed Districts for the Bloomington area. empowered Watershed Districts and a Watershed Management to work with cities and property Organization. These entities each owners to improve flood storage have their own watershed capacity and to protect water management plans. Blooming- Islands

Utilities 6.15 CITY OF BLOOMINGTON, MINNESOTA 6.5 Private Utility Systems

n addition to water, sanitary Isewer, and storm sewer service, development relies upon the availability of private utilities, notably electricity, natural gas, and communications. While local governments do not control the provision of these services, they do have limited regulatory authority over the location and design of the conveyance infrastructure. The City will facilitate the continued development of these private utilities while minimizing associated adverse impacts. Electricity on-street site, it will need exten- that minimizes negative impacts sively screened through the use of on surrounding property. Electric service in Bloomington is attractive walls and landscaping. The electric industry may poten- provided by Northern States The underground portion of the tially be deregulated in the next Power (NSP) through a complex line should also be extended to five to 10 years, allowing several network of facilities, the most visi- encompass the entire Airport providers to sell electricity ble of which include major South District from 34th Avenue to through the existing NSP infra- transmission lines along the I-494 T.H. 77. structure. While deregulation will corridor and Park Avenue, four Systemwide, NSP projects have a major impact on electric substations, and the coal-fired demand to increase around 1.5% providers and offer additional Black Dog power plant directly per year. Due to anticipated choices to the consumer, it should across the Minnesota River in commercial redevelopment, fore- have little affect on the Burnsville. (See Figure 6.7.) Within casts for Bloomington are higher conveyance infrastructure in the next twenty years, several (2% to 2.5% growth in demand per Bloomington. Deregulation may issues related to the existing elec- year). To accommodate increased affect the future of the coal-fired tric infrastructure are expected to demand in Bloomington and the Black Dog power plant in impact Bloomington. southeast metropolitan area, NSP Burnsville, given its relatively high Due to a federal runway protec- plans to rebuild the 79th Street per unit production costs and the tion zone for the planned corridor transmission lines east of fact that is currently used primar- north/south airport runway at the the Wilson substation at Nicollet ily during peak demand periods. Minneapolis/St. Paul Inter- Avenue and I-494 as a double national Airport, the recently circuit which will require the Natural Gas constructed substation at 7900 replacement of existing power Reliant Energy/Minnegasco 28th Avenue South will need to be line support structures along the provides natural gas in relocated and the major overhead line with larger, taller structures. Bloomington with 670 miles of power lines will need to be placed NSP also plans to expand and distribution lines serving 29,000 underground. NSP also plans to improve the Wilson substation at metered homes and businesses. significantly increase the size of Nicollet Avenue and 79th Street. Bloomington is also home to high this substation to accommodate Both the transmission line and the pressure transmission lines that anticipated growth in the Airport Wilson substation are high visibil- convey natural gas from the south South District. If the expanded ity locations. These projects will to customers throughout the substation is relocated to a visible, need to be completed in a manner western metropolitan area.

Utilities 6.16 COMPREHENSIVE PLAN

Figure 6.7

I-494

I-494 Nine Mile Creek Wilson Bloomington Substation Substation Substation

86th 12th

90th St TH 77

Nicollet Shakopee

98th St Old

US Hwy 169

I-35W 102nd black Dog Hyland Lake PowerMN River Plant

Bush Lk Rd Substation 106th St 108th St pee Old Shako

Auto Club Major Electric 0 1 Mile Facilities, 1999

MN River 0 1 Kilometer NORTH Transmission Line

Source: Northern States Power Co.

Reliant Energy/Minnegasco Communications revenues, the Federal government, currently has no need for new The 1980s and 90s have been a before auctioning blocks of avail- transmission lines within time of great transition for the able frequencies to the highest Bloomington and no plans for communications industry. In 1980, bidder, has overridden or limited major changes to the existing the industry was limited primarily the ability of local jurisdictions to lines. Natural gas Islandssupply and to the land line telephone system regulate the infrastructure demand is forecast to remain rela- and over the air television and associated with many new tively stable over the next twenty radio. Since that time, many new communications technologies. years. While additional users will technologies have come into While the provision of advanced come on line as the region grows, fruition, including: cable and communications technology is overall demand should remain satellite television; two-way radio; important to the city’s residents static through continued effi- paging; cellular and PCS phone and businesses, and vital to the ciency improvements and service; fiber optic cable; and, continued economic development insulation methods. The natural even, satellite phone service. The of the city, the associated infra- gas industry will likely be deregu- rise of the Internet and high speed structure can be aesthetically lated in the next five to 10 years, data transmission technologies unattractive and present negative allowing several providers to sell has greatly increased the demand impacts to existing services. The natural gas through the existing for additional communications City strives to encourage and facil- Reliant Energy/Minnegasco infra- services. Each of these new tech- itate the continued development structure. While deregulation will nologies requires its own of high quality communications have a major impact on natural infrastructure, such as communi- infrastructure while minimizing gas providers and offer additional cation towers, satellite dishes, or a any associated adverse impacts choices to the consumer, it should grid of buried or above-ground upon the community or upon the have little effect on the overall cable. In order to increase compe- reliability of existing services that conveyance infrastructure. tition, ensure the provision of are often delivered via the public desired technologies, or maximize rights-of-way. Utilities 6.17 CITY OF BLOOMINGTON, MINNESOTA 6.6 Goals, Policy Objectives, and Implementation Actions

Policy Objective 1.1 Utilities Expand Bloomington’s groundwater supply to 14 million gallons Goal 1 per day. An expansion of Bloomington’s ground water supply is necessary to ensure that essential demands are met in the event that the Minneapolis supply is lost, to increase system reliability, Dependably and to increase flexibility by providing a true dual source of supply, to affordably provide a reduce reliance on the Minneapolis supply, and to gain greater high quality public control in meeting water quality goals. water supply. Implementation Actions • Construct new wells to increase the City’s supply of groundwater. • Expand the existing water treatment plant to a capacity of 14 million gallons per day. Policy Objective 1.2

Protect the quality and quantity of the groundwater supply. Implementation Actions • Encourage continued development of a metropolitan groundwater model, as a tool to define aquifers and aquifer recharge areas and as a basis for aquifer protection and management. • Construct new public water supply wells to meet Minnesota Department of Health wellhead protection requirements. • Continue active enforcement of the State Well Code through the City’s Environmental Services Division. • Continue to require that unused wells be sealed at the time of property transfer. • Continue to track data on underground storage tanks and hazardous material spills within the city. Policy Objective 1.3

Maintain a secondary water supply to meet peak period demands and improve system reliability and flexibility. Implementation Action • Continue to implement the existing water purchase contract with the City of Minneapolis. Policy Objective 1.4

Reduce the need for disposal and storage of water treatment by- products. Implementation Actions • Change the water treatment process, when feasible, to reduce the production of lime softening residuals. • Develop lime softening residuals disposal alternatives including, but not limited to, the possible recycling of lime softening residuals for agricultural and/or industrial uses.

Utilities 6.18 COMPREHENSIVE PLAN

Policy Objective 1.5

Construct improvements to the water distribution system as necessary to meet area demands and to address any fire flow or pressure deficiencies. Implementation Action • Improve the water distribution system as recommended in the Water System Master Plan. Policy Objective 1.6

Reduce per capita water demand. Implementation Action • Explore water conservation measures outlined in the City’s Public Water Supply and Emergency Conservation Plan to the extent deemed feasible and beneficial. Conservation measures include: metering; water audit, leak detection, and repair programs; rate structures; regulations for plumbing fixtures; retrofitting programs; local ordinances; educational programs; and pressure reduction.

Utilities Policy Objective 2.1 Goal 2 Construct improvements to the sanitary sewer collection system as necessary to meet the increased demand resulting from continued growth and redevelopment. Dependably and Implementation Action affordably convey • As warranted and in a cost effective manner, implement improve- sanitary sewage into ments to the sanitary sewer collection system that are recommended the regional treatment in the Sanitary Sewer Policy Plan. system. Policy Objective 2.2

Maintain an efficient and effective sanitary sewer collection system. Implementation Actions • Continue a phased sewer infrastructure replacement program. • Continue the sanitary sewer preventative maintenance program. Policy Objective 2.3

Reduce per capita/per employee sanitary sewage generation rates. Implementation Actions • Continue proactive efforts to reduce and eliminate infiltration and inflow. •Implement water conservation measures outlined in the City’s Public Water Supply and Emergency Conservation Plan to the extent deemed feasible and beneficial.

Utilities 6.19 CITY OF BLOOMINGTON, MINNESOTA

Policy Objective 2.4

Reduce the number of on-site sewage disposal systems while ensuring that existing on-site systems are properly maintained. Implementation Actions • Enforce City ordinances requiring connection to the public sanitary sewer system within two years of availability. • Limit the establishment of new on-site disposal systems. • Continue implementation of the City’s comprehensive management program for on-site disposal systems. Policy Objective 2.5

Work with Metropolitan Council Environmental Services (MCES) to ensure coordinated local and regional sanitary sewage conveyance and treatment. Implementation Actions • Periodically review and evaluate sewer collection network capacity and treatment capacity in conjunction with MCES to ensure long-term viability of the system. • Encourage proactive regional capital improvements planning to schedule long-term expansions to treatment facilities as necessary. • Due to its regional role as defined by the Metropolitan Council’s Water Resources Management Policy Plan (December 1996, p. 45), request the MCES to remove the regional interceptor sewer line 3-BN-499 from the list of sewer lines to be reconveyed to local government.

Utilities Policy Objective 3.1 Goal 3 Limit the potential for flooding. Implementation Actions Ensure that the public • Hold new development runoff to pre-development runoff rates. and private surface • Utilize existing natural ponding areas for the impoundment and treat- water management ment of surface water runoff, unless such use is not recommended by system is constructed the Wetland Protection and Management Plan. to economically meet community needs as •Work with property owners to identify and implement economical development occurs. solutions to minimize damage risks to existing structures in flood prone areas. • For new structures, require a minimum of two feet of freeboard between the lowest structure opening and the water elevation of the 1% chance event.

Utilities 6.20 COMPREHENSIVE PLAN

Policy Objective 3.2

Maintain or improve the quality of water in area lakes, streams, and rivers. Implementation Action • Using the provisions outlined in the Comprehensive Surface Water Management Plan, require the pretreatment of storm water runoff to Nationwide Urban Runnoff Program (NURP) recommendations in the design and construction of new, or modifications to existing, storm water conveyance systems. • Require applicants to receive permits from the appropriate watershed district. • Conform to the Metropolitan Council’s Interim Strategy to Reduce Nonpoint Source Pollution to all Metropolitan Water Bodies. • Continue to enforce the City’s Shore Area Protection Ordinance. • Continue implementing a comprehensive street sweeping program. • Require the inclusion and maintenance of skimmers in new pond outlets while retrofitting skimmers in existing pond outlets where feasible and practical. • Continue public education efforts on water quality issues. Some important educational issues include lawn fertilizing, lawn waste management, pet waste disposal, and private parking lot sweeping. • Implement the Wetland Protection and Management Plan’s Capital Improvement Plan as the Storm Water Utility budget allows. • Implement a policy regarding the establishment of vegetated buffer zones around wetlands. • Implement a fertilizer and pesticide management ordinance to restrict the use of chemical lawn treatments with high phosphorous content. • Implement an invasive and exotic species vegetation control program for city maintained water bodies.

Policy Objective 4.1 Utilities Minimize the impact of electric infrastructure on surrounding Goal 4 land uses. Implementation Actions Work with NSP to • Require new or expanded substations to be extensively screened and accommodate landscaped. Bloomington’s •Work towards the replacement of the existing overhead transmission electricity needs while line underground within the Airport South District from 34th Avenue mitigating adverse to T.H. 77. impacts. • Require existing local service electric distribution lines be placed underground whenever an adjacent arterial or collector street is reconstructed. • Require new electric lines to be placed underground, if feasible.

Utilities 6.21 CITY OF BLOOMINGTON, MINNESOTA

Policy Objective 5.1 Utilities Monitor and review changes in high pressure natural gas trans- Goal 5 mission lines. Policy Objective 5.2 Work with Reliant Energy/ Support efforts to conserve natural gas. Minnegasco to accommodate the city’s natural Policy Objective 5.3 gas needs while mitigat- Require natural gas control valves to be placed underground ing adverse impacts. when technically feasible.

Utilities Policy Objective 6.1 Minimize the number of communication towers citywide. Goal 6 Implementation Actions • Require antennas to be upon existing towers or structures such as Encourage and buildings, water towers, or power line support structures when it is technically feasible to do so. facilitate the continued • Require new towers to be designed to accommodate multiple users. development of a high quality communications Policy Objective 6.2 infrastructure Encourage communication towers be designed and located to while minimizing any minimize adverse impacts on the surrounding area. associated adverse Implementation Actions impacts upon the • Use zoning tools to encourage towers to locate first in industrial community or upon the areas, then in commercial areas, and finally at public and quasi-public reliability of existing uses in residential areas. services delivered via • Regulate tower height based on the tower’s proximity to residential the public rights-of- property. way. • Encourage the use of stealth and camouflage techniques to reduce the visual impact of communication towers. Policy Objective 6.3 Transfer the costs associated with placing private communication infrastructure in the public rights-of-way away from the general taxpayer and onto the provider and user of the service. Implementation Actions • Charge appropriate fees to providers placing communication infrastructure in public rights-of-way. • Encourage coordination and communication between public and private utilities when placing utilities underground to identify colloca- tion opportunities. Policy Objective 6.4 Recognize federally imposed limits on the regulation of communications infrastructure while working to keep those limits fair and equitable. Implementation Action • Lobby the FCC and Congress to retain local zoning control over communications infrastructure. Policy Objective 6.5 Encourage new communications infrastructure be placed underground when it is technically feasible. Utilities 6.22 Section 7: Community Facilities Element

7.1 he delivery of public services requires appropriate physical

In t r o d u c t i o n facilities. This element provides future planning direction Tfor Bloomington community facilities used to provide education, recreation, fire protection, and other government services.

When well delivered, these services together with housing, trans-

portation, employment, and shopping opportunities improve the

quality of life and provide a competitive edge in attracting and

retaining residents and businesses. It is Bloomington’s intent to

provide and promote high quality community facilities to fully meet

public service needs.

Community Facilities 7.1 7.2 Parks, Recreation, and Arts

his section provides an federal grants. In the 1970s, the Toverview and assessment of federal Land and Wa t e r the City’s parks, recreation, and Conservation Program (LAWCON) arts resources and makes recom- created additional opportunities mendations to preserve, improve, for park and open space acquisi- and enhance these resources in tion. LAWCON purchases resulted the future. It is Bloomington’s in acquisition of major park and intent to provide passive and open space areas including North active recreation and arts oppor- Corridor Park, Marsh Park, tunities through well balanced Tierney’s Woods and Pond-Dakota parks and facilities. Mission Park. Bloomington’s park system has been significantly History enhanced through metropolitan As Bloomington transitioned from funding of the Hyland-Bush- a rural to urban community, local Anderson Lakes Regional Park government began to create the Reserve and federal funding of the present public park and open Minnesota Valley National Wildlife space system through dedication Refuge. and purchase. Bloomington’s first The character of Bloomington’s parks, Beaverbrook and Lower parks and open spaces reflects Bryant, were dedicated to surrounding natural features as Bloomington Township in 1946. well as the timing and pattern of The Village of Bloomington made surrounding development. Wi t h its first park purchase in 1954: 28 few limiting natural features and a acres of Moir Park for $60,000. A relatively flat landscape, develop- Park Board was established in ment in the eastern portion of the 1946, followed by a Park and City occurred very rapidly and in a Recreation Advisory Commission grid pattern. Correspondingly, in 1955. The City Subdivision there are few passive open space Regulations were amended to resources (with the exception of require park dedication in 1958. the Minnesota River Valley). Park The 1960s brought successful facilities in this area generally parks bond referendums and focus on active recreation and fit within the grid pattern. Community Facilities 7.2 Park and open space areas in cen- Table 7.1 Park Classifications (continued next page) tral Bloomington primarily follow a similar pattern except that the Playlot valley and marshlands of Nine Use: Intended for children up to ten years of age. Mile Creek have been largely set Usually includes play apparatus and turf areas. aside as park and open spaces. Service Area: 1/2 Mile radius Central Bloomington also Size: 1 to 2 Acres provides an accessible location for Location: Frequently within neighborhood playgrounds or community wide facilities such as community parks. the Bloomington Ice Garden, the Neighborhood Playground National Guard Armory, and Creekside Community Center. Use: Intended to meet primary play needs of 5 to 17 year olds. Usually includes play apparatus and areas for In addition to being more topo- field games, court games and skating. graphically varied, the western Service Area: 1 Mile radius portion of Bloomington developed Size: 5 to 20 Acres at a slower pace and at a later Location: Co-locate with elementary schools and spaced date, when the City was better throughout community to serve neighborhoods. equipped to undertake proactive park planning. Park and open Community Park space planning was an important Use: Intended for use by all ages. Usually includes areas part of the Western Area Plan in the of natural or ornamental quality for walking, 1970s and in the 1 9 8 0 bicycling, viewing, sitting or picnicking. Bloomington Comprehensive Plan. Often includes playlot. In addition to playfields and Service Area: 4 to 16 Square miles neighborhood parks, the City Size: 20 to 50 Acres planned for and then required Location: Determined by existing natural features. dedication of many open space Playfield corridors to link larger open Use: Emphasis on facilities for organized and individual space areas and facilitate wildlife sports. Usually includes lighted athletic fields, areas movement. for court games and skating. Inventory Service Area: 9 to 16 Square miles Size: 20 to 50 Acres The Bloomington park and open Location: Determined by existing natural features and good space system encompasses close transportation access. to one third of the land area of the City. Park and open space proper- Large Urban Park ty is an extensive land resource Use: At t r a c t i v e natural features contrast to urban envi r o n - particularly when compared to ment. Caters to nature-oriented outdoor recreation other cities within the metropoli- su c h as picnicking, boating, walking and skiing. tan area. Figure 7.1 depicts the Service Area: Southwest metropolitan area location of parks in the City. Each Size: 100+ Acres park is assigned a classification Location: Determined by existing natural features. based on its role. Classifications Regional Park are described in Table 7.1. Table 7 . 2 summarizes the amount of Use: Continuous or groupings of open spaces offering parkland in each classification. A facilities/activities determined by natural assets. complete park inventory with Recreation development limited to no more than 30 information on each park is percent of the total acreage; much of park retained included in the appendix. in a natural state. Service Area: Metropolitan area B l o o m i n g t o n ’s parks prov i d e Size: 250+ Acres diverse recreational amenities, Location: Determined by existing natural features.

Community Facilities 7.3 Table 7.1 Park Classifications (continued)

Conservation Area Use: Protects natural environment rather than satisfying demand for recreation opportunities or scenic quality. Ensures proper functioning of natural systems, especially hydrologic. While secondary, passive or active recreation uses coexist with primary conservation function. Service Area: Metropolitan area Size: 250+ Acres and water quality ponding areas Location: Determined by existing natural features and proximity to water resources.

Corridor Park Use: Developed for recreational travel including hiking, bicycling, cross-country skiing or horseback riding. Serves as corridors for wildlife movement. Service Area: Metropolitan area Size: Sufficient width to provide maximum use and protection of resource. Sufficient length to serve recreational travel purposes. Location: Where linear resources such as watercourses or bluff lines occur. Link recreation system components.

Special Areas (Historic Parks, Arts Facilities, Indoor Ice Arenas) Use: Preserve and maintain buildings, sites, or objects of historical or archeological significance. Provide for fine arts activities. Indoor ice facilities. Service Area: Varied Size: Varied Location: Where resource occurs.

Golf Course Use: Daily fee golf course and associated facilities such as driving ranges, putting greens, and clubhouses. Service Area: 40,000 Population Size: 120 to 180 Acres for 18-hole course Location: Determined by existing natural features.

Source: Bloomington Parks and Recreation Division, March 2000 including hiking trails; biking facilities; volleyball courts; a trails; picnic areas and shelters; swimming beach; a swimming horseshoe pits; basketball courts; pool; a wading pool; a bocce ball soccer fields; tennis courts; a disc court; softball and baseball dia- golf course; playground equip- monds; wetlands; hockey rinks; ment at 53 locations; benches; and pleasure skating rinks. nature areas; restored prairie planting areas; in-line skating

Community Facilities 7.4 [Insert Figure 7.1 – Recreation/Arts Facilities, 11 x 17 fold out map, black and white]

Community Facilities 7.5 Blank

Community Facilities 7.6 Special Facilities Table 7.2 Park Classification Summary The parks and open spaces Classification Quantity Acres described in the inventory are enhanced by the following special Playlot 17 25.4 recreational and cultural facilities, Neighborhood Playground 28 255.5 which are maintained and operat- Community Park 7 228.1 ed by the City of Bloomington. Playfield 3 110.4 Golf Courses Large Urban Park 2 269.7 The City of Bloomington maintains and operates two public golf Regional Park 3 6,870.8 courses: Dwan and Hyland Corridor Park 1 15.6 Greens. Dwan Golf Course is an Conservation Area 30 969.4 executive length, par 68 golf course. Hyland Greens Golf Course Special Area 4 29.3 consists of a long par 3 course, a Golf Course 2 152.8 “pitch and putt” par 3 course, and Total 97 8,927.0 a 12-station practice range. Source: Bloomington Parks and Recreation Division, March 2000 Bloomington Ice Garden The Bloomington Ice Garden currently meets the community’s ent location in 1924, was the orig- Hyland-Bush-Anderson Regional needs for indoor skating venues inal Bloomington Town Hall. The Park Reserve provide a wide except during the most sought- building serves as a depository for variety of recreational opportuni- after prime hours. The existing historic artifacts, photos and doc- ties within a diverse natural facilities are in need of some uments and provides limited environment. extensive capital replacement, meeting space. Minnesota Valley National specifically the roofs on Rinks 1 Pond-Dakota Mission Park Wildlife Refuge and 2 and the rink and freezing Pond-Dakota Mission Park was The Minnesota Valley National system in Rink 1. Additional indoor acquired with federal LAW C O N Wildlife Refuge was established by skating facilities should be consid- funds in the late 1970s. The park Congressional act in 1976 to pre- ered only when the debt on the includes the Gideon Pond house serve the Minnesota River valley’s existing facilities is nearly retired. and farm, which is notable for its natural resources, develop recre- Bloomington Arts Center historic and architectural attrib- ational opportunities, and to pro- The Bloomington Arts Center, at utes. The Gideon Pond house, ini- vide a wildlife interpretation and Penn Avenue and West Old tially constructed in 1854, is on education center. The Refuge Shakopee Road, is occupied by the National Register of Historic boundaries extend from the the Bloomington Fine Arts Places. northeast boundary of Council. The Bloomington Fine Major Regional Public Bloomington south and west Arts Council receives operating Park and Open Space along the Minnesota River valley support from the City. The Arts Facilities to Louisville Swamp near the city of Carver. Center provides a limited physical The Bloomington park and open space for basic arts activities space system is fortunate to have The Refuge within the City including some art classes, small two major regional facilities with extends the entire length of the meetings and display. unique physical and natural char- Minnesota River valley between Bloomington History Center acteristics. These facilities are the the river and the 722 foot elevation. The U.S. Fish and Wildlife The Bloomington History Center is Minnesota Valley National Wildlife Refuge and the Hyland-Bush- Service owns and maintains a sig- sited adjacent to the Bloomington nificant portion of this refuge, Arts Center at the intersection of Anderson Regional Park Reserve. As large park and open space specifically the Long Meadow Penn Avenue and West Old Lake refuge unit and the Shakopee Road. The actual build- areas, the Minnesota Va l l e y National Wildlife Refuge and the Bloomington Ferry refuge unit. ing, which was moved to its pres- The Long Meadow Lake unit Community Facilities 7.7 includes the river bottoms area and Normandale Lake park units ming has expanded significantly from the northeast City boundary are owned by the City of with the growth of community arts to I-35W and the Bloomington Bloomington. Hyland Lake and organizations. Cultural, arts, and Ferry unit includes the river bot- Anderson Lakes park units are leisure activities are supported by toms area from the Canadian owned and operated by the community groups such as the Pacific Railroad right of way Suburban Hennepin Regional Park Bloomington Fine Arts Council (south of Auto Club Road) west to District. The Hyland Lake park members (Angelica Cantanti, the City boundary. The refuge area unit is the largest of the park units Bloomington Art Center, Bloom- between the Long Meadow unit that comprise the Hyland-Bush- ington Symphony Orchestra, and the Bloomington Ferry unit is Anderson Regional Park Reserve Bloomington Medalist Concert the Bloomington Open Space unit, with 1,060 acres or 41% of the Band, Continental Ballet Company, owned and maintained by the City total area. Bloomington Civic Theater, of Bloomington. Hyland-Bush-Anderson Regional Normandale Choral Society, and The wildlife refuge in Blooming- Park Reserve provides a broad NOTE-able Singers); the ton constitutes a regional and spectrum of recreational opportu- Bloomington Garden Club; the large corridor park. It is designat- nities and outstanding facilities Bloomington Swirlers; the ed for conservation uses on the that were developed by both the Bloomington Historical Society; City’s land use guide plan and City of Bloomington and the and the Gideon Pond Heritage serves as major habitat for resi- Suburban Hennepin Regional Park So c i e t y . dent and migratory wildlife. District. Most notable are the pic- Recreation and sports program- Included within the refuge is the nicking and beach facilities at ming supported by community proposed Minnesota Valley State Bush Lake Park, the Hyland Hills recreation organizations offer Trail alignment that will connect Ski Area, 70 meter ski jump, and numerous programs for adults refuge units. The visitor center the Richardson Nature Center. and youth in Bloomington. The and refuge headquarters is locat- Bloomington Athletic Association ed at 3815 East 80th Street in Recreation and (BAA) offers youth baseball, bas- Bloomington. Arts Programming ketball, floor hockey, football, Hyland-Bush-Anderson Lakes The City of Bloomington provides golf, ice hockey, soccer, softball, Regional Park Reserve over 50 different recreation and volleyball, and wrestling. Other arts programs on an annual or organized athletic groups include The 2,611 acre Hyland-Bush- the Bloomington Amateur Hockey Anderson Regional Park Reserve seasonal basis. These programs are summarized in Table 7.3. Association (BAHA), Barracuda is a part of the metropolitan parks Aquatics Club, Bloomington Adult and open space system. This Recreation and arts programming Sports Association (BASA), regional park reserve consists of in Bloomington is supported by Bloomington Traveling Baseball seven individual park units: community arts and recreation Association, Broomball, Classic Hyland Lake, Bush Lake, organizations that provide a L e a g u e, Fall Ball, Bloomington Anderson Lakes, Tierney’s Woods, broad array of programs to meet Figure Skating Club, Girls’ Fast North Corridor, South Corridor, community needs and interests in Pitch, Horseshoe Club, Legion and Normandale Lake. Six of the arts, cultural activities, and sports Baseball, Legion Gun Safety, park units are located entirely for various age groups and popu- North Star Diving, Bloomington within the city of Bloomington lations within the city. The City of Junior Soccer Club (BJSC), Town and the seventh (Anderson Lakes) Bloomington has been successful Team Baseball, Southdale YMCA, is split between Bloomington and in working cooperatively and in and Born Again Jocks (BAJ). Eden Prairie. The City of partnership with community arts Bloomington and the Suburban and recreation organizations. Hennepin Regional Park District Support of arts programming are joint implementing agencies dates back to 1963 when the Parks for the Regional Park Reserve as and Recreation Division promoted they each own and operate sever- the establishment of the Bl o o m - al of the individual park units. ington Symphony Orchestra Bush Lake, Ti e r n e y ’s Wo o d s , through financial support from the North Corridor, South Corridor City Council. Fine arts program- Community Facilities 7.8 Table 7.3 City Recreation and Arts Programs

Program Season Program Season SP SFW SP SFW Adaptive Recreation and Public Swimming Learning Exchange (AR&LE) Bush Lake ■ Adult Drop-in Center ■ ■ ■ ■ Valley View Pool ■ Adult Softball ■ River Rendezvous ■ Bowling ■ ■ Sand Castles ■ Happenings I ■ ■ ■ ■ Shape Up Challenge ■ Integrated Softball ■ Skating Rinks ■ Teen Explorers ■ ■ ■ ■ Snorkeling Lessons ■ Travel Club ■ ■ ■ Softball Youth Softball ■ Co-Rec. ■ ■ ■ Adopt-A-Park ■ ■ ■ Men ■ ■ ■ Arts in the Parks ■ Women ■ ■ Basketball League Men ■ ■ Summer Fete Jul 3 Women ■ ■ Summer Spectrum ■ Bloomington Historical Museum Mar ■ Dec Supervised Summer Playgrounds ■ Bloomington Loves Its Kids ■ Swim Lessons Bloomington Jazz Festival ■ ■ Canoe Rack Rentals May ■ Oct Bush Lake 1 31 Valley View Pool ■ Day Camp Talent Show ■ Environmental ■ Tennis ■ History Ladder, Men’s Doubles ■ ■ KOTA Ladder, Men’s Singles ■ ■ Discovery Ladder, Women’s Doubles ■ ■ Football, Fall Ladder, Women’s Singles ■ Galaxy Youth Center ■ ■ ■ ■ Lessons, Adult ■ ■ ■ Garden Plots May ■ Oct Senior ■ 1 15 Volleyball Gideon Pond Open House and Special Events ■ ■ ■ Co-Rec. ■ ■ Halloween Party ■ Daytime ■ ■ ■ Lifeguard Training ■ League, Women ■ ■ Parks Garden Club ■ ■ ■ Sand ■ ■ ■

Source: Bloomington Parks and Recreation Division, March 2000

Community Facilities 7.9 Future • facilitate public awareness of of the comprehensive plan pro- Directions in parks and open space facilities as vides an overall framework and Parks, Recreation, safe places for recreation and guiding policies for the more and Arts enjoyment; detailed and site-specific discussion and recommendations to be The City will continue to provide • maintain a range of recreation included in the updated park plan. quality parks, recreation, and arts and arts programs responsive to opportunities by building upon the changing community needs; and, solid foundation of existing facili- • ensure continued cooperation ties and programs and by being between the City, other govern- responsive to the changing needs mental agencies, and community of the community. Future park recreation and arts organizations. planning efforts will strive to: Parks and Recreation Division staff • develop new facilities based on will complete an extensive and a comprehensive parks, recre- inclusive revision of the 1973 City ation, and arts planning process; Park Plan during the years 2000 • provide facilities that are acces- and 2001. Revising and updating sible on a city, neighborhood, and the City Park Plan through careful individual level; research and evaluation will enable the Parks and Recreation • maintain and enhance parks, Division to effectively plan for the recreation, and arts facilities as an future of parks, recreation, and aspect of community reinve s t m e n t ; arts in Bloomington. This section

Community Facilities 7.10 7.3 Schools

uality educational facilities Public school enrollment skyrock- Qare an essential component eted in the 1960s reaching a peak of a prosperous, desirable com- of 25,000 students, 28 schools, munity. Bloomington is home to and 2,000 staff members in 1969. many learning facilities including Since that time, family sizes have Independent School District #271, decreased and many of the homes Normandale Community College, purchased by child-rich families in Northwestern Health Sciences the 1960s are now owned by U n i v e r s i t y, and several private empty nesters. Enrollment fell schools and training centers. The sharply until it stabilized in the City will work cooperatively with late 1980s. In 2000, the School education providers to ensure that District has around 11,000 stu- Bloomington’s schools successful- dents, 17 schools, and 1,500 staff. ly meet future resident and busi- The rapid decline in enrollment ness needs. resulted in the closure and sale of several schools. These schools History have been successfully redevel- The majority of Bloomington lies oped or converted to other uses, within Bloomington Independent including private schools, a com- School District 271, commonly munity center, office building, and referred to as the Bloomington church. The fact that enrollment School District. Small portions of began dropping as western northwest Bloomington lie within Bloomington was being devel- Eden Prairie School District 272 oped led to an inefficient and Edina School District 273. distribution of schools. There are District 271, a unit of government no public schools west of the separate from the City of Hyland Park Reserve and only one Bloomington, operates all public public school west of Normandale Bloomington kindergarten Boulevard, a fact that leads to through grade 12 schools and the longer distance busing of children. community education program. The location of public and private K-12 schools in Bloomington is depicted in Figure 7.2.

Community Facilities 7.11 Figure 7.2 Public and Private Schools, K - 12

Source: Bloomington Planning Division

Challenges athletic programs among other Table 7.4 Bloomington factors requires space and infra- Public School K -12 The School District forecasts a structure not needed in 1960s era Enrollment History and 12% decrease in K-12 enrollment Projections over the next five years, from schools. In response to these 10,706 in the 2000-2001 school changing needs, Bloomington voters approved a $107 million School Year Enrollment year to 9,423 in the 2004-2005 school year. A similar percentage bond referendum in May of 1999 1995-96 11,415 decrease is anticipated statewide to fund facility improv e m e n t s . 1996-97 11,298 for the same period. No additional Changes and updates are proposed for all 17 Bloomington 1997-98 11,143 Bloomington school closures are anticipated. Rather, the declining schools. The School District is also 1998-99 11,094 enrollment will allow some redesigning its instructional pro- 1999-00 10,921 restructuring of classroom use grams and reorganizing its grade level structure. By 2001, the 2000-01 10,706 and of average classroom sizes. Community education enrollment District will offer grades K-5 in 11 2001-02 10,376 has been increasing, with courses elementary schools, grades 6-8 in 2002-03 10,108 serving around 40,000 students in 3 middle schools, and grades 9-12 in 2 high schools. 2003-04 9,788 1999. Historic and forecast K-12 enrollment levels are depicted in To reduce present costs and better 2004-05 9,423 Table 7.4. control future costs, the School Source: Bloomington School District, Schools across the country are District purchased and began Enrollment Report, October 1999 experiencing changing facilities operating its own fleet of buses in needs. The need for computers, 1999. A supporting bus mainte- media centers, new special edu- nance and storage facility was cation, community education, and acquired at 8801 Lyndale Ave. S.

Community Facilities 7.12 7.4 Public Buildings

n addition to human resources, Creekside is a former elementary Ithe provision of public services school constructed in 1960 that requires physical resources such the City acquired from the School as libraries, fire stations, offices, District for $500,000 in 1975. In and community centers. It is addition to meeting room rentals Bloomington’s intent to provide and senior citizen programs, the high quality; long-lasting public center is also utilized for Human buildings that support the efficient Services programs, noon and and economical provision of evening meal services, nutrition desired services. programs, and serves as offices for eight human service agencies. At the center of public service pro- With a rapidly growing senior vision is City Hall. The present City population and increasing Hall at 2215 West Old Shakopee demand for all-purpose facilities, Road was built in 1964, expanded the City will find it difficult to meet in 1972, and dedicated with the future service needs within the motto “built from savings, dedi- existing Creekside facility. cated to progress.” Thirty-six Constructing a larger, more com- years later, City Hall is undersized prehensive community center has and ill equipped to meet the serv- been discussed for years. The dis- ice needs of a much larger city. In cussion has been fueled in part by 1999, the City Council appointed a the City’s lack of indoor recre- 14-member citizen task force to ational facilities, facilities which study City police, office, and vehi- have become common in newer cle storage needs. The task force suburban communities. Clearly, recommended constructing a new there is a strong need for such a City Hall, police facility, and vehi- facility and its funding, role, and cle storage facility with a new location will be the subject of dedication motto, “built from sav- future study. ings, dedicated to service”. Fire protection service is delivered Bloomington’s senior citizen serv- from the City’s six fire stations. ices are centered in the heavily These stations are located used Creekside Community throughout the community to pro- C e n t e r, 9801 Penn Avenue S. Community Facilities 7.13 Figure 7.3 Public Buildings

Source: Bloomington Planning Division tect life, safety, and property. Construction of this facility is Figure 7.3 depicts the location of B l o o m i n g t o n ’s fire protection on hold pending state funding public buildings in Bloomington. service is provided by a 150-mem- decisions. ber volunteer department of high- Given high levels of anticipated ly trained firefighters. The City commercial redevelopment, most holds an ISO Class III insurance notably in the Airport South rating, a reflection of excellent District, fire station facilities and service that keeps insurance rates equipment should be periodically low. re-evaluated to ensure excellent Keeping the City’s fire fighters at fire protection service. the highest performance levels Bloomington is home to two requires extensive training at spe- libraries, Penn Lake Community cialized facilities. The City cur- Library at 8800 Penn Avenue S. rently maintains a fire training and Oxboro Community Library at facility at 600 West 95th Street in 8801 Portland Avenue S. an area proposed for redevelop- Hennepin County owns and oper- ment. To construct a more com- ates both facilities. More exten- prehensive fire and police training sive library services are provided facility, several area public safety nearby in Edina at the Southdale agencies, including the City of Regional Library, 7001 Yo r k Bloomington, have teamed up to Avenue S. propose a new, joint facility.

Community Facilities 7.14 7.5 Goals, Policy Objectives, Implementation Actions

Community Provide accessible park, recreation, and arts facilities Facilities and programs to serve the needs of Bloomington resi- Goal 1 dents.

Implementation Actions Policy Objective 1.1 • Explore the development of additional parks, arts, and recreation facilities as an aspect of the comprehensive parks, recreation, and arts Meet resident needs planning process. and desires for leisure time activities through • Develop innovative parks, arts, and recreation facilities and programs. appropriate facilities and • Enhance programming and facilities at Dakota-Pond Mission Park. programs. Increase interpretive programming and fund capital improvements (e.g. interpretive center/barn). • Develop level of service (LOS) indices to identify specific facility needs on the neighborhood or area level. • Develop a community recreational profile to track demographic changes in order to modify programs and facilities to meet population needs. • Maintain adequate funding levels for a range of parks, recreation, and arts programming opportunities. • Establish a parks, recreation, and arts capital improvement evaluation process to determine project priorities. • Establish alternative funding mechanisms to supplement traditional funding sources for park improvements, acquisition, recreation programs, and maintenance.

Community Facilities 7.15 Implementation Actions Policy Objective 1.2 • Revise the City Parks, Arts, and Recreation Master Plan by 2002 and then revise/update it at least every fifteen years. Develop a comprehensive • Create a computerized database to better manage the park system. parks, recreation, and arts planning process that • Map the parks using GIS to identify and locate the various amenities allows the City to be and features in the parks. proactive in the • Develop computerized park historical files identifying the various park development of facilities improvements made and to address future capital improvement proj- and programs to meet ects. changing community needs.

Implementation Actions Policy Objective 1.3 • Expand use of the Internet to share information, respond to resident comments, register for programs, and reserve facilities. Involve and inform • Expand cable television programming for parks, recreation, and arts the public on parks, items. recreation, and arts issues. • List the benefits of Parks and Recreation services and the positive impact they have on Bloomington. • Include the residents in the planning of parks, recreation, and arts facilities and programs through solicitation of public input (e.g. public meetings, surveys, evaluations, feedback, task forces, etc.). • Address resident concerns in a timely manner. • Improve utilization of volunteers and develop a comprehensive volunteer recognition program.

Policy Implementation Actions Objective 1.4 •Work closely with the Suburban Hennepin Regional Park District, the State Department of Natural Resources, the Metropolitan Council, the Continue to support Legislative Commission on Minnesota Resources, the U.S. Fish and cooperative relationships Wildlife Service, and other agencies in the improvement of regional with other governmental recreation facilities. agencies and community recreation and arts organ- • Negotiate agreements with the Bloomington School District to main- izations to enhance and tain continued public use of recreation facilities after schools are improve the Bloomington closed. parks, recreation and arts • Explore partnerships with other service providers for parks, recre- facilities and programs. ation, and arts services and facilities (e.g. YMCA, School District, youth athletic associations, Lion’s Club, community service organizations, neighborhood groups, etc.) Partnerships can be for programming, fund-raising for park facilities, etc.

Community Facilities 7.16 Implementation Actions Policy Objective 1.5 • Make reasonable accommodations for individuals with special needs except where an undue burden exists (i.e. some facilities may not be Provide park facilities and accessible due to extreme topography and the excessive cost to make amenities that meet or the facilities ADA compliant). exceed standards set • Identify barriers to participation or use of facilities and take steps to through the Americans reduce or eliminate these barriers. with Disabilities Act (ADA). • Provide specialized recreation facilities and programs for the elderly, handicapped, and other people with special needs. • Implement the Accessibility Evaluation Transition Plan.

Policy Implementation Actions Objective 1.6 •Take advantage of facilities already existing in the community for arts Develop comprehensive programming (schools, city, etc.). facilities to meet the • Consider construction of a visual and performing center for the arts. visual and performing arts • Construct the Normandale Lake Bandshell and Park Shelter as a programming needs of the venue for Bloomington arts in the regional park system. community.

Community Work cooperatively with education providers to ensure Facilities high quality, safe learning environments responsive to Goal 2 the needs of local residents and businesses.

Implementation Actions Policy Objective 2.1 • Establish regular joint meetings between the City Council and School Board. Coordinate City and • Coordinate planning on multi-use community center facilities and school planning efforts adult educational programming to ensure City and School facilities to cooperate on joint and programs complement one another and to avoid unnecessary objectives. duplication of services. • Coordinate planning on community/school bicycle and pedestrian linkages. • Include School District in citywide traffic demand management dis- cussions. • Cooperate with the School District to continue to provide drug absti- nence education and youth activity programming. • Coordinate Bloomington promotional strategies and marketing efforts with the School District. • Continue to provide Police Department liaison services to public middle and high schools. • Continue joint school/police emergency response training and simu- lations. • Encourage a continued closed campus environment for all schools. Community Facilities 7.17 Community Support the efficient and economical provision of Facilities public services with high quality, long-lasting public Goal 3 buildings.

Implementation Actions

Policy • Construct a new City Hall, police station, and vehicle storage facilities Objective 3.1 as recommended by the Facilities Task Force in 1999. Develop new facilities to • Continue to study the funding, role, and location of a new communi- meet community needs. ty center. • In conjunction with other area public safety agencies, pursue development of a joint, comprehensive fire and police training facility. • Periodically review fire station facilities and equipment for adequacy as redevelopment occurs.

Community Facilities 7.18 Section 8: Environmental Protection

he City of Bloomington is strongly committed to envi r o n m e n t a l protection. Large areas of the city have been set aside as Tconservation and natural areas, including the entire length of B l o o m i n g t o n ’s Minnesota River Va l l ey and significant wetland and woodland areas along Nine Mile Creek. As residential devel o p m e n t occurred, the City also took steps to preserve numerous natural corridors to link larger natural areas and facilitate wildlife move- me n t . To serve as a guide to the wise use of land, wa t e r, and natural resources; to establish criteria for the protection and enhancement of environmental quality; and to foster understanding and enjoym e n t of the natural environment, Bloomington has included an Env i r o n- mental Protection Element in its Comprehensive Plan. The City plans a future update of the Environmental Protection Element, which was last updated in a comprehensive fashion in 1980. Until that update occurs, the City will carry forward the existing 1980 Envi r o n m e n t a l Protection Element as a part of this plan by reference.

Environmental Protection 8.1 Section 9: Implementation

omprehensive planning begins with creating a community vision and establishing guiding goals and policy objectives. CThat step has been taken through the update of this plan and through other City visioning efforts. The next step involves bringing the vision into reality, actually implementing the plan. Implementation of this plan will be accomplished through a variety of means, including: •Following the recommended implementation actions included in each element of this plan; • Using the Capital Improvements Program to prioritize capital expenditures; • Allocating resources through the regular budget process; •Working with community residents, businesses, and organizations. Most of the resources and initiative needed to bring the community vision into reality will be supplied by the private sector. • Enforcing existing local official controls; • Amending the existing local official controls as needed; •Following the plan within day-to-day operations;

Implementation 9.1 • Regularly evaluating implementation progress; and, • Adjusting plans and programs to take into consideration changing circumstances. State statutes (Sec. 473.859) require including an implementation program within the comprehensive plan. Because of the length of the implementing doc- uments listed below, they are included within the comprehensive plan by reference: • The Bloomington City Code, which includes the zoning ordinance, subdivision regulations, and other local official controls; • The Bloomington Capital Improvements Program; • The Bloomington Housing and Redevelopment Authority Action Plan; and, • Th e Bloomington Comprehen- sive Surface Water Management Pl a n .

Implementation 9.2