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HomeMy WebLinkAbout09/17/2014  Meeting Location: Municipal Center City of 7100 147th Street West Apple Valley, Minnesota 55124 SEPTEMBER 17, 2014 PLANNING COMMISSION TENTATIVE AGENDA 7:00 P.M. This agenda is subject to change by deletion or addition to items until approved by the Planning Commission on the date of the meeting. 1. CALL TO ORDER 2. APPROVAL OF AGENDA 3. APPROVAL OF MINUTES OF SEPTEMBER 3, 2014 4. CONSENT ITEMS --NONE-- 5. PUBLIC HEARINGS --NONE-- 6. LAND USE/ACTION ITEMS A. Embry Place Subdivision Consideration of --Family Residential/6--acre (PC14-31-ZS) outlot (Outlot E, CORTLAND) into 86 single-family residential lots. LOCATION: Southeast corner of CSAH 42 and Pilot Knob Road PETITIONER: Arcon Land IV, LLC and Fischer Sand and Aggregate Co. B. Cobblestone Lake North Shore Consideration of a Comprehensive Plan Land Use Map re- -12 units p Residential/2-6 units per acre), rezoning from Planned Development No. 703/zone 8 to Planned Development no. 703/zone 2B, and the subdivision of 4.9 acres into 22 residential lots, two (2) (PC14-30-PZS) common lots and one (1) outlot. LOCATION: Southeast corner of Cobblestone Lake Parkway and Embry Path PETITIONER: South Shore Development, Inc. 7. OTHER BUSINESS A. Springs of Apple Valley Apartments Sketch plan review of a proposed amendment to the 2030 Land Use Map from acre), rezoning and zoning code amendments, and site plan/building permit authorization to allow th for 14-building/280-unit apartment complex on 21 acres, located at the northwest corner of 147 Street West and Flagstaff Avenue, By Continental 313 Fund LLC. B. Review Thrive 2040 Transportation and Housing Policies. C. Review of upcoming schedule and other updates. 8. ADJOURNMENT NEXT PLANNING COMMISSION MEETINGS Wednesday, October 1, 2014 Regular Scheduled Meeting 7:00 P.M. -Public hearing applications due by 9:00 a.m. on Wednesday, September 3, 2014 -Site plan, variance applications due by 9:00 a.m. on Monday, September 22, 2014 Wednesday, October 15, 2014 Regular Scheduled Meeting 7:00 P.M. -Public hearing applications due by 9:00 a.m. on Wednesday, September 17, 2014 -Site plan, variance applications due by 9:00 a.m. on Monday, October 6, 2014 NEXT CITY COUNCIL MEETINGS Thursday, September 25, 2014 Regular Scheduled Meeting 7:00 P.M. Thursday, October 9, 2014 Informal 5:30 P.M. Regular Scheduled Meeting 7:00 P.M. Regular meetings are broadcast live on Charter Communications Cable, Channel 16. Agendas are also available on the City's Internet Web Site http://www.cityofapplevalley.org. 1. CALL TO ORDER CITY OF APPLE VALLEY PLANNING COMMISSION MINUTES SEPTEMBER 3, 2014 The City of Apple Valley Planning Commission meeting was called to order by Chair Melander at 7:00 p.m. Members Present: Tom Melander, Ken Alwin, Tim Burke, Keith Diekmann, Paul Scanlan and David Schindler Members Absent: Brian Wasserman. Staff Present: City Attorney Sharon Hills, Community Development Director Bruce Nordquist, City Planner Tom Lovelace, Planner Kathy Bodmer, Assistant City Engineer David Bennett and Department Assistant Joan Murphy. 2. APPROVAL OF AGENDA Chair Melander asked if there were any changes to the agenda. Hearing none he called for a motion. MOTION: Commissioner Burke moved, seconded by Commissioner Scanlan, approving the agenda. Ayes - 6 - Nays - 0. 3. APPROVAL OF MINUTES AUGUST 6, 2014. Chair Melander asked if there were any changes to the minutes. Hearing none he called for a motion. MOTION: Commissioner Burke moved, seconded by Commissioner Diekmann, approving the minutes of the meeting of August 6, 2014. Ayes - 4 - Nays — 0. Abstained — 2 — Melander and Schindler. 4. CONSENT ITEMS A. Stephens Front Yard Variance — Consideration of a seven-foot (7') front setback variance reducing the front setback from 30' to 23' to allow construction of a 7' x 14' covered front entry. (PC14-33-V) LOCATION: 13705 Georgia Drive PETITIONER: Clyde and Vicki Stephens MOTION: Commissioner Burke moved, seconded by Commissioner Scanlan, recommending approval of a seven foot (7') variance reducing the front setback from 30' to 23' to allow construction of a 7' x 14 gabled roof structure (portico) over the front entryway at 13705 Georgia Drive. Ayes - 6 - Nays — 0. CITY OF APPLE VALLEY Dakota County, Minnesota Planning Commission Minutes September 3, 2014 Page 2 of 5 5. PUBLIC HEARINGS A. Embry Place Subdivision — Public hearing to consider the rezoning from "M6-C" (Multi- Family Residential/6- 12 units per acre) to "PD" (Planned Development) and subdivision of a 25-acre outlot (Out lot E, CORTLAND) into 86 single-family residential lots. (PC14-31-ZS) LOCATION: Southeast corner of CSAH 42 and Pilot Knob Road PETITIONER: Arcon Land IV, LLC and Fischer Sand and Aggregate Co. Chair Melander opened the public hearing at 7:01 p.m. City Planner Tom Lovelace stated the applicant is requesting a rezoning from "M-6C" to "PD" (Planned Development), which would allow them to subdivide the property for single-family residential uses, consistent with the proposed Comp Plan re-designation. A planned development ordinance would address such things as a minimum lot size and lot width of 65 feet as well as establishing the uses, area requirements, and performance standards for the planned development district, consistent with the proposed development. He reviewed the utility, grading, landscaping and staging plans. All lots directly abutting Pilot Knob Road and the Lebanon Cemetery shall be screened with combination of berms and landscaping. Conservation easements shall be created over and across the areas of the lot where the berms and landscaping will be located. Lots having direct access off Embry Path, a collector street, should have driveway turnarounds installed. Embry Avenue would be required to be extended to County Road 42 with the construction of Phase 3 of the proposed development. Driveway widths within the right-of-way of all lots abutting Emory Avenue should be reduced to 14 feet to allow for more on-street parking space. The Pilot Knob Road/152nd Street West intersection is currently a full intersection. This intersection would need to be modified to a right iniright out and left turn in intersection, commonly referred to a three-quarter intersection. All work to modify that intersection would be the responsibility of the developer. He reviewed any issues identified by staff. Scott Johnson, President of Arcon Land, provided additional information. Chair Melander asked if there would be a non-redundancy clause written in when people are selecting their homes where it is not identical down the line. Mr. Johnson stated that has always been a business practice with Arcon Land to be sure they are not building like houses right next to each other and that there will be multiple builders for this development. CITY OF APPLE VALLEY Dakota County, Minnesota Planning Commission Minutes September 3, 2014 Page 3 of 5 Commissioner Scanlan commented on the section that would have 14-foot wide driveways in the right-of-way and asked if parking would be only on one side. Mr. Lovelace answered yes. Commissioner Scanlan asked if parking would be on both sides of Embry Path and what the speed limit would be. Assistant Engineer Dave Bennett answered that parking would be on both sides and the speed limit would be 30 mph. Chair Melander closed the public hearing at 7:25 p.m. B. Cobblestone Lake North Shore — Public hearing to consider a Comprehensive Plan Land Use Map re-designation from "MD" (Medium Density Residential/6-12 units per acre) to "LD" (Low Density Residential/2-6 units per acre), rezoning from Planned Development No. 703/zone 8 to Planned Development no. 703/zone 2B, and the subdivision of 4.9 acres into 22 residential lots, two (2) common lots and one (1) outlot. (PC14-30-PZS) LOCATION: Southeast corner of Cobblestone Lake Parkway and Embry Path PETITIONER: South Shore Development, Inc. Chair Melander opened the public hearing at 7:27 p.m. City Planner Tom Lovelace reviewed the applicant's request for an amendment to the 2030 Land Use Map that would re-designate from "MD" (Medium Density Residential/6-12 units per acre) the outlot to "LD" (Low Density Residential/2-6 units per acre), with the proposed single-family development having an overall density of 4.5 units per acre. The proposed development would meet the minimum area requirements as well as the minimum building setbacks set forth in zone 2 of the planned development. No new subzone would need to be created. An access restriction easement should be established over the northern one-foot (1') of Lot 8, Block 1 and L ot 16, Block 2 that would restrict direct driveway access to Cobblestone L ake Parkway. A 28-foot wide private street that would be constructed within the 30-foot wide outlot would provide access from Cobblestone Lake Parkway to the lots within the development. The width of the street would allow for parking on one side of the street only. He stated the City Engineer has reviewed the grading and utility plans and his comments were included in the report and revisions should be made per the City Engineer's comments. Jacob Fick, South Shore Development, provided additional information. Commissioner Scanlan inquired what the price points would be. CITY OF APPLE VALLEY Dakota County, Minnesota Planning Commission Minutes September 3, 2014 Page 4 of 5 Mr. Fick answered $350K to $425K depending on the options and whether on or off the lake. Chair Melander asked what the width of the driveways would be. Mr. Fick answered they would be the standard 14-foot driveway width. Todd Stutz, President of Robert Thomas Homes, described the house designs. Michelle Ryan, 15661 Eagle Stone Rd., inquired if there will be a financial relationship to how much those individuals would be contributing to the master association and would they be paying double since the zoning has changed on that area. She asked about the indentation to the land along the public walkways around the lake, and inquired if would that be leveled out. Mr. Fick reviewed the grading plan and said the indentations would remain because those are infiltration areas for water treatment and the lots would start beyond that point. Ms. Ryan had a concern for road usage with the development related to construction trucks and suggested having the trucks limited to which way they are going in and out to lessen the impaet on the current roadways. Mr. Lovelace stated the next step in the process would be the submittal to the Metropolitan Council for the Comprehensive Plan Land Use Map re-designation for their approval. Chair Melander closed the public hearing at 7:49 p.m. 6. LAND USE/ACTION ITEMS --NONE-- 7. OTHER BUSINESS A. Update on Metropolitan Council Thrive 2040 Land Use Process. Community Development Director Bruce Nordquist stated the Metropolitan Council has embarked on the decennial planning process, entitled Thrive MSP 2040. This work culminates with a new Comprehensive Plan for the City of Apple Valley by 2019 for the time period up to 2040. The 2030 Comprehensive Plan for Apple Valley is approaching its mid-term with guiding land use policies for development priorities and strategies already underway. He stated these policy plans would be further reviewed at the Planning Commission meeting scheduled for September 17. B. Review of upcoming schedule and other updates. Community Development Director Bruce Nordquist stated that the next Planning Commission meeting would take place Wednesday, September 17, 2014, at 7:00 p.m. CITY OF APPLE VALLEY Dakota County, Minnesota Planning Commission Minutes September 3, 2014 Page 5 of 5 8. ADJOURNMENT Hearing no further comments from the Planning Staff or Planning Commission, Chair Melander asked for a motion to adjourn. MOTION: Commissioner Burke moved, seconded by Commissioner Alwin to adjourn the meeting at 8:34 p.m. Ayes - 6 - Nays - 0. Respectfully Submitted, Murphy, Planning D partm Assistant Approved by the Apple Valley Planning Commission on City of Apple Vail ey ITEM: PLANNING COMMISSION MEETING DATE: SECTION: PROJECT NAME: Embry Place Rezoning and Subdivision PROJECT DESCRIPTION Request for approval of a rezoning from "M6-C" (Medium Density Residential /6-12 units per acre to "PD" (Planned Development) and subdivision by preliminary plat of a 25-acre outlot into 86 single- family residential lots. STAFF CONTACT: Thomas Lovelace, City Planner APPLICANT: Arcon Land IV, LLC (Developer) and Fischer Sand & Aggregate, Co. (Property Owner) APPLICATION DATE: July 31, 2014 60 DAYS: September 28, 2014 DEPARTMENT/DIVISION: Community Development Department PROJECT NUMBER: PC14-31-ZS 120 DAYS: November 27, 2014 Proposed Action If the Planning Commission concurs, staff is recommending the following actions: 6A September 17, 2014 Land Use 1. Recommend approval of the rezoning of Outlot C, CORTLAND TH 1' 1 A 1DITION from "M6-C" (Medium Density Residential /6-12 units per acre to "PD" (Planned Development). 2. A motion to have the City Council direct staff to prepare planned development ordinance that includes permitted, conditional, and accessory uses; and area requirements and special performance standards consistent with the proposed development plans, including but not limited to the following: * Establishing buffer area requirements for lots located directly adjacent CSAH 31 (Pilot Knob Road) and the Lebanon Cemetery. • A landscape plan shall be prepared that provides screening from CSAH 31 (Pilot Knob Road) and the Lebanon Cemetery. 3. A motion to recommend approval of the EMBRY PLACE preliminary plat, subject to the following: O The plat shall be configured to have 86 residential lots and zero (0) outlots. * Dedication of the necessary street right-of-way to serve the plat as indicated on the submitted plans, dated July 24, 2014. * Dedication of a ten foot (10') wide drainage and utility easement along the entire perimeter of lots within the plat wherever abutting public road right-of-ways. 9 Dedication of a five foot (5') wide drainage and utility easement along all common lot lines. • Dedication of a 15-foot drainage and utility easement along the south side of Lot 47, Block 1 over the westerly 40 feet. • Installation of a six-foot (6') wide concrete sidewalk both sides of all public streets. * Lots having direct access off Embry Path, a collector street have internal driveway turnarounds installed, in accordance with the plan dated September 12, 2014. • Park dedication shall be satisfied by a cash-in-lieu of land contribution. • The installation of municipal sanitary sewer, water, storm sewer and street improvements as necessary to serve the plat, shall be designed and constructed in accordance with adopted City standards. All costs associated with the design and installation of these improvements shall be fully assessed against the affected property. • The extension of Embry Path north from Lot 5, Block 1 to CS 42 shall occur at the time of development of the third stage, as indicated on preliminary staging plan dated July 18, 2014. • The Pilot Knob Road/152 Street West intersection shall be reconstructed as a right in/right out and southbound left turn only intersection. All costs associated with the intersection reconstruction shall be the responsibility of the developer. • A drainage and utility easement shall be dedicated with the first phase over and across the storm sewer line that will be installed along the rear lot lines of Lots 2- 30, Block 1. The easement shall be sufficient in size to allow for the installation and maintenance of the storm water utility line. • Revisions shall be made to the grading and utility plans to the satisfaction of the City Engineer. • Driveway widths within the right-of-way of all lots abutting Emory Avenue shall be a maximum width of 14 feet. Project Summary/Issues The applicant is requesting a rezoning from "M-6C" to "PD" (Planned Development), which would allow them to subdivide the property for single-family residential uses, consistent with the proposed Comp Plan re-designation. A planned development ordinance would address such things as a minimum lot size and lot width of 65 feet as well as establishing the uses, area requirements, and performance standards for the planned development district, consistent with the proposed development. Utility and drainage easements abutting public street rights-of-way and centered on rear or side lot lines with a width of at least ten feet wide or wider shall be required. The Assistant City Engineer is requiring that a 15-foot drainage and utility easement shall be dedicated along the south side of lot 47, Block 1 over the westerly 40 feet. This is to allow access to the water main casing under Pilot Knob Road. Lots having direct access off Embry Path, a collector street should have driveway turnarounds installed. Embry Path will be required to be extended to County Road 42 with the construction of Phase 3 of the proposed development. The necessary drainage and utility easement shall be dedicated with the first phase over and across the storm sewer line that will be installed along the rear lot lines of Lots 2-30, Block 1. Driveway widths within the right-of-way of all lots abutting Emory Avenue should be reduced to 14 feet to allow for more on-street parking space. All lots directly abutting Pilot Knob Road and the Lebanon Cemetery shall be screened with combination of berms and landscaping. Conservation easements shall be created over and across the areas of the lot where the berms and landscaping will be located. A landscape plan shall be submitted that identifies the species type and location of plantings on lots located directly adjacent to the Pilot Knob Road and the cemetery. Revisions shall be made to the grading plan per the Assistant Engineer's comments, which are contained in this report. Dakota County Plat Commission Letter Preliminary Plat Staging Plan CORTLAND Final Plat Utility Plan Turnaround Sketch CORTLAND THIRD ADDITION Final Plat Grading Plan The Pilot Knob Road/152n Street West intersection is currently a full intersection. This intersection will need to be modified to a right in/fight out and left turn in intersection, commonly referred to a three-quarter intersection. All work to modify that intersection will be the responsibility of the developer. Budget Impact All road and utility construction and improvements associated with the development project shall be borne by the developer. Park dedication requirements shall be satisfied with a cash-in-lieu of land dedication. Attachment(s) Property Location: Legal Description: Comprehensive Plan Designation Zoning Classification Existing Platting Current Land Use Size: Topography: Existing Vegetation Other Significant Natural Features Adjacent Properties/Land Uses Located just south and east of the Pilot Knob Road (CSAH 31) and 150 Street West (CS 42) Out lot E, CORTLAND. This outlot was recently replatted with CORTLAND TH ADDITION plat, which was approved by the City but has not been officially recorded by Dakota County. "LD" (Low Density Residential/2-6 units per acre) "M-6C" (Medium Density Residential/6-12 units per acre) Platted as an outlot Vacant 24.97 acres Irregular None. Property is former sand and gravel mine. None NORTH SOUTH EAST ST EMBRY PLACE PROJECT REVIEW Existing Conditions Lebanon Cemetery Comprehensive Plan "P" (Institutional) Zoning/Land Use Apple Valley East Family r Addition Comprehensive Plan Zoning/Land Use CORTL Comprehensive Plan Zoning/Land Use Comprehensive Plan Zoning/Land Use "P" (Institutional) 1' "LD" (Low Density ResidentiaV2-6 units per acre "PD-856/zone 2" (Planned Development) "LD" (Low Density Residential/2-6 units per acre) "R-3" (Single Family Residential/1 1,000 sq. ft. min. lot area) Fischer Sand and Aggregate Mining Operation "MBC" (Mixed Business Campus "SG" (Sand and Gravel) Development Project Review • '014* 4K§11MMIMMt4.4,4,-^ LEBANON CEMETERY MitiEIMPREtir „,- 91 APPLE VALLEY ,EAST PARK (c_ -----, Location Map Comprehensive Plan: The 2030 Land Use Map currently guides the subject property "LD" (Low Density Residential/2-6 units per acre). Property within this designation is intended to create, preserve and maintain the places to live that define the primary character and identity of Apple Valley. A variety of housing types may be built in Low Density (LD) residential area including single-family detached dwellings, duplexes, twin homes, townhomes, and other types of attached housing. In the past, housing densities ranged from one-half to six units per acre. Today, the Land Use Plan places housing densities in the "LD" areas at three to six units per acre. However, the City recognizes that in some cases of infill development when there are severe slopes, mature trees, lakes, wetlands, or existing adjacent residential neighborhoods, densities of less than three units per acre may be needed. The City will use the zoning ordinance and other land use controls to manage this land use category. Most existing single-family residential neighborhoods are zoned "R-1", "R-2", "R-3" and "R-CL". Additionally, the "R-5" (two family); "M-1", "M-2" and "M-3" (multiple family), and "PD" (planned development) districts are eligible for this land use category provided that the performance criteria set forth in the zoning ordinance are met. I N LI.I.L1 „.‘ . ' r: -- -- - ,....... , .. .• -•. . ..,... .- ' .........ge 0, ,,,,,, • 2030 Comprehensive Land Use Map Designation "LD" (Low Density Residential/2-6 units per acre) Livable Communities Impact: The proposal will add 86 market-rate single-family dwelling units to the City's existing housing stock. Zoning: The property is currently zoned "M-6C" (Multi-Family Residential/6-12 units per acre). The "M-6" districts are intended for those areas, which are designated for "medium density" in the comprehensive guide plan, where a moderately high density of townhouse or apartment dwelling units is expected. Property within these districts are characterized by relatively level topography, the minimal presence of significant mature vegetation and proximity to either neighborhood or community collector roads or to arterial roads. Permitted uses within the current zoning district include townhouse dwellings, and provided no single structure contain in excess 12 dwelling units, and apartment buildings. The applicant is requesting a rezoning from "M-6C" to "PD" (Planned Development), which would allow them to subdivide the property for single-family residential uses, consistent with the proposed Comp Plan re-designation. PD-703 Current Zoning Map Designation "M-6C" (Multi-Family Residential/6-12 units per acre) They have submitted a preliminary layout, which shows 86 single-family lots on 24.97 acres. The lots will vary in size with smallest lot within the layout would have an area 8,414 sq. ft. and a minimum lot width of 62 feet. This is different from our typical "R-3" zoning district, which has minimum lot area of 11,000 sq. ft. and lot width of 80 feet. A planned development ordinance would address such things as a minimum lot size and lot width of 65 feet as well as establishing the uses, area requirements, and performance standards for the planned development district, consistent with the proposed development. A planned development is defined as "An urban development often having two or more principal uses and having specialized performance standards relating to an overall approved development plan to provide for an optimal land use relationship. The purposes of the planned development-zoning district are: • To encourage a more creative and efficient approach to the use of land; • To allow a variety in the types of environment available to the people of the city; • To encourage more efficient allocation and maintenance of privately controlled open space in residential developments through the distribution of overall density of population and intensity of the land use where an arrangement is desired and feasible; • To provide the means for greater creativity and flexibility in environmental design than is provided under the strict application of the zoning and subdivision chapters while at the same time preserving the health, safety, order, convenience, prosperity and general welfare of the City and its inhabitants; • To encourage an overall design within the natural boundaries for an area; and • To provide an overall guide for developments that are staged because of the size of an area. Preliminary Plat: The preliminary plat consists of the replat of the 24.97-acre Outlot E, CORTLAND into 86 single-family lots. This will result in a gross density of 3.44 units per acre. Lot sizes will range from 8,450 sq. ft. to 18,675 sq. ft. in area. Public street rights-of-way will be platted to serve the proposed subdivision. They include: • Emory Avenue, a local street that will have a right-of-way width of 54 feet, which is similar to the existing right-of-way width in the residential development to the south. This will allow for parking on one side of the street only. Currently the east side of Emory Avenue south of the development is signed no parking. • 152n Street W and Embry Path, collector streets will have a 68 feet of right-of-way, which will allow for two traffic lanes and parking on both sides of the street. • Emory Circle, a local street with a 60-foot wide right-of-way with parking on both sides of the street. No drainage and utility easements have been identified on the preliminary plat. The City will require utility and drainage easements abutting all public street rights-of-way and centered on rear or side lot lines. Those easements shall be at least ten feet wide or wider. Also, the Assistant City Engineer is requiring that a 15-foot drainage and utility easement shall be dedicated along the south side of lot 47, Block 1 over the westerly 40 feet. This is to allow access to the water main casing under Pilot Knob Road. To avoid potential conflicts, all lots directly abutting Pilot Knob Road and the Lebanon Cemetery shall be screened with combination of berms and landscaping. Conservation easements shall be created over and across the areas of the lot where the berms and landscaping will be located. All other requirements of the City's subdivision will need to be adhered to. Phasing Plan: The project is proposed to be done in four phases. The first phase will include Lots 6-17, Block 1 and Lots 1 and 2, Block 3. These lots will have direct access off Embry Path, a collector street. To avoid potential conflicts with vehicles backing out of those lots onto a collector street, driveway turnarounds shall be required. Phase 2 will include Lots 17-19, Block 1; Lots 3-16, Block 2; and Lots 1-7, Block 4. Fourteen of these lots will be located along Emory Avenue, a street with a reduced right-of-way and driving surface. This will restrict parking to one side of the street only. Driveway widths within the right-of-way should be reduced to 14 feet to allow for more on-street parking space. Phase 3 will include Lots 20-32, Block 1 and Lots 1-7, Block 2; and Phase 4 will include Lots 33-47, Block 1 and Lots 8-16, Block 2. Embry Path will be required to be extended to County Road 42 with the construction of Phase 3 of the proposed development. Grading Plan: The Assistant City Engineer has reviewed the preliminary grading plan and has the following comments: • The driveways on lots 39 and 32 shall be realigned so the driveway does not intersect the pedestrian ramp at the intersection. • All Emergency overflows (EOF) shall be identified on the grading plan. • The low openings on the following lots need to be raised to be a minimum of 1 foot above the EOF: Lots 11, 12, 13, 14, 19 and 20, Block 1. A berm and screening shall be provided along Pilot Knob Road. • Along the north boundary line, a berm and screening shall be provided from the cemetery. The location of the berm shall be coordinated with Public Works Staff. Landscape Plan: A landscape plan is normally not required with a single-family development proposal. However, this development is located in a future planned development and will be adjacent to an arterial roadway and the Lebanon Cemetery. These two elements dictate the need for a landscaped berm. A landscape plan shall be submitted that identifies the species type and location of plantings on lots located directly adjacent to the Pilot Knob Road and the cemetery. Availability of Municipal Utilities: Sanitary sewer and watermain lines currently exist south and east of the proposed development. Those lines will be extended to the lots within this project. The City's engineering staff shall prepare utility design. A storm sewer line will be installed along the rear lot lines of Lots 2-30, Block 1. These lots will be developed in three different phases and may not be platted at the same time. Therefore, all necessary easement over and across the storm sewer line shall be dedicated with the first phase. Street Classifications/Accesses/Circulation: A combination of local and collector streets will be constructed to serve the proposed subdivision. Emory Circle and Emory Avenue will provide local street access within the development and will intersect with 152 Street West. 152 Street West is a collector street that will traverse east and west across the site and will intersect with Embry Path and Pilot Knob Road. This street will provide direct access to and from the development. The Pilot Knob Road/152n Street West intersection is currently designed as a full intersection. This intersection will need to be modified to a right iniright out and left turn in intersection, commonly referred to a three-quarter intersection. All work to modify that intersection will be the responsibility of the developer. This development will generate approximately 865 vehicle trips per day. The proposed roadway system has been or will be designed to accommodate the traffic generated by this development. Pedestrian Access: Sidewalks, trails or pathways shall be provided in accordance with provisions of the City's pedestrian circulation plan. Recreation Issues: The City's subdivision regulations provide for dedication of land or easements for the purpose of offsetting the need created by new development for new parks or storm water holding ponds. The regulations also provide for a cash-in-lieu of land dedication and is based on a "benchmark" land valuation for raw land. The preliminary plat does not propose any land dedication, therefore it will be expected that the developer will be proposing the cash option to meet their park dedication requirement. The Apple Valley Parks and Recreation Advisory Committee reviewed this proposed development at their September 4, 2014, meeting. The committee voted 5-0 to recommend the City Council accept cash in lieu of park dedication land from this proposed plat. Dakota This proposed development is located adjacent to a County road, and is subject to review by the Dakota County Plat Commission. This preliminary plat was reviewed by the Plat Commission at their August 25, 2014, meeting. Attached is a letter from the Commission with their findings. Public Hearing Comments: The public hearing was held on September 3, 2014. No comments were received by the public. August 29, 2014 City of Ap le Valley 7IOO147~' St. VV. Apple Valley, MN 55124 Re: EMBRYpLACE COUNTY Dakota County Surveyor's Office Western Service Center • 14955 Galaxie Avenue • Apple Valley, MN 55124 e52.8e1-7087 • Fax 952.891-7127 • www.co.dakota.mn.us The Dakota County Plat Commission met on August 25, 2014, to consider the preliminary plan of the above referenced plat. The plat is adjacent to CSAH 31, and is therefore subject to the Dakota County Contiguous Plat Ordinance. The proposed plat is a replat of Outlot C, CORTLAND 3 ADDITION. This residential development includes 86 single family lot . Restricted access symbols should be shown along all of CSAH 31. A median modification to construct a �-access design is required with this development at the intersection of 152th Street and CSAH 31. The county traffic department will review and approve the design through the county permitting process. The Plat Commission has approved the preliminary and final plat, provided that the described conditions are met, and will recommend approval to the County Board of Commissioners when the plat is submitted in signed my|arform. Mylars should be submitted to the County Board within one year ofthe Plat Commission's final approval. Traffic volumes on CSAH 31 are 23,400 ADT and are anticipated to be 35,000 ADT by the year 2030. These traffic volumes indicate that current Minnesota no standards for residential units could be exceeded for the proposed plat. Residential developments along County highways commonly result in noise complaints. In order for noise levels from the highway to meet acceptable levels for adjacent residential units, substantial building setbacks, buffer areas, and other noise mitigation elements should be incorporated into this development. No work shall commence in the County right of way until a permit is obtained from the County Transportation Department and no permit will be issued until the plat has been filed with the County Recorder's Office. The Plat Commission does not review or approve the actual engineering design of proposed accesses or other improvements to be made in the right of way. The Plat Commission highly recommends early contact with the Tr nsportation Department to discuss the permitting process which reviews the design and may require construction of highway improvements, including, but not limited to, turn lanes, drainage features, limitations on intersecting street widths, medians, etc. Please contact Gordon McConnell regarding permitting questions at (952) 891-7115 or Todd Tollefson regarding Plat Commission or Plat Ordinance questions at (952) 891-7070. Sincerely, c: s Todd B. Tollefson Secretary, Plat Commission r 3 -o no tr4 • •••■rmA.Ret • . . .RPS. 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JZ � t 1 - Z� m a U ® w } 0 ' o 00 0 01,0 } m w >— z H Z W 1 l L 1 , - J L t - < �1 r ' r' r 1, y 1 , 1 � 1 J i7 0 0 U L %- ; © L.i. 0 i., WO -- a 0 11 19-f- 2 F-Lifl 82 W i LL LT- L )" i L EH - 00) ' - 6 LT ''''- 2 g < 1 . 1! << (1) <( 4 b [ 6 , , r- ,.'"- -: ., .. - ,J L I ii., 90 200 '7',T, ,m‹ 0 ( nLO) W '''g ww2ow 2i] 0. s ca w,www 00) ,..‹ • „ 11.1rniew. . k," 6114 1 11 1r -14 R 111111 4 , _ROT • , • - - - - _ " - - - - " • - ---- c 4 ' r vi , 6-0 g. tg Z 0 J) z z w w 2 8 00 ' CC Z z 5 1 1 0 map City of App Valley PROJECT NAME: COBBLESTONE LAKE NORTH SHORE Single-Family Residential Development PROJECT DESCRIPTION Request for a Comprehensive Plan Land Use Map re-designation from "MD" (Medium Density Residential/6-12 units per acre) to "LD" (Low Density Residential/2-6 units per acre), rezoning from Planned Development No. 703/zone 8 to Planned Development no. 703/zone 2B, and the subdivision of 4.9 acres into 22 residential lots, two common lots and one outlot; located at the southeast corner of Cobblestone Lake Parkway and Embry Path. STAFF CONTACT: Thomas Lovelace, City Planner APPLICANT: South Shore Development, Inc. APPLICATION DATE: July 28, 2014 ITEM: PLANNING COMMISSION MEETING DATE: SECTION: 60 DAYS: September 25, 2014 PROJECT NUMBER: PC14-30-PZS Proposed Action If the Planning Commission concurs, staff is recommending the following: DEPARTM ENT/DIVISION: Community Development Department 120 DAYS: 6B September 17, 2014 Land Use November 24, 2014 1. Recommend approval of the amendment to the 2030 Land Use Map to re-designate Out lot C, COBBLESTONE LAKE COMMERCIAL 3 1 DITION from " (Medium Density Residential/6-12 units per acre) to "LD" (Low Density Residential/2-6 units per acre). 11 99 2. Recommend approval of the rezoning of Out lot C, COBBLESTONE LAKE COMMERCIAL 3RD , DITION from Planned Development No. 703/zone 8 to Planned Development No. 703/zone 2. 3. Recommend approval of the COBBLESTONE LAKE NORTH SHORE Preliminary plat, subject to the following conditions: • The plat shall be configured to have 22 residential lots, two common lots and one outlot. • The dedication on the final plat of draining and utility easements within the plat sufficient to serve all units within the development, either as defined or blanket easements. • Installation of a six-foot (6') wide concrete sidewalk both sides of the private street contained within Out lot A. • The dedication of a one foot (1') wide easement that will restrict direct driveway access to Cobblestone Lake Parkway. • A private street, 28 feet wide shall be constructed within Out lot A • On-street parking along the private street shall be restricted to one side only. • The maximum width of a driveway at the street shall be 14 feet. • Sections of raised median in Cobblestone Lake Parkway, located adjacent to the private street intersections, shall be removed. • Curb modifications along the south side of Cobblestone Lake Parkway shall be made at the private street intersections. • Revisions shall be made to the grading and utility plans to the satisfaction of the City Engineer. Project Summary/Issues The applicant is requesting an amendment to the 2030 Land Use Map that would re-designate from "MD" (Medium Density Residential/6-12 units per acre) the outlot to "LD" (Low Density Residential/2-6 units per acre), with the proposed single-family development having an overall density of 4.5 units per acre. The proposed development will meet the minimum area requirements as well as the minimum building setbacks set forth in zone 2 of the planned development. Therefore, no new subzone will need to be created. An access restriction easement should be established over the northern one-foot (1') of Lot 8, Block 1 and Lot 16, Block 2 that will restrict direct driveway access to Cobblestone Lake Parkway. A 28-foot wide private street that will be constructed within the 30-foot wide outlot will provide access from Cobblestone Lake Parkway to the lots within the development. The width of the street will allow for parking on one side of the street only. There is currently a raised center median in Cobblestone Lake Parkway that will restrict access to the site to a right in/right out turning movements only. The applicant has stated that they will be removing the median at the two intersections to allow for full movements at each location. Cobblestone Lake Parkway has recessed parking that will be impacted by the private street intersections. Curb modifications along the south side of Cobblestone Lake Parkway will need to be made at those locations. The City Engineer has reviewed the grading and utility plans and his comments are included in this report. Revisions should be made per the City Engineer's comments. Budget Impact To be determined Attachment(s) • The three Crabapple species proposed on the landscape plan shall be replaced with a disease resistant species. • A final landscape plan and detailed landscape planting price list shall be submitted for verification of the City's 2 landscaping requirement prior to issuance of the first building permit. Cobblestone Lake Commercial 3r Add. Title Sheet Preliminary Plat Erosion Control Plan Utility Plan Street Profile Existing Conditions Erosion Control Details Street Plan Site Information Grading Plan Landscape Plan Elevations and Floor Plans Legal Description: Outlot C, COBBLESTONE LAKE COMMERCIAL 3 D ADDITION Comprehensive Plan Designation "MD" (Medium Density Residential/6 -12 units per acre) Zoning Classification "PD- 703 /zone 8" (Planned Development) Existing Platting Platted as an outlot Current Land Use Vacant Size: 4.93 acres Topography: Relatively flat Existing Vegetation Volunteer grasses Other Significant Natural Features None Adjacent Properties/Land Uses NORTH Vacant Comprehensive Plan "MD" (Medium Density Residential/6 -12 units per acre) Zoning/Land Use "PD- 703 /zone 8" (Planned Development) Cobblestone Lake Park SOUTH Comprehensive Plan "P" (Parks and Open Space) Zoning/Land Use "PD- 703 /zone 8" (Planned Development) EAST Cobblestone Lake Park Comprehensive Plan "P" (Parks and Open Space) Zoning/Land Use "PD- 703 /zone 8" (Planned Development) WEST Cobblestone Lake Park Comprehensive Plan "P" (Parks and Open Space) Zoning/Land Use "PD- 703 /zone 8" (Planned Development) COBBLESTONE LAKE NORTH SHORE PROJECT REVIEW Existing Conditions Property Location: The southeast corner of Embry Path and Cobblestone Lake Parkway Development Project Review Location Map Comprehensive Plan: The property is currently guided "MD" (Medium Density Residential/6 -12 units per acre). "MD" land uses include townhomes, other attached single - family dwellings, and low -rise apartments and condominiums at densities that range between six to twelve units per acre. This designation fits with the "M-4 ", "M -5 ", "M -6" (Multi - Family) and "PD" (Planned Deve opment) zoning districts. SITE .. •cW fir ; cro it n i - nmmumndlllllf Existing Comprehensive Plan Designation "MD" (Medium Density ResidentiaJl6 -12 units per acre) The applicant is requesting an amendment to the 2030 Land Use Map that would re- designate the outlot to "LD" (Low Density Residential/2 -6 units per acre), with the proposed single- family development having an overall density of 4.5 units per acre. The 2030 Comprehensive Plan describes Low Density Residential as areas intended to create, preserve, and maintain the places to live that define the primary character and identity of Apple Valley. A variety of housing types may be built in the "LD" areas including single - family detached dwellings, duplexes, twin homes, townhomes, and other types of low density attached housing that range between three to six units per acre. Most single - family residential neighborhoods are zoned "R -1 ", "R -2 ", "R -3 ", and "R -CL ". "R -5 ", "M -1 ", "M-2", and "M -3 ", and "PD" districts are eligible for this land use category provided that the performance standards are met. A 1 11 11 I�i "11 11111 J =1► 11111111 1- 111111111111111111111 Proposed Comprehensive Plan Designation "LD" (Low Density Residential/2 -6 units per acre) Livable Communities impact: The proposal will add 22 market -rate single - family dwelling units to the City's existing housing stock, which is consistent with the following goals of Livable Communities Act: • A balanced housing supply with housing available for people of all income levels. • A variety of housing types for people in all stages of the lifecycle. Zoning: The property is currently zoned "Planned Development No. 703 /zone 8 ", which allows only for sand and gravel extraction. The applicant is requesting to rezone the 4.93 acres of property proposed for residential development "Planned Development No. 703 /zone 2B ", which would be a new subzone within the planned development. Zone 2, an existing subzone of the planned development ordinance allows for single family and two - family dwelling units and townhouse dwelling units provided that no single structure has in excess of six dwelling units. The petitioner is proposing a development that would consist of single - family detached townhouse dwelling units on a 44 -ft. x 78 -ft. (3,432 sq. ft.) and 44 -ft. x 90 -ft. (3,960 sq. ft.) lots. This is less than the minimum lot area of single - family lots currently allowed within zone 2, which are currently 4,800 sq. ft. for interior lots and 7,500 sq. ft. for corner lots with a minimum lot width of 40 feet. However, in determining lot area for townhomes, the City will usually include the common area in its calculation. When including the 112,407 sq. ft of land within the common area, this 22 -unit project would have 8,805 sq. ft. of land per unit. The proposed development will meet the minimum area requirements as well as the minimum building setbacks set forth in zone 2 of the planned development. Therefore, no new subzone will need to be created. Zoning Map "PD- 703 /zone 8" (Planned Development) Preliminary Plat: The preliminary plat, which encompasses approximately 4.9 acres, is currently platted as an outlot ( Outlot C, COBBLESTONE LAKE COMMERCIAL 3 ADDITION). The petitioner is proposing to plat the outlot into 24 lots for the purpose of constructing 22 single - family detached townhomes, with Lot 8, Block 1 and Lot 16, Block 2 to be used for common open area for the residential development. Drainage and utility easements will be established over all of common area lots. An access restriction easement should be established over the northern one -foot (1') of Lot 8, Block 1 and Lot 16, Block 2 that will restrict direct driveway access to Cobblestone Lake Parkway. The remainder of the property will be platted as an outlot ( Outlot A). A 28 -foot wide private street that will be constructed within the 30 -foot wide outlot, which will provide access from Cobblestone Lake Parkway to the lots within the development. The width of the street will allow for parking on one side of the street only. Site Plan: The site plan indicates the development of a 24 -lot subdivision for the purpose of constructing 22 detached townhouse dwelling units, with the remaining two lots to be utilized as common open area to serve the dwelling units. Vehicular access to the units will have access from a 28 -foot wide private street located within Outlot A. This street will intersect with Cobblestone Lake Parkway at two locations. There is currently a raised center median in Cobblestone Lake Parkway that will restrict access to the site to a right in/right out turning movements only. The applicant has stated that they will be removing the median at the two intersections to allow for full movements at each location. Cobblestone Lake Parkway has recessed parking that will be impacted by the private street intersections. Curb modifications along the south side of Cobblestone Lake Parkway will need to be made at those locations. Each dwelling unit will have an attached three -stall garage and available driveway space to accommodate the parking for two to three vehicles. Guest parking will be available on one side of the private street and on Cobblestone Lake Parkway. Grading Plan: The site has been rough graded as part of the sand and gravel mining reclamation and installation of public utilities and road construction. Minimal grading will be done to the 4.9 -acre site for overall drainage purposes and to accommodate the rear walkout dwellings on Lots 2-4, Block 1 and Lots 3- 13, Block 2, and rear lookout dwellings on Lots 1, and 5 -7, Block 1 and Lots 1, 2, 14 and 15, Block 2. The City Engineer has reviewed the grading plan and he has identified the following issues: • The emergency overflow (EOF) identified on the grading plan only indicates overflow to the low point of Cobblestone Lake Parkway. The EOF to allow for overland drainage from the site to Cobblestone Lake shall be identified. • The low opening to properties shall be set at a minimum of one foot above the EOF elevation. Revisions shall be made per the City Engineer's comments. Elevation Drawings: The elevation drawings show that the exterior finish will consist of a combination of horizontal lap, vertical board and batten, and shingle shake siding, and stone. The drawings do not indicate the type of material that will be used for the exterior siding. The use of vinyl, steel, aluminum, or similar materials for the exterior finish is prohibited in this planned development- zoning district. The exterior siding materials should consist of fiber cement and/or wood fiber manufactured from wood strand materials for the siding and trim for the exterior finish, which meets the requirements set forth in Planned Development Ordinance No. 703. Landscape Plan: The landscape plan identifies a variety of conifers and deciduous trees, and shrubs for the site. A row of plantings will be installed along the south side of Cobblestone Lake Parkway to provide screening and soften the view of the development from that street. The plan was reviewed by the Natural Resources Coordinator and he indicated that the three crabapple species proposed are not disease resistance. Disease resistance is important against apple scab, a common disease that causes crabapple trees to lose foliage prematurely often beginning in June. Disease resistant Crabapple species are recommended. Prior to issuance of a building permit, the petitioner shall submit a revised landscape plan that addresses staff' s comments and a landscape bid list or other form of documentation which verifies that the minimum cost of live landscape materials, excluding sod, equals 2 -1/2% of the estimated building construction cost based on current Means construction data. Availability of Municipal Utilities: All municipal utilities will be available to the site via existing utilities located in the Cobblestone Lake Parkway right -of -way. Sanitary sewer and watermain lines to serve the individual units will be laid in Outlot A. The City Engineer has reviewed the utility plan and has the following comments: • Public Works staff shall perform utility design. • Existing utility stubs not utilized shall be removed or abandoned. • Storm sewer structure ST -5 appears to be designed to minimum depth. Utilizing a lower profile casting will allow for more vertical adjustability of the structure. The plan shows a storm sewer connection from an existing storm sewer in Cobblestone Lake Parkway to a manhole in Lot 8, Block 1. The City Engineer is recommended that storm water discharge from the site be directed to the existing infiltration basin south of the site. This can be accomplished through a combination of overland and pipe flow. Street Classifications /Accesses /Circulation: The site is bordered by Cobblestone Lake Parkway to the north, a public street. Two private street connections will be made as part of this proposed development. The private street will provide vehicular access to dwelling units and circulation within the development. As stated previously, median cuts in Cobblestone Lake Parkway will need to made to provide full access to the existing public street system. This proposed residential project will generate approximately 221 vehicle trips per day. The public street system adjacent to this site has been adequately designed and constructed to accommodate the number of trips that will be generated by this proposed project. Pedestrian Access: Existing sidewalks are located all along both sides of Cobblestone Lake Parkway. Sidewalks should be installed along both sides of the private street to provide pedestrian access within the site and to Cobblestone Lake Parkway. The site abuts Cobblestone Lake Park to the south, west, and east of the site. Park trails exist in these locations, but the significant grade change fiom this site to trails and space between dwelling units prohibit the ability to make connections from the subject property to the park trails. Public Hearing Comments: The public hearing was held on September 3, 2014. One person spoke and had three concerns. The first related to the reduction of the number of units proposed vs. the number originally proposed for the site and the impact that would have the development's contribution to the master development association. That is a private land issue and not part of the City's review. The second comment was regarding proposed site grading and impact to the low area within the public park to the south, which is a storm water infiltration area used for the collection and infiltration of storm water runoff. No grading changes are proposed for that area. Finally, a concern was raised regarding construction vehicles accessing the site via streets within the developed area of Cobblestone Lake. Generally, the City cannot prohibit the public from using public streets to access property within the city. 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E 1 1N .aa a pR' r � 3- 06' 59' Li , HLtlON 06'696 ,� tnnnuNJ hou hou hou hou 'UMW hou hou hou A 4 w hou hu hou hou hou II 9 hou A N hou e4r1,!, • - • • s • a AMU mac.. , t . li�r��ri• IElROI hou 4 J hou hou N N hou I�r!! 11'l ohlu V rt0 =111 Jit hou hou PROJECT NAME: The Springs of Apple Valley Apartment Complex PROJECT DESCRIPTION Proposed 280 -unit apartment project on 21 acres located between 14? and 147 Streets West, and Foliage and Flagstaff Avenues. STAFF CONTACT: Thomas Lovelace, City Planner DEPARTMENT /DIVISION: Community Development Department APPLICANT: Continental Fund 313 LLC PROJECT NUMBER: None APPLICATION DATE: 60 DAYS: 120 DAYS: Not Applicable Not Applicable Not Applicable • �•. • City of Apple Valley ITEM: PLANNING COMMISSION MEETING DATE: SECTION: 7A September 17, 2014 Other Proposed Action No official action is needed. The owner wishes to receive feedback concerning her proposed building addition project. It is recommended that the Planning Commission not state specifically whether they would approve or deny the request, but rather, identify the specific zoning questions or issues they might have with the proposed project. Project Summary/Issues Outlot B, FISCHER MARKET PLACE is currently guided "C" (Commercial). The proposed development is not consistent with the current designation and a re- designation of the outlot to "HD" will be required. The two outlots are located in two planned development zoning districts. Outlot B, WENSMANN 13 ADDITION is located in "PD -746 /zone P. This planned developmentrzone allows for townhomes and condominiums as permitted uses at a maximum density of 16 units per acre. Apartments are not allowed. Outlot B, FISCHER MARKET PLACE is located in "PD- 646 /zone 3 ". This planned development zone allows for a variety of general business and some limited retail uses. Again, apartments are not allowed. Any approval of this project will require a rezoning of the properties. No preliminary has been submitted. The subject properties are currently platted as outlots. A replatting of the outlots into lot(s) will be necessary before any development can occur. The developer has not indicated how they are going to replat the property. The plans show 168 detached and 112 attached garage spaces, and 284 surface parking spaces, which calculate into 2.41 spaces per unit, which is slightly below the minimum required 2.5 spaces per unit. The site plan indicates that the surface parking spaces will be 9 feet wide and 18 feet long. City code requires that parking spaces adjacent to a curb or landscaped area can have a minimum length of 18.5 feet. The plans show sidewalks located adjacent to the parking spaces directly behind the curbs, which can limit its use with parked cars encroaching 1.5 feet over them. Building exterior materials will consist of a variety of masonry, cement lap and vertical board and batten siding. The clubhouse provides a balanced mix of materials. The developer has limited the use of masonry to 1 column bases and a few areas of the building's elevations. The developer should look to add more masonry to the apartment buildings. Access to and from the development will be available via Foliage Avenue. Staff has concern with development having only one access to and from the site for the general public and residents. A traffic study will likely need to be prepared for review by the City. There are several sidewalk gaps that should be filled in order to provide better access throughout the site. In addition, there are no pedestrian connections from the internal sidewalks to the public walkways located adjacent to the city streets. The developer should look for ways to provide a secure way for the residents to access the sidewalks within the public rights -of way. The site plan identifies three proposed monument signs for the project, which will be located at the entrance to the complex from Foliage Avenue, and one each at the intersections of Foliage Avenue and 147 Street West and Flagstaff Avenue and 147 Street West. City code allows for one monument sign for each multi - family residential development. Attachment(s) Company Information Applicant's Description of Project Wensmann 13 Addition Final Plat Fischer Market Place Final Plat Wensmann 13' Addition Site Plan Springs of Apple Valley Site Plans Building Elevations 2 Legal Description: Outlot B, FISCHER MARKET PLACE and Outlot B, WENSMANN 13 ADDITION Comprehensive Plan Designation "C" (Commercial) Density Residential /6 -12 units per acre) and "HD" (High Zoning Classification "PD- 646 /zone 3" (Planned Development) and "PD- 746 /zone 1" (Planned Development) Existing Platting Platted as outlots Current Land Use Vacant Size: Outlot B, FISCHER MARKET PLACE is 10 acres and Outlot B, WENSMANN 13 ADDITION is 10.94 acres (this includes Flagstaff Avenue right -of -way) Topography: Irregular terrain Existing Vegetation None Other Significant Natural Features None Adjacent Properties/Land Uses Cedar Isle Village Homes and Midtown Village NORTH - Comprehensive Plan "LD" (Low Density Residentiall2 -6 units per acre) and "HD" (High Density Residentia1/6 -12 units per acre) Zoning/Land Use "PD -580 /zone 2" (Planned Development) and "PD- 746 /zone 1" (Planned Development) SOUTH Fischer Marketplace Comprehensive Plan "C" (Commercial) Zoning/Land Use "PD -646 /zone 1" (Planned Development) EAST Apple Valley Business Campus Comprehensive Plan "IND" (Industrial) Zoning/Land Use "I -2" (General Industrial) WEST Midtown Village and Fischer Storm Water Pond Comprehensive Plan "HD" (High Density Residentia1/6 -12 units per acre) and "IND" (Industrial) Zoning/Land Use "PD- 746 /zone 1" (Planned Development) and "I- 2" (General Industrial) THE SPRINGS OF APPLE VALLEY APARTMENT COMPLEX PROJECT REVIEW Existing Conditions Property Location: Located between 145'" and 147 Streets West and Flagstaff and Foliage Avenues 3 Development Project Review Location Map Comprehensive Plan: Outlot B, WENSMANN 13 ADDITION is currently guided "HD" (High Density Residential/6 -12 units per acre). High Density Residential areas include multiple- family structures (apartments and condominiums) at densities greater than twelve units per acre to the extent allowed by the zoning ordinance. Developments with densities of up to 40 units per acre are allowed in the areas within and adjacent to the downtown if certain performance standards in the zoning code are met. This designation fits with M -7, M -8 and PD zoning districts to the extent allowed when considered with parking, infiltration, lot coverage, and building setbacks. Areas of manufactured housing are allowed as conditional uses in the M -7 zoning district. The proposed project would be consistent with the Comprehensive Plan designation. Outlot B, FISCHER MARKET PLACE is currently guided "C" (Commercial). The commercial designation includes a wide variety of retail, office, and service uses that vary in intensity and off -site impacts. The City uses the zoning ordinance to regulate the intensity and characteristics of development based upon land use criteria and performance standards. The proposed development is not consistent with the current designation. Therefore, a re- designation to "HD" will be required. 4 2030 Comprehensive Land Use Map Designation "HD" (High Density Residential/6 -12 units per acre) and "C" (Commercial) Livable Communities impact: The proposed multi- family development will provide 280 market -rate apartments. This development proposal will address the City's Livable Communities Act (LCA) principles of adding a housing product that helps provide a balanced supply and variety of housing types for people of all income levels and in all lifecycle stages. Zoning: The subject properties are located in two planned development zoning districts. Outlot B, WENSMANN 13 III ADDITION is located in "PD- 746 /zone 1 ". This planned development zone allows for townhomes and condominiums as permitted uses at a maximum density of 16 units per acre. Apartments are not allowed. Outlot B, FISCHER MARKET PLACE is located in "PD- 646 /zone 3 ". This planned development zone allows for a variety of general business and some limited retail uses. Again, apartments are not allowed. Any approval of this project will require a rezoning of the properties. 5 Current Zoning Map Designation "PD- 746 /zone 1" and "PD -646 /zone 3" Preliminary Plat: No preliminary plat has been submitted. The subject properties are currently platted as outlots. Outlots are defined as platted lots to be developed for uses which will not involve a building or be reserved for future replatting before development. A replatting of the outlots into lot(s) will be necessary before any development can occur. The developer has not indicated how they are going to replat the property. Public streets abut the site. A portion of the right -of -way of Flagstaff Avenue adjacent to Outlot B, WENSMANN 13 ADDITION is located in an easement. That portion of street right -of -way should be dedicated with any replat. Site Plan: The applicant is proposing to construct fourteen two -story apartment buildings, seventeen detached garage buildings, and a 3,500 sq. ft. clubhouse facility. One - hundred -sixty units will be located on the north outlot, which is eight more units than what was previously proposed for this property. The remaining 120 units will be located on the south outlot. Seventeen detached garage buildings, varying in size, will be scattered throughout the site and will provide 168 parking spaces. Together with the 112 attached garage spaces and 284 surface parking spaces, the site will provide 2.41 spaces per unit, which is slightly below the minimum required 2.5 spaces per unit. The site plan indicates that the surface parking spaces will be 9 feet wide and 18 feet long. City code requires that parking spaces adjacent to a curb or landscaped area can have a minimum length of 18.5 feet. They also show sidewalks located directly behind the curbs, which can limit its use with parked cars encroaching 1.5 feet over them. Access to the development will be via one driveway located along the east side of Foliage Avenue. Emergency accesses will be located at the end of Flycatcher Lane, a private street and 145 Street West. The site will be completely fenced and all accesses will have security gates. Residents will have access to the Foliage Avenue gate, with the other two accesses only accessible by emergency personnel. Staff does have concerns about providing only one access in and out for its residents, as well as the location of the emergency access gates. It has been suggested that the development provide an exit only access for 6 residents along 145 Street West or Flagstaff Avenue and an additional emergency access from Flagstaff Avenue. Elevation Drawings: Building exterior materials will consist of a variety of masonry, cement lap and vertical board and batten siding. The clubhouse provides a balanced mix of materials. The developer has limited the use of masonry to column bases and a few areas of the building's elevations. The developer should look to add more masonry to the apartment buildings. Street Classifications /Accesses /Circulation: The development is located adjacent to four collector streets. Access to and from the development will be available via Foliage Avenue. Staff has concern with development having only one access to and from the site for the general public and residents. If this project is to proceed as presented, the City will likely request that a traffic study be prepared. Pedestrian Access: The site plan shows a network of internal sidewalks to serve the development. There are several gaps that should be filled in order to provide better access throughout the site. Some examples include the extension of sidewalks connecting the buildings in the north outlot to the ones in the south outlot and the addition of sidewalk connections around the clubhouse area and pet playgrounds. Finally, there are no pedestrian connections from the internal sidewalks to the public walkways located adjacent to the city streets. The developer should look for ways to provide a secure way for the residents to access the sidewalks within the public rights -of way. Recreation Issues: The City's subdivision regulations provide for dedication of land or easements for the purpose of offsetting the need created by new development for new parks. The regulations also provide for a cash -in -lieu of land dedication and is based on a "benchmark" land valuation for raw land. The sketch plan does not indicate any land for public park purposes and the Comprehensive Plan does not identify addition parkland at this location. Therefore, it will be expected that the cash -in -lieu of land dedication will be the method used to meet their park dedication requirement. Signs: The site plan identifies three proposed monument signs for the project, which will be located at the entrance to the complex from Foliage Avenue, and one each at the intersections of Foliage Avenue and 147` Street West and Flagstaff Avenue and 147 Street West. City code allows for one monument sign for each multi - family residential development. 7 What We Do 1 CONTINENTAL PROPERTIES COMPANY, INC. Page 1 of 5 About Us Founded in 1979, Continental Properties Company, Inc. is a Milwaukee -based developer of retail and apartment properties throughout the United States. Continental has a portfolio of 72 owned properties. This includes approximately 4.25 million square feet of retail space nationwide; 5,968 multi- family units in 23 communities and 471 rooms in 2 hotels. To date, Continental has: • Developed over 14 million square feet of retail and office Gross Leasable Area • Developed 8,764 multi - family units • Completed projects in 23 different states Privately held since its inception in 1979, Continental has grown from a small real estate company to a major presence in the development industry. Housed in two offices, the headquarters in Menomonee Falls, Wisconsin, and a retail leasing office in Arizona, our wealth of staff and financial resources, superior thinking, and industry insight are the tools we employ to create attractive and successful developments that benefit our tenants and enhance the communities we serve. Retail Continental works as a responsible business partner and community leader. With each project, we commit ourselves to identifying premier shopping center and mixed -use locations in the strongest markets to ensure that our client's goals and each community's needs are successfully met. Multi-family The Springs,® our national award - winning apartment brand, has been created and operated for the well -being of our residents. Our brand and service offerings distinguish us from the competition, promote customer satisfaction and retention, and break ground in the apartment market. The development and management of our apartment communities is backed by Continental's hallmarks: ethical business practices, expert industry knowledge, financial strength and an uncompromising attention to detail. CONTENENTALPROPERTIES W134 N8675 Executive Parkway- Menomonee Falls, WI 53051 =( 262)502- 5500'wwwcproper6es- 1111 �� CONTINENTAL PROPERT IES COAI e AN Y- INC Page 2 of 5 What We Value Continental is a dedicated business partner in the development of high - quality real estate from project conception to completion. Value is at the core of what we offer, what we stand for and what we deliver. Continental's approach to business and overarching values are reflected in the Continental Creed, our definition of who we are, which includes the following: We are a diverse group of professionals sharing an uncompromising commitment to the highest standards of ethics and integrity in all of our dealings and in our respect for others —our co- workers, our customers and our vendors. We are committed to providing unparalleled value to our customers by performing our work better than it is performed anywhere else and better than we have ever done it before. We accomplish our objectives through an eagerness to embrace change and an unwavering dedication to teamwork, fair dealing, superior thinking, economy and hard work. We are committed to creating opportunities for others by serving as a magnet for the best and the brightest who share our values while offering new perspectives and creativity generated from diverse experiences and interests. CONTINENTAL PROPERTIES w134 N8675 Fxecuhve Parkway • Menomonee Falls, Vag 53051 • (264502 -5500 - www.cpro}. - Ill CONTINENTAL PROPERTIES COMPANY. ilC. The Continental Properties Executive Team Page 3 of 5 James H. Schloemer, Chairman of the Board & Chief Executive Officer, 55 years old Jim is responsible for Continental's vision and strategy. Under his leadership, Continental has grown from a small company to a major presence in the real estate development industry. Jim has been active in real estate development and investment since 1977. In 1979, he cofounded Continental and has been its senior officer since that time. During its 34 -year history, Continental has built a diversified portfolio of outstanding retail, multi- family and hospitality real estate across the United States. Daniel J Minahan, Member of the Board, President & Chief Operating Officer, 65 years old Dan oversees Continental's real estate development and operations initiatives. He joined Continental in 1996 as its Chief Operating Officer and became its President in 2001. Prior to joining Continental, he was an attorney at the Milwaukee law firm of Davis & Kuelthau and served as a member of the firm's Executive Committee and Board of Directors. Dan is a member of the International Council of Shopping Centers, the State Bar of Wisconsin and is a member of the Board of Advisors for the University of Wisconsin - Madison Center for Real Estate. Gerard L. Severson, Vice Chairman & President of Retail Group, 6o years old Gerry leads Continental's retail development efforts and the activities of its retail deal- making group. He joined Continental in 1990 as Executive Vice President with responsibilities that included development, leasing, managing, and marketing properties. Gerry entered the real estate development field in 1974 as an independent commercial real estate broker with Layman -Todd Realty in Mankato Minnesota. Prior to his tenure with Continental, Gerry had been responsible for leasing, marketing, management, and development of real estate for the Balcor- American Express Company in Skokie, Illinois; Bramlea, Ltd. at the US office in Houston, Texas; and Centres, Inc. of Brookfield, Wisconsin. Edward Madell, Chief Officer, 49 years old Ed joined Continental Properties as Chief Financial Officer in 2012. Prior to joining the team, Ed held positions as Managing Director at Plaisance Advisors and Chief Financial Officer at multi -state homebuilder Kimball Hill, Inc. In his current role, Ed is responsible for property disposition analysis and profitability analysis of Continental Properties' numerous retail, residential, and hospitality development projects as well as financial reporting and cash management. CONTINENTAL PROPERTIES kst134 N8675 Executive Parkway • Menomonee Palis, WI 53051 - (262}5023500 • wage cproperties.com The Continental Properties Multi - Family Team - liti€ CONTINENTAL PROPERTIES LO .1 PAN V, INC Page 4 of 5 J. Camp Van Dyke, Vice President, Private Equity and Investor Relations, 72 years old Camp joined Continental after spending 41 years in the Financial Services Industry. His career started at Smith Barney & Co. which led him to Robert W. Baird. During his 28 year career at Baird, he served in a number of capacities, including Manager of Baird's Domestic and International Institutional Services Division and Regional Managing Director of Baird's Wealth Management. More recently, after retiring from Baird, Camp served as Managing Director of New Business Assets at Stark Investments, a global hedge fund headquartered in Milwaukee. Angelo Eguizabal, Vice President of Construction, 56 years old Angelo oversees Continental's construction group, which is charged with managing the company's various commercial and multi - family construction projects. He joined Continental in 2007 and has more than 20 years of experience managing construction projects in the industrial, healthcare, commercial, retail and multi - family industries. Prior to joining Continental, Angelo was Vice President, Corporate Development for Kajima Building and Design, Inc. In this role, he was the Chief Development Officer for Kajima's U.S. operations. Angelo also served with distinction in the United States Army, achieving the rank of Major. Kimberly Grimm, Vice President of Development, 48 years old Kimberly leads Continental's development group which is charged with due diligence and permitting for retail, multi - family, and hospitality development. Kimberly's group also identifies and acquires sites for new multi - family development. She joined Continental in 1995 as a Development Coordinator and became its Vice President of Development in 2006. Prior to Continental, Kimberly spent six years with the Resolution Trust Corporation in a variety of capacities including the management and disposal of REO assets and in the workout and disposal of distressed loans. Paul R. Seifert, Vice President of Multi Family and Retail Operations, 45 years old Paul manages Continental's multi - family group, overseeing all apartment operations. In addition, he manages the retail property management department and hotel assets. He joined Continental in 2001 as its Associate General Counsel and became its Chief Legal Officer in 2003. Prior to joining Continental, Paul was a real estate attorney at the Milwaukee law firms of Reinhart Boerner and Michael Best & Friedrich. During his legal career he has focused on real estate transactions, leasing, financing and development. Paul is a member of the International Council of Shopping Centers and the State Bar of Wisconsin. Cot' rI_ MENTAL PROPERTIES W134 N8675 Executive Parkway properties t3 CONTINENTAL PROPERT IES COMPANY, INC_ Joshua Gunn, Vice President & Chief Legal Officer, 39 years old Josh leads Continental's legal department. The legal department drafts and negotiates transaction documents such as leases, purchase contracts, development agreements and reciprocal easement agreements for retail, multi - family and hospitality transactions. Josh joined Continental in May of 2004. Prior to joining Continental, Josh was a real estate attorney at Sidley & Austin in Chicago. Josh is a member of the International Council of Shopping Centers, a member of the State Bars of Illinois and Wisconsin and a former CPA. Ian Martin, Vice President of Multi Family Development, 34 years old Ian joined Continental in 2007 after several years of practicing real estate law at Godfrey & Kahn in Milwaukee. Ian is responsible for identifying and managing multi- family development opportunities. Accordingly, Ian performs market research, prepares preliminary underwriting models, negotiates terms of land acquisition and manages municipal entitlements. As an attorney, Ian also participates in the legal aspects of multi- family development. Ian has overseen the development of over 2,200 multi - family units in nine of Continental's projects. Chris Moore, Director of Multi Development, 44 years old Prior to joining Continental Properties in 2006, Chris was Vice President of Real Estate and Development for Dick's Sporting Goods. Chris had previously spent six years with Kohl's Department Stores as Director of Real Estate - Western Region and six years in a similar role with Circuit City Stores. Most recently, Chris joined the multi - family team as Director of Multi - Family Development. Tom Vaughn, Manager of Multi Family Development, 40 years old During his time as Multi -Site Manager in 2003, Tom achieved the dual designation of Accredited Residential Manager (ARM ®) and Certified Property Manager (CPM ®). He was named the ARM of the year in 2001 by the Institute of Real Estate Management Chapter #13. Tom has served various roles in retail management and leasing, and has now been promoted to his current position. CONTINENTAL PROPERTIES Wi 34 N8675 Executive Parkway Menomonee Falis, V4'I 5395! (262 }502 -5500 • www.cproperties.cc Page 5 of 5 S PRIG S apartments PROJECT DESCRIPTION Continental 313 Fund LLC ( "Continental ") is proposing a development of an upscale 280 -unit multi- family apartment community at the northeast corner of Foliage Avenue and 147 Street W. in Apple Valley, Minnesota. The overall parcel is 20.20 acres in size, which will be a combination of two current parcels. The apartment development will be part of the "Springs" brand that Continental has established throughout the country. A total of fourteen (14) apartment buildings are proposed. The apartment buildings are two (2) story structures with private, ground - level, direct entries to each unit which provide for a townhome feel. Both attached and detached garages are offered to residents. The project's clubhouse is located near the main entrance to the site. Apartment buildings have been oriented to compliment the street edge along 145 Street along with creating an interior sense of place. Upgraded exterior elevations provide architectural interest through varied durable materials which include masonry, cement board lap siding, and cement board vertical board and batten siding, all in a complementary color palette to the surrounding neighborhood, in particular, Midtown Village. Large - scale windows are provided in each unit to promote natural lighting, along with creating opportunities to optimize passive solar heating and cooling. Each building provides articulation to break up the structure's massing; balconies, covered doorways, and unit projections create variation with each facade. Schematic elevations and renderings are included in this submittal. The Springs will supply a mix of studio, 1 bedroom, 2 bedroom, and 3 bedroom units, with ratios as shown at right. All of the floor plans offer an open - living concept with interior finishes that include cafe colored cabinetry, black appliances, luxury wood laminate flooring, and large kitchen islands. Some buildings within the community will have upgraded units with espresso cabinetry, granite countertops, and stainless steel appliances. UNIT TYPE Studio 1 Bedroom d room 3- Bedr000m NUMBER OF UNITS 28 112 112 28 The Springs will be a gated community with one main vehicular access point into the development. The gate will be closed at all times for security. Decorative fencing will be installed along all sides and a secondary gate will be provided on the north side of the site for emergency services. In addition an emergency access point will be provided to the adjacent Midtown Village via Flycatcher Lane. $PRIflGS aartments A number of amenities are included within the development. Among the facilities are a 3,500 square foot clubhouse, pedestrian sidewalks throughout the community, a car care area, a pet wash station, and a fenced pet playground. The clubhouse features a 24 -hour fitness facility, a demonstration style kitchen, and a large gathering room for events with free Wi -Fi throughout. A resort style pool with outdoor grilling area will be located at the rear of the clubhouse. The site plan has been designed to complement the parklike setting of the surroundings and adjacent developments by providing interconnecting walks and gathering spaces. The City sidewalk will be extended along 145`" Street which will complete the entire block. A large band through the middle of the site, containing the Magellan petroleum pipeline, will remain in a vegetated condition, with buildings backing up to it. Continental develops, owns, and operates each of its Springs communities. Construction is estimated to begin in Summer of 2015. The development's clubhouse would be complete in Winter 2015, and apartment buildings would be delivered approximately every three (3) weeks following the clubhouse's occupancy permit. The development would be constructed as one (1) phase, with construction activities wrapped up by Winter 2016. DRAWING NUMBER DRAWING NUMBER DRAIMfh Z O> 1- o ... o D" Q I.._ w PO d z z CQ � (n z Ll 2i Fg L ' / / amua3vn 9 "IR M.4t, O ..iR..3...41 ,.2 ] 3bdi 3n::10 'a.BtlS[ —� '..,... 0 3.s G.02. OWL -a c i SSC 38 9 J as Et a 1 m 0 NaRCIY 111$10: Nb:7 30:1c 13N8:Y; 430513 b L 8 a 81 0 z 0 D_ z 2 W 3 z 1# •g: lE, StWUOva ru AHLtMO3 PI /S /6 3MN AAVLS9 IS H.f1trI .UTWA wiaa?. pl hou hou hou hou City of Apple Va ITEM: PLANNING COMMISSION MEETING DATE: SECTION: 7B September 17, 2014 Other ITEM DESCRIPTION: Discussion of the Metropolitan Council Thrive 2040 Housing and Transportation Policy Plans STAFF CONTACT: Bruce Nordquist, Community Development Director DEPARTMENT/DIVISION: Community Development Department "Thrive 2040" is the decennial regional development guide being developed by the Metropolitan Council. On September 3, the Planning Commission was introduced to the Guide. On September 17, staff observation will be shared of the draft Housing and Transportation policies distributed this summer. A public comment period for both policies is open during the month of September and the City Council will consider similar information on September 25. The Housing Policy Plan is over 100 pages and can be found in complete form at: www.metrocouncil.or_g Select the Housing tab and the Housing Policy Plan is under the Planning section The Transportation Policy Plan is over 300 pages and can be found in complete form at: www.metrocouncil.org Select Trans Policy Plan under the Planning section Select 2040 Transportation Policy Plan Attached are key excerpts of the materials available on-line. The 2040 Transportation Policy Plan: Connecting communities fostering regional prosperity In the Twin Cities metro area, people are on the move — to work, school, shop, relax and a thousand other ciestinations. The highways, transit lines, walkways, and biking paths that connect our transportation system provide us access to those places and the important commercial routes that service our businesses, commuters, and the wider economy. These networks are ndispensibe to our lives, our quality of life, and our future. Transporttion is the engine of our prosperity, and the next 30 year call us to maintain and enhance our existing facilities„ better connect people and communities, and provide more transportation choices that make our re ion stronger and a better place to live. This 2040 Transportation Policy Plan lays out a course of action to achieve that goaL t carries forward the vision of the Council's Thrive MSP 2040 for growth and development of the region WVVd grtL renter economic cN,JCCess and vibrancy in the decades to come. Advancinr a bold regional vision Residents say they envision a region with more connected communities, more transportation choices, and more investments across the transportation network, as well as a transportation system that is maintained a xi managed effectively. Thrive MSP 2040 calls for both greater correlation between regional transportation investments and community development and and use, and greater investment in our transportation system to provide the choices the region's residents need for the next 30 years. To advance that vision, our region needs to take these important steps: Invest in a way that the region can sustain over the long term to preserve, maintain an , operate the existing parts of our transportation system. Ensure a safe and secure transportation system for all the region's users. Provide effective, reliable, and affordable connections among the various types of transportation within our region and beyond. Strengthen the performance of the region's transportation system to support the vitality and prosperity of the Twin Cities region and the state of Minnesota into the future. Protect the natural, cultural and built environment when planning, building and operating transportation facilities to include advancing equity for people who have been historically underserved and underrepresented in our communities, while also contributing to livable and sustainable communities. Use transit investments to shape development, and to respond to influences of and use on travel. Advance prosperity by balancing transportation planning, investment decisions, and operations across the region. 2040 TRANspoEETATION policy PLAN I METROPOL - AN COUNCft Part 1 - Transportation for a Thriving Region 1 Page 2 A growing, changing region With nearly 3 million people, diverse industries and businesses, and outstanding natural and cultural amenities, the Twin Cities metropolitan area is a thriving place to live, learn, work, and do business. The area consistently ranks as one of the top-rated places in the nation, and includes a wide range of communities small towns and rural areas, growing communities, suburban neighborhoods, and active urban districts. And our region is growing. By 2040, the metropolitan area will add 824,000 new residents and 550,000 new jobs. Our region's population is changing as well. In 2040, the percentage of residents age 65 or older will nearly double what it is today. People of color will make up 40% of the region's population, compared with about a quarter today. As the region evolves, it will need a mix of transportation choices — driving, transit, bicycling, and walking — providing access to jobs, communities, and commercial activity to meet the demands of a growing and changing population and economy. Today, transportation continues role in tihes:aegeiyoonn,sd:ualitY of life atnde irtesgion's s to play a cr ucial economic success. Reliable, efficient, safe,a d m or transporta h tion connects residents with jobs, schools, communfty a m d businesses. And it supports the movement of goods and services both within the region an d bn Our transportation strong ndation fo r on system provides a s r Our extensive and well- the futu managed road: and .m d highways move most of the region n m in o people hem and ods. But they need major investm to make necessary iprovem e d keep t g l booede necessary Additiona investments in transit, as well and bicycling and walking connections, to enable p greater access to opP°rtunities and the reg i ion to grow n a sustainable way. Local planning is important For the first time, both Thrive MSP 2040 and the Tr in Policy Plan elevate the important role of land se and development . planning n support of the regional transit system. of plans advance the outcome of guiding investments to shape the region we want in 2 040 and to guide local community development. Transit investment shapes and is shaped by local development decisions. The effectiveness of of transit and loca1development is as dependent on local actions as it is on the transit investment. Leveraging transportation investments to a guide land use requires a long-term collaborative partnershi p between the Council an d ca governments. This partnership wilt assure transportation investments guide development patterns that respond to community plans for transportation ' to set the stage for market response that is leveraged to do more in response to that transportation investment. The transportation plan provides guidance to local communities on development density and local infrastructure necessary to assure the success of certain types of transportation investment. :040 1 RAr\j P()RTA HON PDL„ ICY PLAN 1 M ET R 0 P 0 LI T A COUNCIL Part 1: Transportation for a Thriving Region! Page 3 The Transportation Policy Plan also highUghtsthe regional bicycle system by identifying existing corridors and opportunities for connection to regional destinations and job concentrations. Connecting the existing oca and regona bicycle network, foflowed by additiona nvestrnent in those networks, supports the regional ivabihty and prosperity outcomesin ThriveMSP 204O. Connecting local biking and vva|kinr networks to the n prosperous communities. local transportatinn, !rives tng in the Future As we look ahead, we will need to investsufiident|y in rtati system to ensure our region's livability d prosperity. The Transportation Policy Plan describes two long-term investrnent scenarios we face future transportation system One descrbes what we can do with the revenue we currently anticipate through the year 2040 and the other shows what the recan achieve ifadditional revenue becomes avai|ab!e. It's clear that vve cannot build the transportation system our region needs bvrelying solely on currently identified resourc s. Linder the Current Revenue the r ionises mated to receive $84 billi,„ in transportation revenue. Of that total, $42 billion would b designated for billion for state highways, and 3 n for transit. ° ' - For state highways, a majority of funding would be dedicated to maintenance, management, and repair of the existing metropolitan highway system. Next, priority will be given to investments that improve mobility on the existing highway system. These would include use of technology, new or extended MnPASS (high-occupancy toll) lanes, and specific enhancernents to capacity. Also included would be lower-cost/high-return investments that increase access to areas of significant employment, commerce, and education and cultural activity, For transit, the $ -1 billion anticipated through 2040 wil! be dedi_aLed to supporting the exis_, transit system — including regular-route buses and trains and building out a system of transitways. Within that funding, there is some limited funding for expansion and modernization of the bus system and support faci/ities. It also anticipates that the rapidly growing demand for Metro Mobility service will continue. However, this scenario would not provide any other significant expansion of regular bus service. Through 2024, four additional METRO lines will be built: the METRO Orange Line, the extensions of both the METRO Blue and Green lines, and the future dedicated bus rapid transit line in the Gateway Corridor (contingent locally preferred alternative, see "Transit Investment Direction and Plan"). The expansion also includes four new arterial bus rapid transit lines, with the construction of the first line beginnin in 20I4. A number of other corridors are currenty being studied, but have not yet identified a preferred mode and route. Additional investment of at least $2.4 billion is anticipated to support improvements in these corridors likely in the later years of the plan, which include Red Rock, Rverview, and Robert Street. 204nTRANSPCRTATIOm POLICY pI AN MET 'OPO uANCOUNO/ 1: Transportation for a Thriving Region Page 4 ��� system will .s,:er|ivab|e, If the region receives additional revenue for highway investments as a result of changes in federal or state policy, the Increased Revenue Scenario shows how it would be targeted: • Up to an additional $1 billion for highway operations and maintenance • Between $2 billion and $2.5 billion in additional funding for rebuilding the highway system • An additional $600 million for safety and highway-related bicycle and accessible pedestrian improvements • Between $4 billion and $5 billion for regional mobility improvements The broader vision for transit investment beyond the revenue anticipated in the 2040 Transportation Policy Plan includes an additional $2 — 3 billion for bus service. This increased revenue would also include an additional $5 — 6 billion in tr expansion, which would complete the region's transitway vision and accelerate project dev!Iopment and construction. This includes seven additional transitways, two extensions or transitways, and the complete system of 12 arterial bus rapid transit projects throughout the region. A livable, vibrant region for all Thrive MSP 2040 creates a of regional vision that elevates equity as a key outcome for the long-term prosperity of the Twin Cities region. The 2040 Transportation Policy Plan reflects the continued commitment to defining and achieving more equitable outcomes for transportation investment. Strategies identified in the transportation plan include using equity among criteria for prioritizing transportation funding across the system. S also highlight the importanc e of healthy and livable communities for investment decision-making. In addition, the plan moves the region forward in terms of d its understanding of the impact the transportation system has on global climate change. The plan ca l ls for additional evaluation of this impact, and convening partners to discuss how the region can prepare to mitigate the effects of climate change, as well as available methods to slow its progress. Over the next several years, the Council, as the designated planning agency for the Twin Cities region, will review the plan to assess the performance of the system. The plan is updated at least once every four years. The long-range vision established by Thrive MSP 2040 and carried forward by the Transportation Policy Plan is the beginning of positioning this region for the next 30 years. But together, they establish an important foundation for anticipating needs and clarifying outcomes to meet expectations for greater prosperity, choice, and access for all residents in the region. 2040 TRANSPC''' ATION PO LAC.' Pi„„.-,N 1 rETRCPOLITAN COUNCIL Part 1: Transportation for a Thriving Region I Page 5 Transportation Policy Plan Strategies Current federal transportation legislation, Moving Ahead for Progress in the 21 Century Act (MAP -21), mandates a streamlined and performance -based process for transportation planning, implementation, and assessment that shows how it will meet national transportation goals. National goals include: • increasing safety • maintaining infrastructure in a state of good repair • reducing congestion • improving efficiency and reliability • creating environmental sustainability, and • reducing project delays. The legislation also requires metropolitan regions to use a performance -based planning process when identifying how transportation funds will be allocated and to assess progress towards meeting national and regional goals. This Transportation Policy Plan responds to this mandate in its regional transportation goals and objectives that address and go beyond federal goals to align with the region's new metropolitan development guide, Thrive MSP 2040. Regional transportation goals and objectives are summarized in Part 1, "Transportation for a Thriving Region" (insert link here). This section elaborates on those strategies that address how the region will make progress toward achieving the transportation goals and objectives. The strategies identify specific actions, along with responsible actors, that will be taken to help achieve the region's transportation goals. While the goals and objectives are new to this Transportation Policy Plan, many of the strategies are not entirely new; they represent re- ordered content from the 2030 Transportation Policy Plan. A large number of these strategies have existed in some form for the past several versions of the Plan, although some have been combined or re- phrased to better fit the new format of this plan. As a result, the Council and its regional transportation partners have been advancing the work described in many of them for years. The strategies are organized under a specific transportation goal, but in many instances, a strategy may work toward achieving multiple transportation goals. The term "regional transportation partners" is frequently used in the strategies to broadly include all public entities within the region with responsibility for planning, implementing or maintaining the transportation system including the Council, MnDOT, counties, cities, townships, transit providers, airport sponsors and others. Supportive local actions indicate how local governments, primarily cities, might have a role in supporting the strategy at the local level. Generally, the supportive local actions are meant to be advisory — indicating best practices or implementation methods that might be used to support the strategy. Most of the strategies in the section "Leverage Transportation 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies I Page 91 Investments to Guide Land Use strategies" supportive local actions are already focused on local government actions, providing guidance for the development of local comprehensive plans and local transportation system planning. The actions in these strategies reflect statutory requirements, positive actions, and best practices that advance the transportation system goals and objectives of the Transportation Policy Plan and help meet the federal requirements for a regional performance -based plan. Some of the strategies state that actors "will" do something, and others suggest that actors "should" do something. "Will" statements are positive actions that support the work of the Council and its partners in developing and implementing an effective regional transportation system. "Should" statements are recommendations directed primarily to local governments regarding their own investment and land use decisions. These strategies are provided as best practices or suggestions to guide local planning priorities and considerations. Only one strategy (F1) is a "must" statement, reflecting the statutory authority of the Council to review the transportation elements of local comprehensive plans. A. Transportation System Stewardship Goal: Sustainable investments in the transportation system are protected by strategically preserving, maintaining, and operating system, assets. Strategies: Al. Regional transportation partners will place the highest priority for transportation investments on strategically preserving, maintaining, and operating the transportation system. The regional transportation system represents an enormous public investment that is essential to our economy and quality of life. Protecting this investment means maintaining the entire system in a state of good repair. Doing so ensures that infrastructure and all facilities and equipment function well for their entire design life and minimize costs over their life cycle. Collecting data is important to the efficient preservation, maintenance and operation of all modes and allows for making strategic and timely investments. For example, deferring pavement maintenance can result in higher long -term needed investment in the pavement. (Insert graph of pavement investment cycle) Preserving and maintainting the roadway system applies to bridges and roadway pavement, on- street bicycle facilities and adjacent trails within roadway rights -of -way, as well as all roadside infrastructure such as lighting, traffic signals, noise walls, and drainage systems.. Preserving and maintaining the transit system includes maintaining and replacing vehicles and equipment at consistent intervals, preserving the function and positive custom er experience at customer facilities, and maintaining efficient support faajt=ies. - r 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 - Page 92 Airport - related investments by public and private sectors in the region should focus on continued development of Minneapolis -Saint Paul International Airport as a major national and international hub. Investments should maximizing the operational effectiveness and value of aviation services and airport infrastructure. For regional airports, airport sponsors should maintain and enhance existing facilities to their maximum capability before investing in new facilities. Supportive local actions_ • Cooperate with MnDOT, regional transit providers, andregional parks implementing agencies in maintaining and operating shared and multimodai transportation facilities, including setting priorities for snow, ice and debris.removal. A2. Regional transportation partners should regularly review planned preservation and maintenance projects to identify cost - effective opportunitieso incorporate improvements for safety, lower -cost cortgestion management and mitigation, transit, bicycle, and pedestrian facilities. MnDOT should continue to regularly review highway maintenance and reconstruction projects to identify opportunitiesto.tntegrate safety; and' lower -cost highway congestion management and mitigation. A similar approach should be used by cities and counties as they undertake local Highway projects. Regional transit providers should review preservation end maintenance projects to identify opportunities to improve the transit system and its integration with other systems. In addition, technology and design improvements in transit systems can be incorporated into maintenance, preservation, or replacement projects to provide a better customer experience or more efficient system. Airport sponsors and air - service providers should establish airport business plans and agreements to deliver high - quality services at affordable prices to users. Airport sponsors should operate within a long-term financial plan that stresses maximizing non - regional funding sources to avoid or minimize financial impacts on regional taxpayers and maintaining a high bond rating for aviation improvements. Supportive local actions. • Plan and implement bicycle and pedestrian improvements as part of roadway projects. Where these travel options are needed and can be safely accommodated, this approach can take advantage of cost - effective opportunities to provide for pedestrian sidewalks or trails, on- street bicycle lanes, signage, improved signal timing and other improvements. o Coordinate preservation and maintenance projects with MnDOT, regional transit providers and other affected local governments when locally planned projects affect their systems. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 93 A3.The Council and regional transit providers will use regional transit design guidelines and performance standards, as appropriate based on Transit Market Areas, to manage the transit network, to respond to demand, and balance performance and geographic coverage. The Council and regional transit providers will look for opportunities to reinvest resources from underperforming routes and areas to those routes meeting regional transit performance standards and demonstrating demand for additional investment. When managing the transit system, the Council and regional transit providers will consider input from local communities, existing and potential riders, and the, business community and also consider the impacts and benefits to low- income groups and people of color. The Council and regional transit providers will also look for opportunities to improve the performance of the transit system and adapt to current conditions by managing routes to meet regional transit performance standards. As the transit system continues to expand, new and improved routes and services will also be evaluated against regional transit performance standards. Transit design guidelines and performance standards are included in Appendix G. Supportive local actions: • Work with transit providers to identify rout changes that will better suit community needs. A4.Airport sponsors will prepare a long -term comprehensive plan (LTCP) for each airport every five years and submit it to the Metropolitan Council for review to ensure that plans for preservation, management and improvement of infrastructure at each airport are consistent with the regional aviation system plan. Regional aviation facilities are under various types of public and private ownership. The scope, application and content of a long -term comprehensive plan is defined for different sponsors in Appendix K (pPov de link LTCP requirements here). If a substantial change to the approved plan is deemed necessary and cannot be addressed as part of the regular update, the long-term comprehensive plan should be amended. B. Safety and Security Goal: The regional transportation system is safe and secure for all users. Strategies: 131. Regional transportation partners will incorporate safety and security considerations for all modes and users throughout the processes of planning, funding, construction, operation. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 94 Crashes resulting in fatal and serious injury are the major highway safety concern. The state and counties have done much work on this issue in recent years, producing the Minnesota Strategic Highway Safety Plan (MSHSP) and county highway safety plans. These resources should be considered in developing roadway improvements. The major transit safety concerns include addressing accidents involving transit vehicles, especially light rail and commuter rail trains. Providing safe crossing of rail transit facilities is important in designing rail systems. Regional transit providers will emphasize improvements to areas with high vehicle crash rates. Additional details on transit security are discussed in Strategy B5. Safety is the number one priority in planning and developing aviation facilities and services. While the Federal Aviation Administration is responsible for safety of the airspace, all levels of government should work together to ensure that only appropriate land uses are allowed in runway approach areas. Supportive local actions: • Address safety and security considerations in planning'and implementing the local transportation system. • Adopt local ordinances controlling all tall structures 250 feet or more to minimize potential general airspace hazards. B2. Regional transportation partners should work with local state, and federal public safety officials, including emergency responders; to protect and strengthen the role of the regional transportation system in providing security and effective emergency response to serious incidents and threats. Regional transportation partners should consider security needs as contained in federal directives when planning, constructing and operating facilities for all modes of transportation. a =3 The region t are crucial when responding to emergencies involving fire, ambulance, disaster, and evacuation. Principal and minor arterials provide valuable alternate routes as essential redundancy for responding to emergencies. For example, 1- 94, 1 -694 and Trunk Highways 280 and 100 provided critical highway and bus transit capacity during the 1 -35W bridge collapse and reconstruction. Regional transit providers can also play an important role in emergency response, such as moving people away from a dangerous situation or area and providing safe shelter in transit vehicles or major customer facilities. Supportive local actions: • Participate in multi- agency efforts to plan and prepare for transportation emergency response. 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 95 B3. Regional transportation partners should monitor and routinely analyze safety and security data by mode and severity to identify priorities and progress. The State of Minnesota - MnDOT, Department of Public Safety, and Department of Health - regional transit providers, counties, and cities are doing important work in identifying, prioritizing, and addressing traffic and transit safety issues. The Council will continue to support these traffic and transit safety efforts, including direction provided in the Minnesota Strategic Highway Safety Plan, county highway safety plans, local comprehensive plans, and regional transit provider operations. The Council will initiate a new effort to translate the data and many efforts into safety priorities that address the highest needs for all modes for the metropolitan area Transit providers will monitor the state of good repair for facilities and other investments to ensure safety for passengers, operators, and other staff. Supportive local actions: • Maintain, monitor, and routinely analyze local safety and security data to identify priorities for investment and coordinate this data with regional efforts. B4. Regional transportation partners will support the state's vision of moving toward zero traffic fatalities and serious injuries, which includes supporting educational and enforcement programs to increase awareness of regional safety issues, shared responsibility, and safe behavior. While engineering, and emergency response are important for highway safety, other important areas include education, enforcement and legislation. Efforts in these areas are typically led by agencies whose jurisdiction extends beyond transportation, but transportation entities can be important partners in these efforts. The Department of Public Safety leads state education efforts focused on giving drivers information they need to avoid hazardous driving practices and choose responsible behavior. Enforcement efforts focus on ensuring compliance with traffic laws to change driver behavior and reduce unsafe driving practices. In recent years, key highway safety education, enforcement, and legislative efforts have focused on aggressive driving, distracted driving, speeding, impaired driving, reducing the number of people traveling without seatbelts or appropriate car seats, and motorcycle driver training. In addition to general traffic safety, local and state agencies are encouraged to coordinate with state safety efforts to educate the public in the proper use of sidewalks and crosswalks by pedestrians and proper use of shared lanes, bicycle lanes and trails by bicyclists. These safety programs include the "Safe Routes to School" programs that promote bicycling and walking safety for school students. Programs should educate motorists regarding bicycle and pedestrian roadway and trail crossing laws (including intersection and mid -block crossings), how to safely interact with bicyclists riding legally in the roadway, and to be aware of pedestrians and bicyclists. 2040 TRANSPORTATION POLICY PLAN METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 96 B5. The Council and regional transit providers will provide transit police services and coordinate with public safety agencies to provide a collaborative approach to safety and security. The transit system employs and carries large numbers of people and can be both an important system in responding to threats, and a target for serious threats. An important emphasis for the transit system is responding to safety and security concerns in a timely manner. The transit system covers a large geographic area, and many jurisdictions and incidents often occur on moving vehicles. This requires significant coordination between transit providers and public safety agencies. Most of the transit system is supported by Metro Transit Police, which is dedicated to providing police services to transit safety and security. In addition to Metro Transit Police, all regional transit providers coordinate with local public safety agencies, ensuring a safe and secure environment in and around the transit system. The transit system also has security systems to monitor possible threats to people on and around transit vehicles and facilities. This system will continue to play an important role in improving the real and the perceived safety and security for transit employees and customers. Supportive local actions: • Coordinate local public safety agencies with regional transit to respond to incidents on the:regional transit system. • Use local public events as an'' opportunity to educate residents about potential security threats and natural disaster response procedures. B6. Regional transportation partners will use best practices to provide and improve facilities for safe walking and.bicycling,,since pedestrians and bicyclists are the most vulnerable users of the transportation system. Many best practice guidelines for plarutng and design are available for improving bicycling and walking safety and general. experience. Some of the more pertinent guides include: • Minnesota's Best Practices for Pedestrian /Bicycle Safety ( MnDOT, 2013) • Best Practices Synthesis and Guidance in At -Grade Trail- Crossing Treatments (MnDOT, 2013) • Guide for the Development of Bicycle Facilities, 4th ed. (American Association of State Highway Transportation Officials, 2012) Intersections and pedestrian crossings (including intersection crossings, mid -block crossings, and trail crossings) pose key issues for drivers, bicyclists, and pedestrians. Safe rail crossings are particularly important for transit customers at light rail and commuter rail stops, since these are some of the busiest crossing points in the region. Transit providers and local 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies I Page 97 governments should work together to design and provide effective and safe crossings, and to discourage bike and pedestrian crossings at unauthorized locations. Supportive local actions: • Coordinate with Metro Transit and other rail providers to improve safe crossings of rail facilities. • Incorporate bicycle and pedestrian facilities in local plans. • Use best practices to enhance bicycle and pedestrian safety. B7. Airport sponsors and air service providers will provide facilities that are safe, secure and technologically current. The regional aviation system is essential to the regional economy and should be developed, operated, and maintained to appropriate standards, to include making necessary improvements to the air traffic control system. Airport sponsors should provide facilities that are safe and secure, affordable, and technologically current for all facets of the aviation industry. 4 C. Access to Destinations People and businesses prosper by using a reliable, aff orddb!e, and efficient multimodal transportation system that connects them to destinations throughout the region and beyond. C1. Regional transportation partners will continue to work together to plan and implement transportation systems that are multimodal and provide connections between modes. The Council will prioritize regional projects that are multimodal and cost- effective and encourage investments to include appropriate provisions for bicycle and pedestrian travel. Planning and design of highway and street corridors must continue to incorporate and improve the safety and mobility needs of all users, including trucks, buses, trains, pedestrians and people riding bicycles. The region and state have been pioneers in highway system management to increase multimodal efficiency. These efforts must be continued and expanded in the future. MnDOT, counties, and cities should provide advantages for transit on highways and streets, including bus -only shoulders, transit stations, bus bump - outs, transit signal priority, and ramp meter bypasses. MnDOT, counties, cities, and transit providers should provide facilities for people to safely walk or bike across highways, streets, and other major barriers in urban, suburban, and rural areas, especially on bridges. MnDOT, counties, cities, and transit providers should also provide for people to safely walk or bike on most highways and streets in the region (see Strategy C2 below). The needs of bicyclists and pedestrians must be addressed when roadway bridges are built or rebuilt. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 98 A strong bicycle and pedestrian system is essential to provide valuable connections to the regional transit system and improve mobility for people with disabilities. Since the experience of transit customers generally starts with walking, improvements to the pedestrian environment are essential to transit. This includes providing facilities but also considering the other elements of design and urban form that contribute to a good pedestrian experience. Supportive focal actions: • In local comprehensive plans, coordinate the local transportation element for streets, pedestrian and bicycle facilities with county, regional, state agencies and adjacent communities. • Continue to implement universal accessibility in all new construction and rehabilitation of transportation infrastructure to comply with the federal Americans with Disabilities Act. ti C2. Local units of government should provide a system of interconnected arterial roads, streets, bicycle facilities, and pedestrian facilities to meet local travel needs using Complete Streets principles. An interconnected, multimodal local: transportation system helps reduce highway congestion, provides access to and uses, and expands travel options. Local and county governments should plaij. system of rnultimodal' interconnected collector roads and minor arterials to serveshthi and medium- length trips. -1 }Y A local transportation system should serve the full range of types of trips. Minor arterials serve more and longer trips, sometimes at faster speeds, to help reduce demand on metropolitan highway system — also called principle arterials — and ensure that traffic does not spill over to local streets.'Local streets provide a basic level of access to land, including homes and businesses. The functional classification system in Appendix D (link here) identifies. roads by the function they serve. Cars, bicyclists, pedestrians, transit, and trucks need to be considered on all of these roads, and accommodated where appropriate. "Complete Streets" is a term used to describe an approach to transportation planning, design, and construction that considers the needs of all potential users — motorists, pedestrians, transit vehicles and users, bicyclists, commercial freight trucks, and emergency vehicles — moving along and across roads and through intersections. The goal of complete streets, as described in MnDOT's Complete Streets Policy and Procedures Technical Memorandum, is to: • Develop a balanced transportation system that integrates all modes via planning that includes each transportation mode (that is, transit, freight, auto, bicycle, and pedestrian) and • Include transportation users of all types, ages, and abilities. 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 99 Complete Streets does not mean "all modes on all roads." Instead, implementing Complete Streets principles ensures that the accessibility and safety of all travelers be appropriately considered and incorporated throughout any road project's planning, design, and construction. MnDOT, counties, and cities should continue to work together to provide facilities for people to bike or walk along most streets and highways in urban and in some rural areas, with the exception of freeways. A well- connected collector road network is important to support non- motorized modes parallel to major highways and within neighborhoods and activity centers. Local streets, especially where traffic calming measures have been implemented and traffic signals are provided at major intersections, can provide better bicycle and pedestrian comfort, air quality, and safety than highways with higher traffic volumes and speeds. Minor arterials in suburban areas often have sufficient right-of-way to add separated off - road bicycle facilities, but in the urban cote, narrower rights -of -way are more common. On- road bicycle facilities are appropriate along minor arterials where there are no effective parallel routes and the bicycle or pedestrian facility can be designed to support safe travel for all users. The addition of the bicycle or pedestrian facility should also maintain the road's function and capacity for other modes. More specific discussion of how bicycle facilities might be provided on arterial and local roads is provided in the Bicycle and Pedestrian Investment Direction. Major transit in like transitways and transit centers also need to be highly accessible for pedestrians and bicyclists. It is important that transit facilities are designed to integrate with existing local transportation systems and land use and to be supportive of plans for, higher density development. Sui local actions: • In Local comprehensive plans, develop and adopt local transportation plan elements for streets, pedestrian and bicycle facilities that serve the community, provide direct connections to job concentrations, create an integrated system with adjacent communities, and implement and connect to the Regional Bicycle Transportation Network. • Adopt a Complete Streets policy and identify roads that should be emphasized for different uses (for example, transit, bicyclists, pedestrians and freight). All roads should be designed to accommodate emergency vehicles. C3. The Council, working with MnDOT, will continue to maintain a Congestion Management Process for the region's principal arterials to meet federal requirements. The Congestion Management Process will incorporate and coordinate the various activities of MnDOT, transit providers, counties, cities and transportation management organizations to increase the multimodal efficiency and people- moving capacity of the National Highway System. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 100 The region has a well - developed and managed freeway system. In previous Tong -range transportation plans, the emphasis was to meet forecast demand by adding highway capacity. However, no region in the country has successfully "solved" highway congestion. Current trends also suggest that the transportation system is experiencing new resource, policy, technology, and local and global economic conditions that differ from those of the past. In response, this Transportation Policy Plan recognizes that system -wide highway congestion will not be eliminated or significantly reduced. This plan, including the Congestion Management Process, emphasizes that the impacts of congestion should and can be eased by increasing the people- moving capacity of the multimodal transportation system, while minimizing future demand on the highway system. Mitigating the impacts of congestion will be achieved by implementing supportive land ose policy; improving traffic management and more efficient use of existing highway systet capacity, pavement, and right -of -way; implementing a MnPASS system and limited strategic highway capacity enhancements; and implementing alternatives to driving alone. Through the Congestion Management Process, MnDOT will work with the Council and other partners to monitor and evaluate congestion mitigation strategies and projects being implemented and modify the approach in the future as needed. This plan emphasizes that limited resources must be focused on providing the most system- wide transportation benefit. Where strategic enhancementsto highway capacity are considered, MnDOT and local governments will not design highway projects with the intent to eliminate congestion. Rather, highway system performance will be measured by people - carrying capacity andtravel timexreliability instead of more traditional measures such as level of service. Part 111 of the Transportation Policy Plan (link to Congestion Management Process ,trere) includes a description of the Congestion Management Process. C4. Regional transportation partners will promote multimodal travel options and alternatives to single occupant vehicle travel and highway congestion through a variety of travel demand management initiatives, with a focus on major job, activity, and industrial and manufacturing concentrations on congested highway corridors and corridors served by regional transit service. Travel demand management (TDM) strategies emphasize reducing vehicle miles traveled and trips made driving These strategies should be directed at increasing the use of travel options, easing congestion, reducing pollution, and encouraging transportation - efficient land development. TDM strategies are most successful in areas with high travel demand and potential for using travel options. Thus, the Council and its TDM partners will focus local and regional TDM efforts on employment centers and corridors with significant investments in travel options. Travel options include transit service, transit and ridesharing advantages like MnPASS lanes, high - occupancy vehicle lanes that bypass freeway ramp meters, bus -only shoulders, and biking and walking facilities. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 101 The Council will provide TDM technical assistance and financial incentives to transportation management organizations (TMOs), especially those located in areas with high levels of congestion. The Council and its TDM partners will also provide assistance to local units of government to implement TDM strategies and to employers and property owners. Other TDM strategies include the development of TDM plans for specific sites or new developments, telework and flexible work schedule programs, avoiding the oversupply of parking and pricing strategies for parking, and employee training programs. Supportive local actions: • Support, collaborate, and implement travel demand management policies, programs, and land use regulations in collaboration with other government agencies, transit providers, travel management organizations, businesses, employees, and property owners. CS. The Council will work with MnDOT and local governments to implement a system of MnPASS lanes and transit advantages that support fast, reliable alternatives to single - occupancy vehicle travel in congested highway corridors. MnPASS is an integral part of a multimodal transportation system, and helps people reach job concentrations faster and more efficiently. MnPASS lanes provide a reliable, congestion - free travel option for people who ride bus transit, people who ride in carpools and solo drivers who are willing to pay a fee during peak rush -hour periods. MnPASS can improve efficiency by moving more people through highway corridors during congested periods. It provides commuters and small commercial vehicles with greater travel -time reliability and choice. It encourages greater park- and -ride use and increases car and vanpooling. MnPASS also improves transit service and increases ridership, particularly on express bus service. The Council and MnDOT will continue to implement transit advantages on the freeway sys that allow transit vehicles to bypass congestion and provide a faster, more reliable travel time The primary system of transit advantages in the region includes bus -only shoulders, ramp -meter bypasses, and MnPASS lanes. MnDOT will continue to analyze the need for new transit advantages and maintain existing transit advantages to the greatest extent possible. Transit advantages are also used to improve local transit circulation. Examples include exclusive bus lanes, traffic signal timing and signal priority, and queue jumps. The Council and transit providers will work with local governments to determine where these improvements may be needed and identify possible implementation solutions. In addition to moving people more expeditiously, implementing MnPASS lanes will provide benefits to local and regional freight moved by truck. MnPASS lanes will directly benefit shipments by single -unit commercial vehicles by allowing those vehicles to "buy in" to the lane to receive the benefit of an uncongested trip. The development of a MnPASS lane 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 102 system may also benefit traditional freight movements by large trucks, because additional MnPASS lanes can reduce congestion in adjacent general purpose lanes. Supportive focal actions: • Identify opportunities for transit advantages on the local road system that improve the attractiveness of the transit system and coordinate their implementation with regional transit providers. C6. The Council will support an interagency approach to preserving right -of -way for future transportation projects that are consistent with the Transportation Policy Plan. Rights -of -way for future transportation infrastructure are`difficult to obtain. Consequently, right -of -way should be preserved for public use ss` projectloca *.ions become certain and property becomes available. The Council's Rightof - way Acquisition Loan Fund (RALF) will be used to preserve right -of -way for state highway projects consistent with the Transportation Policy Plan. Railroad right -of -way that is proposed to be abandonedtrovides an opportunity to use these linear corridors for transit, trails, parks, or other systems that could serve a variety of roles. The appropriate agencies thatcould.be involvedin preserving rail rights -of -way may vary depending on the short- and long -term intended role... An interagency approach to determining that role will be valuable is ensuring that all possible uses are considered. a._ Supportive local actions: • Identify future transportation' right -of -way needs through comprehensive planning and coordinate with other. transportation providers. C7. Regional transportation partners will manage and optimize the performance of the principal arterial system as measured by person throughput. raj = MnDOT will work to addre s, capacity problems across the region's entire principal arterial system. MnDOT and local units of government with jurisdiction over principal arterials will • first, address capacity issues by working to apply management improvements such as access management, improved or expanded traffic management technologies, • second, seek spot mobility improvements identified through processes such as MnDOT's Congestion Management and Safety Plan, and • third, identify affordable MnPASS or other strategic highway capacity enhancements if the congestion issues have not been adequately addressed. Where possible, capacity should be added in the form of MnPASS lane capacity. MnPASS lanes also serve people who carpool or ride transit, key strategies for increasing person throughput since a bus can move as many as 90 passengers on just one vehicle. 2040 TRANSPORTATION POLICY PLAN i METROPOLITAN COUNCIL Part 2: Transportation Strategies i Page 103 Added capacity can be permanent or actively managed to be open only during certain hours, conditions, or for certain vehicles. All projects for expanding principal arterial capacity will implement the lower - cost /high- return approach to investments by maximizing use of available highway capacity, pavement, and right -of -way. Traffic management technologies, spot mobility improvements identified through the Congestion Management and Safety Plan, MnPASS, strategic capacity enhancements, and regional highway access improvements to job, activity, industrial, and manufacturing centers are discussed further in the Highway Investment section. Access to principal arterials is discussed in Strategy C11. C8. Regional transportation partners will prioritize all regional highway capital investments based on a project's expected contributions to achieving the outcomes, goals, and objectives identified in Thrive MSP 2040 and the Transportation Policy Plan. All regional highway projects must address the plan goals of safety and security, transportation system stewardship, and healthy environment. After meeting these requirements, the following factors will be used to prioritize highway capital projects, including MnPASS, strategic highway capacity enhancements and access improvements: • Improves regional economic vitality • Improves critical regional highway system connectivity • Increases regional highway system travel time reliability • Supports regional population, household, and job forecasts and local comprehensive plans f • Supports regional balance of investments When addressing highway capacity issues, regional transportation partners should work to fir it apply traffic management technologies to improve traffic flow without adding physical highway capacity. The next category of investment should be to investigate implementing the lower-cost/high-return approach to investments in spot mobility improvements. If traffic management technologies and spot mobility improvements do not address the highway capacity issue identified, only then should adding larger physical capacity — sometimes called expansion improvements — be explored. Expansion improvements include MnPASS lanes, strategic capacity enhancements, and highway access improvements. The regional objective of providing a congestion -free, reliable option for transit users, carpoolers and those willing to pay through MnPASS lanes is the region's priority for expansion improvements. Strategic capacity additions to general purpose lanes should only be considered if adding MnPASS lane capacity has been evaluated and found not to be feasible, the improvement is affordable, and it is approached using the philosophy of lower - cost /high- return on investment. C9. The Council will support investments in A -minor arterials that build, manage, or improve the system's ability to supplement the capacity of the principal arterial system and 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 104 support access to the region's job, activity, and industrial and manufacturing concentrations. MnDOT, counties, and cities within the seven - county region have identified the roads in the minor arterial system, called A -minor arterials, that provide the most support to the principal arterial system and access to regional job, activity, industrial, and manufacturing centers. The Transportation Advisory Board has chosen to focus much of its federal funding on highway improvements on A -minor and non- freeway principal arterials. The Metropolitan Council and partners recognize four types of A -minor arterials to ensure the system is flexible and responsive to different policies and situations throughout the urban and rural parts of the seven - county region. The four types — Augmentors, Expanders, Relievers, and Connectors —are defined in Appendix D [INSERT LINK]. A -minor arterials should provide reliable travel times at reasonable travel speeds, but are not required to be high speed. They are important parts of the multimodal transportation system serving people in trucks, personal ehicles, buses, walking,' and on bicycles. Access to A -minor arterials is discussed in Strategy "Access to Destinations:" Within the urban service area, sidewalks or multi -use non-motorized facilities'should be provided along A- minor arterials. On -road bicycle facilities are appropriate on A -minor arterials where there are no effective parallel route options and the bicycle or, pedestrian facility can be designed to support safe travel for all users. The addition of the bicycle or pedestrian facility should maintain the road's multimodal function, safetyand capacity. Supportive local actions: • Many A -minor arterials are owned and operated by counties and cities. Local units of government should plan and`maintain a system of A -minor arterials that provide for these local, multimodal trips =``_ 0.0. Regional transportation partners will manage access to principal and A -minor arterials to preserve and enhance their safety and capacity. The Council will work with MnDOT to review interchange requests for the principal arterial system. Interchanges and intersections on the principal arterial system provide important access to regional job, activity, industrial, and manufacturing centers. But the safety, capacity, and utility of principal and A-minor arterials are affected in large part by how street and driveway access to these roadways is provided and managed. Adding new interchanges to existing freeways generally makes freeway performance worse, while improving intersections on non - freeways can increase highway capacity. Decisions about access on the principal arterial system need to be thoroughly analyzed and carefully considered in coordination with MnDOT and the Council. Access spacing and the MnDOT - Council interchange review process are discussed in Appendices D and E. Appendices D and E emphasize the importance of improvements on non - freeway highways in providing benefits for regional travel. As local units of government work with MnDOT and 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 105 the Council to improve and convert intersections on non - freeway trunk highways, the following requirements are particularly important to achieve regional objectives: • The appropriate local units of government exercising and use authority along trunk highways will be expected to incorporate access standards into their subdivision and zoning ordinances and apply the standards during their development review process • Conversion of an at -grade intersection to an interchange should occur in sequence as part of an incremental freeway conversion. Isolated interchanges on non- freeway principal arterials are discouraged. Conversion of an at -grade intersection to an interchange must provide safety and mobility improvements to both the mainline and cross - street. The new interchange should be adjacent to an existing interchange unless MnDOT and the Council determine that the intermediate access points can be modified or managed to address safety and mobility concerns • Principal Arterials should have interchanges only with other principal or A- minor arterials. Minor arterials should have interchanges and intersections with principal arterials, other minor arterials, or major collectors. Only concentrations of commercial, industrial, or residential land uses should have direct access to minor arterials. • Interchange spacing should be one mile or more. MnDOT and the counties control access on freeways and some expressways through the outright purchase of the access rights from abutting land owners. However, access to other principal and A -minor arterials is most effectively managed through local land use planning and development regulation. if considered early in the process of land development or redevelopment, the appropriate location and design of access and the supporting road network can be worked into the plans. If access is not considered until late in the design of development, it may be difficult to accommodate properly without added expense and potential disruption to the community. Supportive local actions: • Cities, counties and townships exercising land use authority along principal arterials and A -minor arterials will be expected to incorporate access standards in their subdivision and zoning ordinances and apply them during their development review process. • Local access standards should be consistent with MnDOT's Access Management Manual or the appropriate county's access guidelines. Cities and townships should also consult with MnDOT or the county whenever reviewing development plans adjacent to principal arterials and A -minor arterials. For those arterials where the existing access does not conform to the standards, cities should work with MnDOT and /or the county to develop a long -term corridor plan to adjust and improve the access arrangements as opportunities arise through development or redevelopment of an adjacent property. MnDOT has developed a model access management ordinance to serve as a guide for local partners in updating their land use regulations to fully address access considerations. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 106 Cll. The Council and regional transit providers will expand and modernize transit service, facilities, systems, and technology, to meet growing demand, improve the customer experience, improve access to destinations, and maximize the efficiency of investments. The transit system will need to continue to grow and improve to remain a competitive travel option for the region. A significant part of that growth will be expanding and improving the bus system that serves the majority of transit demand in the region. This includes both expanding geographic coverage and "thickening" the transit system by adding new routes and service frequency in areas already served by transit, including connections to transitways. There are several needs that will be addressed by expanding the bus system: • Meet growing demand. The region will add 824,000 people and 549,000 jobs by 2040, with a large portion of these in already developed communities. The region will need to invest in a bus system that serves this growing demand and °;supports more regional growth along transit routes. Improve access to destinations. Existg unmet needs and changifig lifestyle preferences will lead to demand for better transit access to more destinations. The region will need to provide better access bylmprovingexisting service' = speed, frequency, span, and connections — and expandmgservice to new areas Two areas of high importance will be improving< access to job concentrations and improving access to opportunities for people who rely on transit, including'under- represented and low - income households. The design of the transit', system will be guided by Regional Transit Design Guidelines ipAppendix G. , • Improve the customer experience. Many transit users choose to ride because of the quality of the experience. Those who rely an transit deserve a great customer experience as well. The region will need to invest in improvements to the transit expenencethat address factors such as transfers, customer information, comfort, technology, safety and perceived safety and security, and amenities. • Maximize the efficiency of investments. Providing regional transit service is not cheap but investments and policies can often make transit more efficient and cost - effective. The region will need to seize these opportunities to maximize the return on investments in the bus system. Regional transit providers will address these needs by applying a variety of types and designs of transit services and facilities. This work will be guided by a number of processes and plans designed to link transit improvements to specific needs and opportunities in the community. Some improvements may also address needs on the transitway system after the initial construction of lines, including adding stations or amenities at stations. The details of these plans and processes are described in the Transit Investment Plan. Supportive local actions: • Work with regional transit providers to identify potential improvements to the transit system that will suit community needs. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 107 • Focus forecasted growth at transit - supportive densities in job concentrations or nodes along corridors, supported by additional land use strategies discussed in Land Use and Local Planning. C12. Regional transportation partners will invest in an expanded network of transitways that includes but not limited to bus rapid transit, Tight rail, and commuter rail. Transitway investments will be prioritized based on factors that measure a project's expected contributions to achieving the outcomes, goals, and objectives identified in Thrive MSP 2040 and the Transportation Policy Plan. Transitways will play an important role in serving the growing region and supporting the economic competitiveness of the region. The region will build an expanded system of transitways that includes bus rapid transit, light rail, and commuter rail. The region also needs to address policies related to modern streetcars, an emerging mode in corridor planning around the region. Transitways represent a substantial investment for the region and will require extensive planning and coordination to determine the appropriate mix of transitway modes and corridors. There are a number of considerations when exploring transit options in a corridor and when determining the priorities for a Tong -range transitway system. The Transit Investment Plan includes technical investment factors intended to measure the expected contributions of a project against the outcomes, goals, and objectives identified in Thrive MSP 2040 and the Transportation Policy Plan. The list of factors includes ridership, access to jobs and activity, cost - effectiveness, existing and use, future land use and economic development, equity, and environment. Overall system planning will also need to consider poi cy investments factors such as regional balance, funding viability, community support, and technical readiness and risk when determining priorities in the plan. Supportive local actions; • Lead local corridor studies for potential transitway investments in coordination with regional transit providers and other agencies. • Proactively plan land use around potential transitways that is consistent with the requirements described in Land Use and Local Planning and supported by additional land use strategies. C13. The Council will provide paratransit service complementary to the region's regular route transit system for individuals who are certified by the Council under the Americans with Disabilities Act (ADA). The Council and regional transit providers will provide an option for those who are not able to use the regular -route transit system due to a disability. Complementary ADA service will be provided consistent with the requirements established in state and federal law. The Council will maintain the eligibility program for this service. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 108 C14. The Council and regional transit providers will provide coordinated transit options, including general public dial -a -ride and vanpool subsidies, in areas of the region not served by regular -route transit. Service levels for these options will be based on available resources and needs. The Council and regional transit providers will provide dial -a -ride service in areas of the region where transit demand is not strong enough to support regular -route service. These services will be coordinated with the rest of the transit system to facilitate greater access from these parts of the region and to avoid duplication of services. For trips where transit is not a viable option for travelers,; the` Council will make subsidies available for the formation of vanpools with volunteer drivers. y C15. Regional transportation partners should focus investments on completing Priority Regional Bicycle Transportation Corridors and on improving the larger Regional Bicycle Transportation Network. = A proposed regional bicycle transportation network with :priority bicycle. corridors was recently developed through a regional bicycle system study. This network establishes the region's priorities for planning andanvestment in bicycle facilities and is described in detail in the Bicycle and Pedestrian Investment Direction (proulrle link here). Supportive local actions: • Adopt local transportatio Thikeway elements that encourage community connectivity and connections to existing or planned regional bikeways. C16. Regional transportation partners should fund projects that provide for bicycle and pedestrian travel across or around ° ° between jurisdictions. The natural and built environment in general and the region's transportation infrastructure in particutarcan create unintended physical barriers to a more prominent walking and F -; biking culture. reeways can be major barriers to safe and comfortable walking and cycling for transportation. The region's freight rail lines also often create formidable barriers to continuous travel, similar to rivers and streams. Bicycle and pedestrian - accessible bridges are an important element for the region to provide a friendly and safe environment for non - motorized transportation. A definition for regional- critical links is proposed under the Bicycle and Pedestrian Investment Direction (provide link here) that would give regional priority to planning and funding bike and pedestrian projects that eliminate regional barriers or improve connections between jurisdictions. . Local bike networks can also be interrupted by high - traffic arterials that are difficult to cross or ride along. Overcoming many of these arterial barriers to walking and biking in the region 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 109 requires interjurisdictional coordination, since many of these arterials form the boundaries between jurisdictions. The Council supports interjurisdictional coordination to improve planning for better connections across boundaries. Supportive local actions: • Identify gaps or barriers in bicycle and pedestrian systems in the comprehensive planning process. C17. Regional transportation partners will provide or encourage reliable, cost - effective, and accessible transportation choices that provide and enhance access to employment, housing, education, and social connections for pedestrians and people with disabilities. Local agencies should use best practices in designlkg pedestrian facilities. Such facilities must be accessible to people of all levels of functional ability so they meet or exceed the requirements of the Americans with Disabilities Act. Supportive local actions: • In comprehensive plans, adopt ocal transportation pedestrian and bikeway elements with accessibility guidelines planned facilities for pedestrians and wheelchair accessibility in areas with high levels of bicycle and pedestrian activity. C18. The Council, MnDOT, regional railroad authorities, and railroad companies will pursue short- and long -term improvements to accommodate future freight and passenger rail demand. Where rail congestion has been identified and /or future capacity constraints are anticipated on the metropolitan rail system, regional partners should conduct additional rail corridor studies to facilitate the planning and implementation of needed system improvements that will accommodate future freight and passenger rail demand. C19. The Council and MnDOT should work together with cities and counties to provide efficient connections from major freight terminals and facilities to the regional highway system, including the federally designated Primary Freight Network. The Metropolitan Airports Commission should pursue provisions for air cargo infrastructure and air service for the region with direct air freight connections to import /export markets that provide trade opportunities for the region's economy. City and county roadways provide the "last mile" connections between intermodal freight terminals and the metropolitan highway system, including the National Highway System (NHS) and its subset Primary Freight Network. Coordination with local planning efforts to preserve the condition and capacity of these connector roadways will be essential to maintaining the efficient flow of freight in the region. Supportive local actions: 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 110 • Identify and classify freight corridors in the comprehensive planning process. C2O. The Council and airport sponsors will maintain a system of reliever airports to augment the Minneapolis -Saint Paul International Airport that are accessible within reasonable travel times from all parts of the metropolitan area. State -of- the -art facilities should be made available by airport sponsors at the region's airports, commensurate with their system role, to induce additional aviation services to use the reliever system. D. Competitive Economy The regional transportation system supports the economic competitiveness, vitality, and prosperity of the region and state. D1.The Council and its transportation partners will identify and pursue the level of increased funding needed to create a multimodal transportation system that is safe, well maintained, offers modal choices, manages and eases congestion, provides reliable access to jobs and opportunities, facilitates the shipping of freight, connects and enhances communities, and shares benefits and impacts equitably among all communities and users. The Current Revenue Scenario in this plan generally allows for investments to operate, maintain, and preserve the highway and transitxsystems supported by some funding for MnPASS lanes, other strategic highway capacity`enhancements, and transitway expansion. However, the Current Revenue Scenario does not allow the region to fully address highway operations, maintenance, and rebuilding needs, make the level of expansion and improvement investmentsneeded;to accommodate the expected growth in population and jobs, keep our,region competitive, and provide improved choices and experiences for all users of the system. The Increased Revenue Scenario for highways and transit provides a vision for the additional investments that could be made if a higher level of funding is achieved and that would move the region closer towards accomplishing the goals and objectives identified in this plan. Supportive local actions: • Identify funding needs on the local transportation system and local priorities for funding on the regional transportation system. D2.The Council: will coordinate with other agencies planning and pursuing transportation investments that strengthen connections to other regions in Minnesota and the Upper Midwest, the nation, and world including intercity bus and passenger rail, highway corridors, air service, and freight infrastructure. 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 111 Other agencies and private companies are largely responsible for planning and implementing the transportation investments that connect the region to the rest of Minnesota, the Upper Midwest, the nation, and the world. For example, MnDOT and counties are responsible for the major highway corridors that connect the Twin Cities to other regions within the state and to other states, and support cars, trucks, and private intercity bus providers such as Greyhound and Jefferson Lines. Amtrak provides intercity passenger rail, and MnDOT is responsible for planning additional intercity passenger rail services. The Metropolitan Airports Commission works with the airlines provide the region's air service connections. MnDOT works with the private freight railroads that are responsible for freight rail service and infrastructure, and also with barge companies, port authorities and the Army Corps of Engineers, which provide infrastructure and serve freight service along the Mississippi. The Council will work closely with these partners to ensure that their planned improvements are coordinated with regicnal investments and that regional needs are considered in the prioritization of these investments. D3. The Council and its partners will invest in regional transit and bicycle systems that improve connections to jobs and opportunity, promote economic development, and attract and retain businesses and workers in the region on the established transit corridors. The transit system plays a vital role in, getting people to and from jobs and education opportunities and centers of activity. An expanded and improved transit system will continue to strengthen the attractiveness of regional centers of business and activity. Transit will also promote economic development and enhance the region's livability and prosperity, keeping the region competitive nationally and globally and helping to attract and retain businesses and workers. Investments in transit will be prioritized with access to jobs and activity and supporting economic development as important factors. Pribrity Regional Bicycle Transportation Corridors were developed with an emphasis on connecting to regional job concentrations and to the regional transit system, where there is a high demand for bicycle travel and Where opportunities for enhancing economic development and business retention are most prevalent. These corridors are introduced in the Bicycle and Pedestrian Investment Direction. Supportive local actions: • Give priority to projects that integrate pedestrian facilities into regional job concentrations and connect local bikeways with the Regional Bicycle Transportation Network. D4.The Council, MnDOT, and local governments will invest in a transportation system that provides travel conditions that compete well with peer metropolitan areas. The Twin Cities region competes with metropolitan areas throughout the nation and the world. The transportation systems in all regions are a critical factor in determining how well 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 112 they function economically, socially, and environmentally. These systems include airports, water ports, railroads, highways — principal and minor arterials — local streets, sidewalks, and trails.. The Council will continue to measure the performance of its transportation system in terms of access and mobility, and its impacts compared to select peer regions nationally and internationally. The Council will also work with MnDOT and the Counties Transit Improvement Board (CTIB) to seek the latest techniques to improve transportation service in the most cost - effective and context - sensitive ways for all modes, including highways. Supportive local actions: • Identify local actions to improve overall capacity of critical corridors. DS. The Council and MnDOT will work with transportation partners to identify the impacts of highway congestion on freight and identify cost - effective mitigation. The Council and MnDOT will work to identify specific truck mobility issues and needs, and to develop operationally focused solutions for improving travel time reliability for trucks using the regional highway system. Traffic management technologies such as, ramp metering, variable speed control, and traveler information systems can help ease congestion on the highway system. The Council will work with MnDOT, counties, and cities to explore implementing additional strategies in corridors with high truck`voiumes to ftirt(Zer reduce the impact df highway congestion on freight mobility, st c h as redirecting trucks in.real time toavo d congestion caused by . _. =r crashes. Supportive local actions: • Platt for and provide "first and last mile ";highway connections to regional job concentrations and manufacturing and distribution areas. D6. The Council, Metropolitan Airports Commission, MnDOT, and other agencies will work together to maintain a strong regional airport system, including maintaining the Minneapolis - Saint Paul International Airport as a major national and international passenger hub and reliever airports that serve business travel. Availability of good aft transportation connections is critical to maintaining a competitive state and regional economy. Public and private sector efforts in the region should focus on continued development of Minneapolis -Saint Paul International Airport as a major international hub. Maintaining a system of minor reliever airports to provide adequate alternative facilities for general aviation traffic is essential to the effective operations of Minneapolis -Saint Paul International Airport. Supportive local actions: • Participate in and use safety studies around airports. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 113 D7.The Metropolitan Airports Commission should periodically update its airport economic impact studies and commercial air - service competition plan to determine facility and service improvements needed at the region's airports to foster a competitive regional economy. Decisions by aviation partners on providing facilities and services to improve regional economic capabilities should be based on periodic updating and refinement of airport economic impact studies and surveys, a commercial air- service competition plan, and annual airport marketing programs. Although the actual provision of air service is a business decision made by privately owned airlines, the Metropolitan Airports Commission should continue its efforts to attract more air service carriers to the region to provide competition and affordable fares for residents and businesses. Since adoption of the last Transportation Policy Plan in 2010, the Metropolitan Airports Commission has pursued several airlines to add service at Minneapolis -Saint Paul international Airport, and two new airlines (Spirit Airlines and Condor Airlines) have recently started service. E. Healthy Environment The regional transportation system advances equity and contributes to communities' livability and sustainability while protecting the natural, cultural, and developed environments. El. Regional transportation partners recognize the role of transportation choices in reducing emissions and will support state and regional goals for reducing greenhouse gas and air pollutant emissions. The Council will provide information and technical assistance to local governments in measuring and reducing transportation- related emissions. Stite and regional goals are to reduce greenhouse gas emissions by 15% below 2005 levels by 2015, 30% by 2025 and 80% by 2050. Currently Minnesota is not on track to meet 2015 goals. Since one quarter of statewide greenhouse gas emissions come from the transportation sector, reductions in transportation emissions will have to be part of the solution. The Council will support efforts to reduce emissions through reductions in auto trip making and public education about the effects of transportation choices. An example of this education is Metro Transit's "Go Greener" campaign and its Trip Planner tool, which allows customers to see the greenhouse gas impact of their trip. Many of the most effective strategies for reducing greenhouse gas emissions are accomplished through local land use decisions that reduce the number of auto trips, or by federal and auto industry action to control fuel efficiency of the vehicle fleet. The Council will use its technical expertise to identify and encourage adoption of the most effective measures to reduce air emissions. The Council will also develop a regional greenhouse gas emissions inventory. 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 - Page 114 Transportation also contributes significantly to elevated levels of regulated air pollutants such as carbon monoxide, nitrogen dioxide, ozone, and fine particulate matter and to other hazardous airtoxics, all of which have negative effects on human health and quality of life throughout the region. The Council and MnDOT, in cooperation with MPCA, will continue efforts to improve air quality, reduce emissions from mobile sources, and maintain compliance with federal air quality standards. The MAC should periodically evaluate the air quality impacts of aviation operations and report to the Council on air quality problems or issues through the MAC annual environmental review of the capital improvement program`'s`, E2. The Council and MnDOT will consider reductions in transportation- related emissions of air pollutants and greenhouse gases when prioritizing transportation investments. Reducing transportation- related emissions have been a consideration in selecting projects for many Council and MnDOT programs for years. The regional solicitation uses emissions reduction as one of its criteria for prioritizing projects. Emissions reduction has also become a prioritizing criteria for other transportation programs,,including travel demand management, transitway expansion3.highway expansion and system management. Opportunities to use federal funds =for efficient emissions- reduction programs such as diesel retrofits should continue to be implemented. Consideration should be given to all types of transportation emissions and generators, including bus and truck fleets, construction vehicles, and electricity generation forlight rail transit operations and electric cars. The region should not fund projects -that will have - a substantial negative effect on local or regional air quality' E3. Regional transportation partnerswill' plan and implement a transportation system that considers the needs of all potential users, including children, senior citizens, and persons with and that promotes active lifestyles and cohesive communities. A special emphasis should be placed on promoting the environmental and health benefits of alternatives to single occupancy vehicle travel. The transportation system needs to meet the needs of all potential users, from the youngest to the oldest. This includes people with a broad range of abilities and backgrounds. In recent years, elements of community design have gained attention for the way that they can encourage or discourage physical activity. Public health policy discussions have identified opportunities for bicycling and walking as one element in the fight against obesity and other health problems related to the lack of physical activity. As a result, several counties in the Twin Cities metropolitan area have incorporated active living principles into their community and health planning programs. These efforts communicate to the traveling public the individual and collective benefits to personal health and the environment of walking and biking in performing daily errands. 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 115 As regional transportation partners preserve and modernize the transportation system, they should design facilities, including signs, to accommodate older travelers with changing vision and slower reaction times. All transit vehicles in the region have been accessible for many years, and Metro Mobility provides service that complies with ADA requirements to complement regular -route transit. On roadways, partners should also continue to implement their ADA transition plans, especially at highway interchanges, intersections, and near transit access locations. E4. Regional transportation partners will protect, enhance and mitigate impacts on natural resources when planning, constructing, and operating transportation systems. This will include management of air and water quality and identification of priority natural resources through the Natural Resources Inventory developed by the Council and Minnesota Department of Natural Resources. 1 Thrive MSP2040 emphasizes the protection and enhancement of environmental quality through its outcomes of stewardship, livability, and sustainability. The Council supports work toward this end through the Natural Resource Inventory, which provides comprehensive information about environmental resources throughout the seven-county metropolitan area Planning and development should follow all requirements under the National Environmental Policy Act and Minnesota Environmental Policy. Act for the disclosure of environmental impacts. During all phases of transportation project development, construction, and operation, regional partners and local governments should seek opportunities to not only avoid harming but also enhance the natural environment, including air quality, water quality, natural are a preservation, and wildlife preservation. Airport long -term comprehensive plans shall include a management strategy to protect groundwater qualitythat includes proposed policies, criteria and procedures for preventing, detecting and responding,, to a spilt or release of contaminants on the site. The plans should identify the location, design and age of individual /group /central sewer systems on site and all well location sites, and evaluate system deficiencies and pollution problems. Airport long -term comprehensive plans s hall also include detailed proposals for providing sanitary sewer services. Reliever airports should be connected to the sewer system when service is available near the airport. When connection is not practical, the airport owner and local governmental agencies must adopt and implement ordinances, including administrative and enforcement procedures that will adequately meet the need for trouble -free, on -site sewage disposal in accordance with the Council's guidelines in its Water Resources Management Policy Plan. Airport long -term comprehensive plans should also include a plan for surface -water management that contains provisions to protect surface and groundwater. In addition to including information that must be consistent with plans of watershed management organizations and the state wetland regulations, the water management plan should include provisions to mitigate impacts from construction, restore or retain natural functions 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 116 of remaining wetlands and water bodies, and include the pretreatment of runoff prior to being discharged to surface waters. ES. Transportation partners will protect, enhance and mitigate impacts on the cultural and built environments when planning, constructing, and operating transportation systems. Thrive MSP 2040 emphasizes the protection and enhancement of the cultural and built environment and quality of life (including air quality and its impacts on a community's residents) through its outcomes of stewardship, livability, and sustainability. Transportation partners should plan and implement proposed highway and street design and transit routes and facilities with sensitivity to a community's vision and quality of life, including using context - sensitive design methods. Context - sensitive design acknowledges local attributes by balancing economic, social, aesthetic and environmental objectives in addition to mobility objectives. Highway projects can often provide opportunities to incorporate many community objectives for livability and enhanced environmental quality. In addition, local A- minors should be panned and implemented in a manner compatible with a road's functional classification and surrounding and uses. Functional classification is discussed in Appendix D. In addition, during construction and implementation of projects, transportation partners need to be aware of and plan for the access needs of the local businesses and residents. Supportive Total actions: • • • • Allow the market to determine necessary parking support shared parking. Support employer travel- demand management plans and programs. Support the development of local ride sharing and bike sharing programs. atios (remove requirements) and Accommodate higher - density development near transit stations. Develop plans to improve conditions for walking and bicycling. Adopt development requirements and Complete Streets policies that improve circulation and access for bicyclists and pedestrians. Adopt development standards that increase vegetative cover and increase the reflective quality (or albedo) of surfaces. Eb. Regional transportation partners will use a variety of communication methods and eliminate barriers to foster public engagement in transportation planning that will include special efforts to engage members of historically underrepresented communities, including communities of color, low- income communities, and those with disabilities to ensure that their concerns and issues are considered in regional and local transportation decision making. Transportation projects can affect people's daily lives in very tangible and immediate ways. Historically, some transportation projects, have disproportionately affected 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 117 underrepresented communities, often with little or no input, participation or consent from these communities. Regional transportation partners will seek public participation using a variety of communication methods to formulate transportation policy, develop transportation plans and make transportation investment decisions. Useful communication methods include websites and social media, print media, radio, direct mailing, and public meetings and hearings. These methods should include opportunities for broad participation, comment, review, and debate of proposed plans and actions. Regional transportation partners should also recruit representatives of groups traditionally underrepresented in regional policymaking and provide enhanced participation opportunities to encourage members of those groups to share their unique perspectives, comments and suggestions. Enhanced participation could include such steps as foreign language and sign language interpreters, focus groups, and meetings in places familiar to the groups such as their community centers and places of worship. E7. Regional transportation partners will avoid, minimize and mitigate disproportionately high and adverse impacts of transportation projects to the region's historically underrepresented communities, including communities of color, low- income communities, and those with disabilities. Several federal laws and regulations, including Title VI of the Civil Rights Act and the Executive Order on Environmental Justice, require federally funded transportation investments to avoid disproportionately high and adverse impacts of transportation projects to the region's minority and low- income populations. The region will not only follow those requirements to avoid adverse impacts, but go beyond them to ensure future transportation investments provide positive benefits for the region's historically underrepresented communities, including communities of color and low- income communities, and those with disabilities. F. Leveraging Transr3ortation Investments to Guide Land Use The region leverages ,transportation investments to guide land use and development patterns that advance the regional vision of stewardship, prosperity, livability, equity, and sustainability. All strategies in this section refer solely to actions by local governments. F1. Local governments within the seven - county metropolitan area must prepare comprehensive plans that conform to the Transportation Policy Plan and should recognize the land use and transportation opportunities and challenges that correspond to Thrive MSP2040 planning areas. 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies - 1 Page 118 Local governments within the Metropolitan Urban Service Area should plan for their projected: growth and stage their transportation infrastructure to accommodate the needs of that growth. • Local governments in the Rural Service Area should plan for transportation systems and land use patterns that are compatible with the protection of agricultural uses and the need for future sewered development. The partnership between regional and local planning and investment is established in the Metropolitan Land Planning Act to guide growth and change in the seven - county region of Anoka, Carver, Dakota, Hennepin, Ramsey, Scott, and Washington. Long -range forecasts for population, households and employment are used by the Council, MnDOT, and local governments to plan for orderly and economical growth andthe land use and system changes - transportation, wastewater treatment, housing, andrparks - needed to support that growth. Local governments have the responsibility to'guide and regulate land use and provide local infrastructure. What form this takes will depend on the type of development that can be supported by regional infrastructure and other considerations described in MSP 2040's Geographic Planning Areas, Land Use Policy, and Policy Plans, including the special features. Local governments should refer to these coordinated documents along with the Transportation Policy Plan when preparing their; comprehensive plans. The opportunities and challenges associated with growth vary across the region. The community designations in Thrive M5P2040 establish some common strategy considerations for communities°of a similar type. The specific considerations related to the Transportation Policy Plan thatshould -be included in local comprehensive plans are summarized by community' designation ittthe Land Use and Local Planning (link here). r r. F2. Local governments should plan for increased density and a diversification of uses in job concentrations, nodes along corridors, and local centers to maximize the effectiveness of the transportation system ?, t Job concentrations,are critically important to the regional economy. Although most of these are located along regional highways, roadways alone cannot continue to provide the access needed as highway congestion continues to increase. Employment densities are an important factor influencing how people travel and how the transportation system supports their travel. The region's transportation system and economy will be more effective if jobs are concentrated and density is focused in nodes along corridors. Nanning for density in nodes also needs to provide for a high- quality, walkable local street network, a mix of land uses, and amenities to support denser development These coordinated efforts will support more effective transportation by reducing short auto trips or replacing them with walking and biking, increasing transit potential, and allowing for more flexible parking. 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 119 Local governments can support the regional economy and the transportation system by guiding more density and a mix of uses to job concentrations, nodes along transportation corridors, and local centers. While market conditions play a primary role in economic development, local governments set the necessary groundwork through land use regulations, the design of local transportation networks, and community development incentives. F3. Metropolitan Council, MnDOT, and local governments will plan, build, operate, maintain, and rebuild an adequate system of interconnected highways and local roads. Local and county governments will plan and implement a system of multimodal interconnected highways and local roads to serve the full range of trips. This system of major highways and local streets supports connections to and from our homes, schools, jobs, other states, and the world. Some roads are intended to emphasize mobility for long - distance trips, while others are intended to primarily provide access to land. The design and spacing of this system is a critical factor in successfully supporting a variety of land use densities. More dense land uses require a denser road network, or traffic can be forced to use inappropriate alternatives. For example, an inadequate system could force through traffic to use a local street to access a job concentration, increasing safety concerns; or could force local traffic to use the limited capacity of a principal arterial for a very short trip. Appendix D discusses roadway functional classification, facility spacing, and access management. All levels of government need to work together if [new principal arterials will be provided On surface, seems inconsistent with lower- cost /high - benefit approach.] in the region. Cities and counties have roles in both land use and transportation. Considering the limited funding available for highway investments, cities and counties should continue to enhance highway safety and capacity by working with MnDOT and the Council to plan and control access to highways. Cities and counties may also be able to protect right -of -way to widen existing highways or to build new ones. In all cases, land use planning and development should continue to be closely coordinated with the existing and future road system. The highway system and local roads are also critically important to manufacturing and distribution areas as well as other freight generating land uses. The Council will also work with its partners to ensure the road authority with jurisdiction over and responsibility for a road matches the role the road plays in the transportation system; for example, MnDOT should be responsible for principal arterials. F4. Local governments will identify opportunities for and adopt guiding land use policies that support future growth around transit stations and near high- frequency transit service. The Council will work with local governments in this effort by providing technical assistance and coordinating the implementation of transit - oriented development. The 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 120 Council wiilalso prioritize investments in transit expansion in areas where infrastructure and development patterns to support a successful transit system are either in place or committed to in the planning or development process. Local land use and development patterns greatly impact the need for and use of transit. This plan provides for significant investments in the expansion of transit stations along transitways and potential expansion along existing and future high- frequency transit corridors. The plan acknowledges the growing demand for transit services and transit - oriented development in the region. However, for the region to be good stewards of transit investments, local governments need to be partners in addressing the challenges of planning for and supporting denser development along transit corridors. Transit service requires medium- to high- density housing to be successful and needs to be combined with a mix of uses along a transit line or route. Transit - oriented development should be focused on nodes along corridors — such as stations — to support the success of transit service and create livable, sustainable communities. The Council will support communities planning for higher densities by providing technical guidance on how to plan for higher density, transit- oriented development. When making transit investments,'the Council will prioritize investments in communities that have infrastructure and development patterns that are supportive of a successful transit system or are committed to them in planning or implementation. More details about what makes a community supportive of transit are available inland Use and Local Planning. F5. Local governments should lead planning efforts for land use in transit - oriented station areas, small- areas, or corridors, "with the support of the Council and other stakeholders. Local governments should take the lead In developing plans and implementation strategies that support more effective transit investments in their communities. They are in the best position to understand the needs and desires of neighborhoods and the local business community and to set long -range plans that guide land use changes necessary to support transit investments. Local plans are the=means to demonstrate local commitment to land use that is needed to support regional investments in transit infrastructure and service. F6. Local governments should adopt policies, develop partnerships, identify resources, and consider regulatory tools to support and specifically address the opportunities and challenges related to creating walkable, bikeable, transit - friendly places. As the Council works with communities to promote centers of development and redevelopment along transit corridors, walking and bicycling will become increasingly important and desirable ways of traveling within and between compact, mixed -use neighborhoods. Systems of safe, continuous, barrier -free bicycle and pedestrian facilities are essential to the success of transit - oriented developments. 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 121 Most of the region has evolved to meet the needs of the private automobile. As preferences are shifting toward more transportation options, communities will have to adapt their regulatory tools to accommodate these preferences. There will be opportunities to change the built environment and improve local transportation networks for pedestrian, bicyclists and transit users. These opportunities may exist in transit station areas, along transit routes, in suburban mixed -use town centers, or in rural centers. Not all local communities will need to address these concerns in the same way. The important consideration for local governments is ensuring that there are processes in place to address opportunities now and into the future. F7. Local governments should include bicycle and pedestrian elements in local comprehensive plans. Pedestrian and bicycle elements of local comprehensive plans should: • Promote safety of pedestrians and bicyclists • Provide connections to adjacent cities and counties and their pedestrian and bicycle systems • Address gaps and remove barriers in the existing local, county or regional systems • Provide local connections between the Regional Bicycle Transportation Network and major regional destinations, including regional job concentrations, as identified in the Bicycle - Pedestrian Investment Direction • Provide pedestrian and bicycle facilities within regionaljob concentrations, including • commercial, retail, entertainment, and recreation centers Include programs for educating motorists, transit users, pedestrians, and bicyclists to increase awareness of and respect for the rights and responsibilities of all types of 4 travelers The extent to which local government plans should address bicycle and pedestrian systems depends on the community's needs for these modes. For instance, rural communities with a low density of origins and destinations within biking or walking distance may be able to accommodate these modes adequately on existing streets. Local streets and collectors are important elements of transportation because they generally have low volumes and low speeds where bicycles and motor vehicles can co -exist safely. However, each community should also consider other options for safe bicycle and pedestrian travel to the extent appropriate for their community. F8. Local governments should adopt comprehensive plans that include policies emphasizing identifying and improving roads best suited for carrying trucks while minimizing impacts such as noise and traffic to sensitive land uses. Planning activities for land use and freight need to be closely coordinated, and they require communities to work with the trucking industry and regional, state, and federal 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies I Page 122 transportation agencies. While freight access is vital to the region's economy and the economical viability of industrial and commercial land, truck traffic is often regarded as a nuisance to other and uses, such as residential areas and parks. Much of the region's freight traffic travels is in trucks on regional highways and arterials, but local roads provide an important link to freight generators and destinations. As a part of the comprehensive planning process, local governments should identify and analyze truck routes, review their comprehensive plans to ensure and set aside for industrial uses is adequate and appropriate, and address zoning and code regulations that consider the needs of freight users and surrounding land uses. Roadway designs should recognize contemporary truck length so there is adequate. turning radius and sufficient delivery areas, especially when rebuilding roads in the older parts of the region where original road designs assumed shorter trucks, or when introducing innovative traffic intersections such as roundabouts. F9. Local governments should balance the needs of industrial, residential and recreational users when planning and implementing and uses along the navigable portions of the Mississippi River system to ensure sufficient access for existing and futures barge transportation needs. The Mississippi River system (which includes parts of the Minnesota and St. Croix rivers) is important for the economical movement of buik'commoditiies, The region's rivers are also important natural featuresyand recreational areas. }aese differing uses can lead to conflicts and competing co' r th nity acid /or regional priorities that require balancing and coordinating uses,` The amount of and adjacent to riversthat is suitable for barge terminal uses is limited by a number'of variables, such as topography and good highway access for truck -to -barge transfers. Local governments bordering the should address the potential for freight use along „the Mississippi River system in their comprehensive plans and balance that with other potential for use. To aid local governments in planning for an appropriate balance of uses along the Mississippi River system, theiCouncil will analyze existing land uses and zoning to determine: • the land and transportation needs of river - dependent industries • the extent to which and for industrial /manufacturing uses on the river is threatened by non - industrial development. F10. Local governments should consider the role of railroads in promoting economic activity and identify an adequate supply of land in their comprehensive plans to meet existing and future demand for industrial uses requiring rail access. 2040 TRANSPORTATION POLICY PLAN l METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 123 Railroads are also important to the region's economy, providing valuable connections from the Twin Cities to national and global markets. While passenger service is one role of the rail system, movement of commodities is their main function. Commodity shipments by rail have been growing. While intermodal transfer terminals service the efficient transfer of containers between truck and rail, the demand for direct access to rail from adjacent warehouses and industries is also likely to increase. Railroads often occupy central and important urban locations where redevelopment of adjacent industrial land use is driven by the real estate market for non - industrial or commercial uses. In comprehensive plans, local governments need to balance these potential changes with the economic and transportation benefits afforded by rail service, especially as long- distance freight movement on trucks is facing the higher fuel costs and highway congestion. 4 To aid local governments in planning for an adequate supply of land to meet existing and future demand for industrial rail access, the Council will analyze existing land uses and zoning to determine: • the region's land and transperttation needs for rail corridor- dependent industries • the extent to which land for industrial /manufacturing uses with access to rail is threatened by non - industrial development F11. Local governments located near all of the region's airports should address land use compatibility and air safety requirements in their comprehensive plans. The nature of local land use development varies around airports. Only Lake Elmo and Airiake airports remain adjacent to rural land uses, while Anoka County, Eden Prairie, and Forest Lake airports are located in suburban areas. Minneapolis -Saint Paul International Airport, Saint Paul Downtown, Crystal and South Saint Paul are in the Urban and Urban Center areas, as designated in Thrive MSP2040. Joint airport and community zoning bqards should be established at each of the system airports to develop and adopt an airport safety zoning ordinance to maintain effective land use and clear zones at the ends of runways. Both the Federal Aviation Administration and the state have regulations regarding appropriate land uses for varying distances at the ends of runways, both on and off the airport property. The Council also reviews local comprehensive plan updates and plan amendments for airport and community compatibility regarding height and safety zoning, land transportation access to the airport, sewer and water service, and safety and security services. F12.Communities affected by aircraft noise should incorporate the Land Use Compatibility Guidelines for Aircraft Noise into their local comprehensive plans and ordinances. 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 124 In addition to safety, aircraft noise is an issue near airports, often extending farther into the community than safety zoning. The Council has adopted land use compatibility guidelines for aircraft noise as a preventative measure to help communities control noise sensitive land uses around airports. The definition and application of the guidelines is found in Appendix L along with the most recent noise contours for each airport. In addition, the Council reviews the long -term comprehensive plans for each airport, including whether the airport plan is compatible with land use and environmental evaluation requirements concerning metro systems, and consistency with regional policies. F13.Local governments should minimize potential general airspace hazards by adopting federal and state regulations regarding airspace and notifying potential developers of the need to submit FAA form 7460 -1 regarding structure height near an airport. Safety is the number one priority in the planning and providing aviation facilities and services. Local ordinances for all communities should control all proposed structures 250 feet or more above ground level to minimize potential general airspace hazards. Structures over 500 feet tall should be clustered, and no new structures over 1,000 feet tall should be built in the region unless they are replacements or provide for a function that cannot otherwise be accommodated. Local governments should notify the Federal Aviation Administration before approving permits for proposed tall structures. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Transportation Strategies 1 Page 125 Land Use and Local Planning Introduction Transportation and land use play off each other. Transportation infrastructure gives value to land and influences its use. Land use, in turn, creates demand for transportation investment. Over time, this cycle has produced the development patterns we see in the region today. The transportation system provides access to and and development for people and freight. Land use and development patterns create the origins and destinations that directly affect the demand for travel and the relative attractiveness of different travel modes, whether auto, transit, bicycling, or walking. The demand for access and mobility will continue to grow and change, as will the region's land uses over the next 30 years. How we provide that access and mobility will strongly influence the development patterns we leave for future generations. Before the 1950s, most of the region developed with streets and sidewalks centered on the streetcar. Beginning in the 1950s, the development of the region's highway system and later the freeway system greatly accelerated geographic access to open and available for new development . Once there is access, an area develops relative to the availability of land for future development, its sewer capacity, and consumer demand and preferences. Essentially, market supply and demand determine development patterns. The post -1950s development patterns in the region consisted of large areas that developed at single - family home densities (about 3 to 5 units per acre), shaped in part by regional roadways and local street networks. As the reach of the urban area expanded, highways and arterial roads were extended and widened to serve the growing demand. With the high priority given to expanding roadway capacity to serve new development, the needs of pedestrians, bicycles, and transit users received less attention during and after the 1950s. Once established, residential land use patterns evolve slowly, particularly in areas that remain stable for generations. Consequently, changing existing and uses to increase density and intensity depends largely on adding connections among parts of the street and pathway networks and accommodating alternative modes of travel. In contrast, job - related and uses change more frequently. Over the 30 -year planning horizon of Thrive MSP 2040 and the 2040 Transportation Policy Plan, many job - related properties will change or be replaced due to structural, functional or economic obsolescence, opening opportunities for new mixed and uses and increased residential and job- related densities. These trends underscore the importance of local governments as they exercise their key role in making decisions about and use patterns and the local transportation network linking to the regional system. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use I Page 126 There are opportunities for all types of communities to strengthen connections between land uses and transportation as the region changes in coming years. Communities at the developing edge can look long -term to adopt transportation plans for interconnected networks of streets and pedestrian and bicycle pathways that meet current and future needs of a fully developed community. Developed suburban communities with street patterns characterized by cul -de- sacs and a loosely connected street network can look for opportunities to retrofit their transportation networks to increase street connectivity. Transit service and pedestrian and bicycle pathways can support infill development and redevelopment of existing properties. Urban area communities that developed with a grid system can look for ways to use Complete Street practices to serve infill and redevelopment opportunities and take advantage of their existing connected transportation networks. The existing regional growth pattern does not make it possible to expand the highway system in a sustainable way to address such issues as congestion, climate change, equity, and livability. Within the last decade, changing preferences, frustrations with long and unreliable commutes, and the addition of high - quality transitways have contributed to new development, infill, and redevelopment in already developed parts of the region. The evidence is clearly visible along the METRO Blue Line light rail, which has been operating since 2004, the Northstar Commuter Rail (2009), the METRO Red Line BRT (mid 2013), and the METRO Green Line LRT (mid 2014). Development interest and higher- intensity land use are also showing up along proposed transit investments. On the local level, higher- intensity development and redevelopment is occurring throughout the already developed area and requires support with a multimodal network of local and collector streets, sidewalks, and bicycle paths. New growth is occurring, and will continue to occur, in the Suburban Edge and Emerging Suburban Edge communities, where sewered land is available. As local governments accommodate densities consistent with those established in Thrive MSP 2040, the resulting growth will continue to stress the regional highway system.. Consequently, this travel demand will require investments in arterial roads and improvements to the regional highway system that strategically address congestion and safety and provide reliable options. However, demand for additional highway capacity to relieve congestion and to serve the Suburban Edge and Emerging Suburban Edge communities is well beyond the available resources for transportation improvements. Thus, in order to address growth that takes into account transportation investments, planning by local governments will need to focus on incorporating multimodal travel, including transit, walking and bicycling, into land use and design. Development can best support multimodal travel when communities plan their land use with knowledge of travel behavior and transportation infrastructure. Consistent with the land use policies identified in Thrive MSP 2040, this means: • Supporting growth, particularly job growth, where job concentrations exist or in nodes along regional transportation corridors, either highway or transit • Improving local street connectivity and using design principles of Complete Streets during planning and designing 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 127 • Planning for a complementary mix of land uses along corridors and in centers • Locating medium -to -high density developments at transit stations and along transit corridors • Implementing travel- demand management programs and parking policies that support pedestrian and transit - friendly environments in high- activity areas, and • Increasing overall density in nodes along corridors, in combination with the other strategies. Another important consideration in coordinating transportation and land use is the needs of freight users. The freight system has evolved in ways similar to other aspects of regional growth, with a heavy reliance on highway and arterial road travel. These users need to be considered in implementing local land use policy. Users of the river and rail freight system are particularly vulnerable to land use changes away from warehousing and industrial areas, especially in the already developed parts of the region. Many of these areas are evolving to serve the growing demand for housing and commercial development, but the river and freight rail systems are already in place and cannot to move to other locations, even assuming alternatives were available. The issue is important because the region's economic competitiveness depends on preserving existing areas for freight operations. In addition, local governments need to plan for an adequate supply of land suitable for freight uses in the future and consider the connections, especially the "last mile" connections, that trucks make sometimes on local streets with potential design conflicts for freight movement. The region's airport system also creates unique challenges for local governments land use planning (see "Aviation Investment Direction and Plan" for more information). Details about specific investments for the transportation system are discussed in the rest of Part 2. Coordinating Thrive MSP 2040 and Transportation Policy Plan The coordination of planning for regional growth and planning for the region's transportation systems is accomplished through the Council's Thrive MSP2040 and this Transportation Policy Nan. The household, population, and job forecasts developed by the Council through Thrive MSP 2040 provide the basis for regional planning for roads and highways, transit service, and wastewater infrastructure, and also inform planning for the Regional Parks System. The forecasts were developed and influenced by the future transportation system. As the planned transportation system changes, forecasts may change when they are updated every 10 years to reflect new trends or different patterns of investment. More information on how forecasts were developed is available in Thrive MSP 2040. The forecasts and Thrive policies and land use strategies also serve as the springboard for planning by each community for its local infrastructure and land use needs. The local comprehensive plans must coordinate key 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 128 elements: forecasted growth, planned land use, residential and employment densities and infrastructure plans. Thrive MSP 2040 sets out seven overarching land use policies: 1. Orderly and efficient land use 2. Natural resources protection 3. Water sustainability 4. Housing affordability and choice 5. Access, mobility, and transportation choice 6. Economic competitiveness 7. Building in resilience More details on these policies can be found in Thrive MSP 2040 Land Use Policy. Decisions about how communities grow and the infrastructure to support them affect one another. Regional transportation and sewer investments help shape growth patterns, vice versa. The types and locations of housing influence mobility options and travel patterns. The relationship between land use and transportation affects key outcomes established by Thrive MSP2040. For instance, land use and development patterns have an enormous impact on the environment, including transportation's contribution to air pollution and climate change. Also important is the overall, sustainable economic development of the region that provides prosperity for all parts of the region and all people in it. This section describes the important considerations for land use planning that impact the transportation system and local comprehensive planning for transportation. Coordination of Regional and Local Comprehensive Planning Local units of governments are on- the - ground partners in realizing the Thrive MSP 2040 vision for growth and change, the Thrive MSP 2040 Land Use Policy, and the Transportation Policy Plan. Under the Metropolitan Land Planning Act, local communities are required to adopt comprehensive plans that conform to the Council's three metropolitan system plans — for transportation (including aviation), wastewater treatment, and regional parks and open space. Comprehensive plans must also be consistent with the Council's policies in Thrive MSP 2040 and its policy plans. The local comprehensive plan is used by the region as a key element in local and regional partnerships to plan for growth across the seven - county region. Local plans ensure that ,,,adequate regional systems are planned and developed to serve growth in an orderly and efficient manner. There are also differing requirements for the different types of local governmer: -The majority of comparketiSive planning responsibilities fall under the direction of cities and townships. This section focused primarily on those responsibilities. The unique 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 129 requirements set forth in state statute for counties vary by county. State statute also applies solely to the seven- county Metropolitan Council jurisdiction and does not apply to the broader urbanized area that is covered by this plan under federal law. Local comprehensive plans are reviewed by the Council for conformance with metropolitan system plans, consistency with Council policies, and compatibility with adjacent and affected governmental units (see statutory provisions below). Forecasts play an important role in the local and regional partnerships to accommodate growth and to see that adequate infrastructure is planned and developed. Table C -1 is a summary of the conformance, consistency, and adjacency components of comprehensive plans that result from the Transportation Policy Plan. Table C - 1: Local Comprehensive Planning: Summary of Conformance, Consistency, and Adjacency Conformance: A local comprehensive plan will conform with the metropolitan system plans if the local plan does not have a substantial impact on or contain a substantial departure from a system plan, based on the following provisions: Accurately incorporates and integrates the components of the metropolitan system plans required by Minn. Stat. sec. 473.851 to 473.871: 1. Local plan recognizes the land use and transportation opportunities and chailenges related to the community's designation in the Thrive MSP 2040 Geographic Planning Areas. Local plan accommodates growth forecasts at appropriate densities and numbers as articulate in adopted Thrive MSP 2040 Geographic Planning Areas, and wastewater and transportation system policy plans. 2. Local plan identifies transportation components and characteristics of the regional existing and planned multimodal system including road functional classification, transitways and transit facilities and corridors, park -and -ride facilities, regional trails and bikeways, and right - of -way preservation needs. 3. Local plans must include airports, aviation facilities, noise and safety zones, and compatible land uses surrounding these features. 4. Identification of existing and forecasted traffic volumes (current Average Daily Traffic), number of lanes on roadways (principal and minor arterials), allocation of Thrive MSP 2040 forecasts to transportation analysis zones (TAZs) and 2040 traffic forecasts for principal and minor arterials. 5. Adopted station -area planning for transitways and high- frequency transit corridors in service or in advanced planning stages including density minimums, targets, and and use mix. 6. Local plans adopt access management guidelines for principal and "A" minor arterials. Integrates components of the local public facilities plan as described in Minn. Stat. sec. 473.859, subd. 3. 1. Integrates development policies, compatible land uses, forecasted growth allocated to Tra Assignment Zones (TAZs) at appropriate densities specified in Thrive MSP 2040 for 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Land Use 1 Page 130 community designations and allocation of 2040 forecasts to TAZs for development and operation of the transit system to maximize the efficiency and effectiveness of the regional system. Consistency: A local comprehensive plan will be consistent with Council policies and statutory requirements if the local plan: • Addresses community role strategies for community designations contained in Thrive MSP 2040. • Includes a plan for the implementation of an interconnected system of local streets, pedestrian, and bicycle facilities that is integrated with the regional system. 1. Includes a plan for local roadway systems to minimize short trips on the regional highway system. 2. Identifies needed local infrastructure (streets, pedestrian and bicycle facilities) to support connections to existing transitways and high - frequency bus corridors and those under project development. 3. Identifies bicycle and pedestrian system needs and policies. • Considers travel modes other than the car at all levels of development (site plan, subdivision, comprehensive planning) to better connect and integrate choices throughout all stages of planning. A Complete Streets policy is recommended to balance the needs of all users in transportation decision making. • Addresses job concentrations, nodes along corridors, and locally important centers and their connection to the regional transportation system, including use of travel demand management initiatives. • Addresses the linkage of local land uses to local and regional transportation systems including a mix of uses and increasing housing unit and employment densities in regional job concentrations, in transitway station areas, and along high- frequency bus corridors. • Addresses the needs of freight movement in and through the community (roadway, rail and waterway). Addresses accessibility to freight terminals and facilities, especially "last mile" connections that are often local streets connecting freight facilities to principal arterials. • Includes an implementation plan that describes public programs, fiscal devices, and other specific actions for sequencing and staging the implementation of the comprehensive plan, to accommodate growth and change consistent with TAZ forecast allocations, and to ensure conformance with regional system plans, described in Minn. Stat. sec. 473.859, subd. 4. • Addresses official controls: Includes a Capital Improvements Program (sewers, parks, transportation, water supply and open space) that accommodates planned growth and change consistent with TAZ forecast allocations. • Addresses state and regional goals for reducing greenhouse gas and air pollutant emissions. Compatibility: A local comprehensive plan is compatible with adjacent and affected governmental units, including appropriate interconnection of county and local transportation networks of streets, bicycle pathways and pedestrian facilities, based on comments or concerns, or lack thereof, from these entities. A community should adequately document that it has 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 131 acknowledged the concern(s) of all adjacent and affected governmental units. • Addresses coordination of transitway station -area and high - frequency bus corridor planning with other communities along identified corridors. • Addresses partners in communities, counties, and the region at large to coordinate transportation, pedestrian;, bicycle, and trail connections within and between jurisdictional boundaries. The Foundation for Land Use and Transportation The local transportation system is an essential component of the daily movement of people and freight. The foundation of the transportation system and its most basic component is the street. Streets (or roads, highways, freeways) are provided in a variety of ways to meet different needs in the region. While the MnDOT is the primary provider and maintainer of major highways (or principal arterials), local governments are the primary providers and maintainers of minor arterials and other local roads. (More details on the functional classification of roads is discussed in "Highway Investment Direction and Plan" and Appendix D. Roads, rivers and ports, freight railroads, transit, sidewalks, trails, and airports make up our region's transportation framework. Every community in the region may not have each of these transportation elements, but every community does have roads, even though their purpose will vary depending on a community's stage and form of development. Since very early times, roads have supported our travel — whether by foot, horse -drawn wagon or buggy, or — in the 20 century — automobile and truck. In recent history and today, roads have propagated auto - oriented travel and development patterns, but they also support the transport of freight and people traveling in buses, on bicycles, by foot, and in wheelchairs or other assistive technologies. The road provides the support for all of these people and freight, along with important supplementary facilities within the road right -of -way, such as sidewalks and trails. • For Urban Center, Urban, and Suburban communities, as defined by Thrive MSP 2040, focal governments will continue providing an interconnected system of streets, sidewalks, and trails that considers all users, appropriately connects to the regional highway system, and is supported by the regional system of highways and transit. In these communities, changes to the regional transportation system will focus on adaptive improvements that better support the growing demand for multimodal travel while protecting the flexibility offered by automobiles and trucks. These communities, especially those developed around the automobile, will gradually redevelop to be less auto- and more pedestrian - oriented, if they choose. For Suburban Edge and Emerging Suburban Edge communities, local governments and developers will invest in new systems of streets, sidewalks, and trails, considering all users — people and freight — from the start, proactively planning for generations to come. This includes a more deliberate approach of designing infrastructure to the scale 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 132 of people instead of the automobile. The resulting change in development form will be driven by design, local transportation investment, and land use planning. • Rural areas will invest in highways and streets that are flexible for a variety of uses and connect them with Rural Centers and the urban and suburban areas within the Urban Service Area identified in Thrive MSP 2040. In rural areas, the emphasis will be on strengthening safe connections and less on large -scale transportation capacity. In all areas, moving freight by truck will continue to be an essential consideration in planning and implementing a local transportation system and land use. Transportation is essential to the economic vitality of the region —both to people and to businesses. A well- designed, high - quality local transportation system directly benefits the functionality and affordability of freight. Also important will be the identification of important freight - accessible land that is vital for the region to protect and support. More detail on this is available in "Freight Investment Direction" (insert link). In the Urban and Suburban areas and Rural Centers, a diversity of land uses and densities creates various transportation needs. This diversity currently makes these areas attractive to some lifestyles. However, these lifestyles can change over time, and it is imperative that local governments and regional transportation providers balance their long -term approach by planning for an affordable, coordinated, multimodal transportation system. The following sections focus on how growth can be directed toward nodes along corridors, resulting in orderly and efficient land use patterns. Density and Diversification of Job Concentrations and Nodes along Transportation Corridors The Metropolitan Council's Land Use and Planning Resources Report, completed in 2011, identifies and assesses the effectiveness of local and regional planning strategies and process for: • reducing air pollution • mitigating congestion, and • reducing costs for operating, maintaining, or improving infrastructure. The report emphasizes approaches that reduce or manage travel demand through and use and access to transportation options. The Council developed the report in collaboration with local governments. The report showed that local land use decisions can have a significant impact on travel behavior, congestion, air quality, greenhouse gases, and livability over time and that activity centers and their characteristics play an important role in this relationship. Several strategies have the greatest impact on travel behavior: 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 133 • access to activity centers along transportation corridors • street design and connectivity of transportation networks • mixed and uses • high - quality transit • density combined with other strategies, and • transportation management and parking. Research concludes that density alone is not as effective as density combined with other strategies, such as connections to activity centers, a high - quality local transportation network, a mix of land uses, and transit. This Transportation Policy Plan places increased emphasis on linking regional transportation investments to providing or improving access to regional job concentrations. Details about this strategy are found in the investment directions and plans. Local land use decisions related to job concentrations, nodes along corridors, and local centers can further support the Thrive MSP 2O4O's outcomes of stewardship, equity, prosperity, livability, and sustainability. The following strategies can create opportunities that make the transportation -land use connection more productive: Intensify and diversify land uses in regional job concentrations, nodes along transportation corridors, and local centers. Increasing densities in areas where jobs are concentrated and in nodes along transportation corridors can benefit transit, but increasing densities while diversifying the mix of land uses can lead to broader changes in travel behavior. Regional job concentrations and nodes should be target areas for greater housing densities to balance the mix of job, housing, service, and retail activity in centers. An increased mix of and uses has been shown to decrease auto trips per capita relative to single use districts, where auto travel is often the only option for people. It will be challenging for the region to create freestanding centers of mixed -use activity that can support a level of intensity that is comparable to diversifying areas where jobs and activity are already concentrated. These areas have commercial or industrial uses that may be prone to redevelopment and are often targets for planned mixed -use land uses. But the overall mix of uses in areas where jobs are concentrated and in nodes along corridors is more important than specifically supporting new mixed -use developments. Similar strategies can also be applied to local centers, whether in rural areas or as the focus of a local comprehensive plan. Support density and a mix of uses with transportation and urban design strategies. Research has shown that without additional strategies that address the travel experience to, from, and within centers, density and a mix of land uses will not translate to positive benefits in 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Land Use 1 Page 134 travel behavior, congestion, greenhouse gases, and air quality. There are a number of key implementation considerations for local governments: • Provide for a dense network of arterials, local streets, sidewalks, and trails that support narrower streets and smaller intersections by distributing traffic more broadly, and create more opportunities to walk and bike. This approach will discourage the development of "super blocks" that discourage community cohesion and connectivity. Policies aligned with Complete Streets techniques are an important component of this strategy. This includes considering how truck freight access can be accommodated in the street network design, since narrower streets can cause mobility problems for trucks. • Manage the demand for driving by exploring policies such as parking pricing, on- street parking management, shared parking facilities, and the elimination of parking minimums in zoning codes that may be requiring oversupply relative to what the market demands. • Foster and implement good urban design through code regulations and design standards. Good urban design includes public infrastructure, such as the streetscape and public spaces, and private development including building form, mass and scale, building materials, and parking design and location. These land use tactics for local government can be applied to regional job concentrations, nodes along corridors, and areas identified as local centers in comprehensive plans. More details on these strategies and additional resources for local governments are available in the Council's Land Use and Planning Resources Report [insert link]. Local Government Land Use Policies Supporting Transit In "Transit Investment Direction and Plan" [insert link], there is a description what conditions are needed to support an effective transit system. An essential part of this discussion focuses on development patterns that occur locally and are planned and regulated by local governments. The Transit Market Areas described in "Transit Investment Direction and Plan" demonstrate that the urban core is best suited for all -day, frequent bus service, but Transit Market Areas I and II represent only about 6% of the region's land area despite generating the majority of transit trips. Much of the region developed around cars and is not well suited to be served by local bus routes. So the challenge in serving other regional communities will be shaping land use plans to align with the potential for future transit service. This section describes the elements of land use and development patterns that facilitate better transit service and describes how local governments should plan for these elements to set the stage for a positive market response that is leveraged to do more in response to transit investment. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 135 National experience has shown that development around transit must have both strong local government support and market demand to be successful. Land use and local development support are critical factors in prioritizing transitway investments, where the level of investment is substantial and long- lasting. Local communities can plan for an efficient land use and development pattern that supports local transit or transitways. This is possible where local governments can influence the following factors: • Encourage density of population and activity • Design for a pedestrian - friendly environment • Encourage a mixed -use land use pattern • Develop an interconnected street network that maximizes pedestrian and bicycle access and simple route design • Support travel options that encourage or compliment using transit • Plan for linear growth in nodes along corridors In a similar way that shaping land use can support transit successfully, transitways can transform land use. Regional transitway investments will need a strong partnership with local governments to support their success. Local governments will need to set the vision for and use around high - frequency bus and transitways and guide development and local infrastructure to implement this vision. The vision and the commitment to this vision should be expressed in local comprehensive plans and/or station -area plans and supported by focal government strategies and investments. While the investment in infrastructure for high - frequency bus service is not as substantial as for most transitways, the regional investment in operating these services is significant. To benefit the most from this continued regional investment, local governments will need to be strong partners in planning land use and development patterns in corridors that consider adjacent communities and potential connections to, or extensions of, existing transit service. Generally, these connections will be most feasible in areas within and adjacent to Transit Market Area II, as described in "Transit Investment Direction and Plan" [insert link], although opportunities for suburb -to- suburb transit service could also be supported with strong local land use planning and implementation. An important factor for this type of service will be the focus on job concentrations. Error! Reference source not found.Table C -2 provides details on density expectations for new residential or mixed -use development around transit stations and around high - frequency transit service using the community designations in Thrive MSP2O4O. Densities are described as the minimum average across all areas planned for new development and redevelopment within a station area or bus corridor, expressed as housing units per net acre. The table also provides an overview of other areas that local governments should be addressing through strategies that 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Land Use 1 Page 136 will support the density needed for transit, with more detail provided following the table. The Council will use various programs to support local governments in these efforts, as described later in this section. Table C -2: Local Government Land Use Planning Coordinated with Regional Transit Investments 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Land Use 1 Page 137 Thrive MSP 2040 Geographic Planning Areas Density for Transit Corridors Relative to Community Designation Urban Center Urban Suburban Suburban Edge or Emerging Suburban Edge Residential Density Average near Transitway Stations Serving Light Rail, Commuter Ra"l, and Highway Bus Rapid Transit The region makes significant investments in trans tways and local governments are partners in supporting these nvestments by enabling the market to maximize their potential. The numbers below represent average net densities near existing and nevi, transit stations for areas that are identified for new development or redevelopment with some form of housing (housing or mixed use). Minimum community -wide densities established in Thrive MSP 2040 (insert link to Thrive MSP 2040) 20 units per acre 10 units per acre 5 units per acre 3 -5 units per acre Density expectations for fixed or dedicated rights -of- way transitway station area (area within 10- minute walk or is mile area) Minimum: 50 units per acre Target: 75 -150+ units per acre (Link to Pics) Minimum: 25 units per acre Target: 50 -100+ units per acre (Link to Pics) Minimum: 20 units per acre Target. 40 -75+ units per acre (Link to Pics) Minimum: 20 units per acre Target: 40 -75+ units per acre (Link to Pics) Density expectations for highway BRT transitway station area (area within 10- minute walk or % mile) Minimum: 25 units per acre Target: 40 -75+ units per acre (Link to Pics) Minimum: 12 units per acre Target: 25 -50+ units per acre (Link to Pics) Minimum: 10 units per acre Target: 20 -40+ units per acre (Link to Pics) Minimum: 10 units per acre Target: 20 -40+ units per acre (Link to Pics) Density expectations for arterial BRT station area (area within 5- minute walk or '4 mile) Minimum: 15 units per acre Target. 20 -60+ units per acre (Link to Pics) Residential Density Average for All Development near Transit Service along High - Frequency Bus Corridors These corridors will provide the highest levels of non- transitway bus service on urban and suburban arterials. Their success and ultimate implementation depends on local development patterns that support high transit demand. The numbers below represent average net densities on new will support the density needed for transit, with more detail provided following the table. The Council will use various programs to support local governments in these efforts, as described later in this section. Table C -2: Local Government Land Use Planning Coordinated with Regional Transit Investments 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Land Use 1 Page 137 development or redevelopment with some form of housing (housing or mixed -use). Density expectations for high- frequency bus corridor (area within 5- minute walk or % mile) Minimum: 10 units per acre Target: 15 -60+ units per acre (Link to Pics) Diversity of Activity at and around Transit Station Areas —Total activity is a vital measure of the potential for trip making and the total number of people and destinations near a transit station. Activity level of transitway station area (area within 10- minute walk or % mile) In addition to planning for appropriate residential densities, local governments should consider planning for a level of total "activity" near stations that is supportive of transitway investments. Activity can include residential units or people, jobs, students, and retail and entertainment space that contribute to an overall level of activity. A guideline for minimum activity around a station that can be fully developed would be 7,000 total people, jobs, or students. Other Land Use and Development: Considerations near Transit and Transitway Stations — Density and activity are important, but there are other considerations in development patterns that are a part of the user experience in attracting transit riders to the system, Best practices for and use and development planning and implementation • Develop a walkable street network that maximizes pedestrian and bicycle access. • Design for a pedestrian - friendly environment where streets foster an inviting experience on the way to transit. • Plan for a mixed -use development pattern at stations and in corridors that complements overall corridor development and accommodates freight movement. • Focus density in linear corridors and consider the relationship to adjacent communities and existing transit service. • Manage parking supply and provide for other options such as shared cars and bicycle facilities. • Maintain and increase affordable housing options. • Incorporate civic and public or semi - public spaces. • Protect and restore important natural resources in the station area. • Address barriers to private investment by using financing mechanisms for public infrastructure, site preparation, affordable housing, and other areas that require gap funding. The implementation of Error! Reference source not found.Table C -2 will occur through a partnership of the Council, regional transit providers, and local (city and county) governments. Local governments may discover, through local comprehensive planning efforts, issues or concerns that will need to be addressed. The Council is committed to working with local 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 138 governments to plan for land use that acknowledges the challenges that a local community is experiencing while respecting the need of the region to be good stewards of public investments. The "Transit Investment Direction and Plan" includes transitway investment factors that will consider how committed local governments are to these guidelines when determining investment priorities. These considerations are also an important factor in federal New Starts and Small Starts project evaluation. Additional information can be found in the resource list. Strategies for Local Government Land Use Planning Coordinated with Regional Transit Investments The greatest influence on corridor development and readiness for transit service is having a long -range vision, community buy -in, and early community identification of potential supportive changes to land use patterns. Local governments should be proactive in planning for transit service so that their plans can help shape transit investment. This will promote integrating land use with transit development for existing transit service, new service, and potential transitway station locations. Nanning for station areas and corridors assists local governments in preparing for and maximizing the development benefits of transit investments. Station -area plans need to take into account a variety of factors that may include community transportation and circulation issues, urban design guidelines, and public infrastructure that will make for a high - quality transit - oriented development. These plans provide the means to coordinate land use and transportation at the community level and with other communities served by the corridor. Development potential may be influenced by the local role a station is intended to perform and its role in regional economy. Encourage population and activity density. Overall community density sets the background pattern for transitway and high - frequency service and potential. Planning for minimum and target densities ensures that the market for development is not diminished by government regulation. Market demand will be an important factor in how much allowable development is realized and when. The effect of the overall development pattern in a community and along corridors is the critical factor. Effective density is also closely linked to a supportive local network of streets, sidewalks and bicycle pathways and to a mix of compatible uses (Link to Community Designations). Minimum densities and targets for station areas are linked to community designations and their potential relative to existing development patterns. Compact, high- density development increases the number of places within reach near a transit station. RISEdensities also supply the potential ridership that can support more frequent transit service and a greater variety of routes. The result is more transportation options, less time on the road, reduced traffic congestion, and more transit- supportive development patterns. At the same time, well - designed compact development contributes to vibrant, economically healthy neighborhoods 2040 TRANSPORTATION POLICY PLAN I METROPOLITAN COUNCIL Part 2: Land Use 1 Page 139 that offer a variety of goods and services, social gathering places, recreation and entertainment opportunities, and attractive character. Each community along a transit corridor or future transit corridor needs to create its development context for the shared corridor. At stations along transitways or high- frequency bus routes, higher densities are appropriate to increase the overall corridor density and mix of uses that make for a strong transit corridor. In addition to planning for appropriate densities, local governments should consider planning for a level of total "activity" near stations that is supportive of transitway investments. Activity can include residential units, daytime population, jobs, students, and retail and entertainment space that contribute to an overall level of activity. A guideline for minimal activity would be 7,000 total people, jobs, or students. Plan for a mixed -use development pattern. The region is implementing a regional transit system, around which significant regional growth is expected to occur. Density, alone, cannot ensure the success of a transitway. It is important for station areas to serve a diversity of uses, scaled to meet community needs and the station's role in corridor development. Communities along a corridor should coordinate their plans and development expectations (timing, uses and scale) with each other and transit service providers. Higher development intensity should be nearest the transit station, tapering off near the edges of the defined transit- oriented development area. Every transit journey starts with walking, so pedestrian - friendly station areas are necessary for every successful transitway. Towards this end, it is essential that local governments adopt measures in their comprehensive plans, station -area plans, and other local controls to prevent new or significantly expanded uses and building forms that are incompatible with transit use and human -scale design. Table C -3 lists uses that are generally considered to be detrimental to the goal of creating an active pedestrian environment.' New standalone uses in these categories must be prohibited in the area immediately surrounding the transit station (within one block of stations) in comprehensive plans, station -area plans, and other local and use controls. Table 5 also lists building forms that are generally considered to be detrimental, and thus should be controlled with the goal of supporting an active pedestrian environment. New construction exhibiting these design features must be prohibited in the area immediately surrounding the transit station (within one block of stations) in comprehensive plans, station -area plans, design standards, and other local and use controls. Pedestrian & Transit Oriented Design, Reid Ewing and Keith Bartholomew, Urban Land institute, 2013 Figure4 -1 page 56. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use i Page 140 Recommendation Uses Design Features Prohibit in the Area • Surface parking lots • Off - street parking located Immediately Surrounding • Distribution warehouses between the building and Transit Stations • Personal storage facilities the sidewalk • Outdoor storage facilities • Drive -thru lanes located • Salvage yards between the building and • Animal boarding the sidewalk • Motor vehicle sales • Opaque surfaces of any • Motor vehicle fueling, servicing and repairs, including car washes kind constituting more than 60% of any building surface facing a street at eye level. Table C - Station - Area Land Use Controls Supporting an Active Pedestrian Environment Pedestrian - friendly environments will possess many other design features as well. City block length, sidewalks, pedestrian level lighting, and street - oriented buildings are just some of the features that build a pedestrian- and transit - oriented district. A more complete description of desirable design features can be found in the Council's Guide for Transit- oriented Development. Under Minnesota state law, existing uses are grandfathered in when local land use controls are changed, as long as they are not expanded. Consequently, they may continue to exist in their current form for many years. For this reason, it essential that local governments implement these minimum land use protections around transitway station areas and other transit centers as soon as the transit investments are identified during the determination of the locally preferred alternative. A transit- oriented development overlay zoning district is one way of protecting against detrimental land uses and building forms on an interim basis until more detailed station -area plans and permanent local controls can be developed and adopted. Model TOD overlay district language can be found, as an example for local governments, in the Guide for Transit- oriented Development. Station -area plans and supportive zoning are to be developed and adopted during transitway engineering to guide development around transitway stations in a pattern that is supportive of transit investments. Develop an interconnected street network that maximizes pedestrian and bicycle access and allows for simple route design. Local connectivity for pedestrians and bicycles, along with streetscape design, are important factors for determining housing and job densities. A network of Complete Streets that are friendly to all modes with streetscape and street -level design standards or guidelines should be standard around stations and provide the necessary local system of access. Transit riders need safe and convenient routes to get to and from transit. Riders will typically walk one -half mile (about a 10- minute walk for most people) to and from transit. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 141 Design for a pedestrian and bicycle- friendly environment. Street design guidelines should be adopted that improve the user experience for pedestrians and bicyclists by calming traffic, narrowing crossings, and improving the amenities and design of areas along and abutting the street. Design guidelines may also need to consider unique or flexible ways to accommodate freight traffic in and through these areas. Accommodate freight movements. The design of station areas will also need to accommodate trucks that bring freight and goods into walkable, mixed -use areas. Transit - oriented developments can be served without creating unsafe conditions for pedestrians and bicyclists by designing in "back- door" service areas and secondary streets and alleys to separate truck movements from the main flow of pedestrian traffic, and by designing specific streets to accommodate the appropriate controls and vehicles for the anticipated levels of truck traffic. Manage parking supply and support travel options. While inclusive of the car, transit - oriented development is about combining compact development composed of a variety of uses and access modes. To improve the efficiency of land use, minimum densities should be followed in conjunction with a parking strategy. The strategy should consider reduced required parking ratios, shared- parking programs, eliminating parking minimums that require more supply than is demanded, and parking design guidelines. Maintain and increase affordable housing options. Plans for station areas and stops need to incorporate policies for mix of uses. This includes policies for a variety of housing types and affordability levels. As station area and corridor plans evolve from vision and development concepts to formally adopted elements of the local comprehensive plan, each stage needs to consider strategies to preserve existing housing affordability and the inclusion of affordable units in new residential projects. Guidance on how to develop effective affordable housing strategies is available in the Housing Policy Plan [insert link]. Incorporate civic and public spaces. Integrate public art and civic spaces and facilities that reflect community history and culture into station areas and include community gathering spaces use. Parks and green space are also important to include. Protect and restore important natural resources. Important natural resources around a transit station or in transit corridors are important to protect or restore, especially when increased development intensity will put pressure on natural areas. Exploring increased density on developable land will help protect important natural resources while providing valuable access to green space in dense areas. Address barriers to leverage private market investment. Local governments should consider using financing mechanisms for public infrastructure, site preparation, affordable housing, and other areas that require gap funding to support regional and local goals for station area development. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 142 Council Programs Supporting Transit - Oriented Development Metropolitan Council programs and policies can assist local governments in achieving the land use policies in Thrive MSP 2040 and the Transportation Policy Plan. The Council's Livable Communities grant program is available to fund community investment that revitalizes economies, creates affordable housing, and links different land uses and transportation. The voluntary, incentive -based approach of the Livable Communities program leverages partnerships and shared resources to help communities achieve their regional and local goals. The Council awards grants through four categories: • Tax base Revitalization Account: Cleans up contaminated sites for redevelopment that creates jobs and /or produces affordable housing. • Livable Communities Demonstration Account: Supports development and redevelopment that links housing, jobs, and services and demonstrates efficient and cost - effective use of and and infrastructure. • Local Housing initiatives Account: Produces and preserves affordable housing choices for low to moderate incomes. • Transit Oriented Development: Catalyzes development around light rail, commuter rail, and high frequency bus stations. More information on these grant programs is available on the Council's website (metrocounci1.org). The Council also recently created a transit oriented development policy in late 2013 that provides a framework for the Council to play a leadership role in planning and implementing transit oriented development throughout the region. The Council's transit oriented development department supports the implementation of this policy. Potential Constraints to Transit - Supportive Land Use There are a number of potential constraints to development potential around transit investments. These constraints will need to be discussed in collaboration with local governments to the extent that they may inhibit the feasibility of planning for intensive land use. Examples of these constraints include: • Market Potential — Local governments and the region are able to set the stage for development by doing land use planning, making investments in infrastructure, and providing other forms of support. However, the most important component of land development is market potential, which takes into account a number of other factors beyond planning and infrastructure. Many of these factors cannot be controlled by government, although it is helpful to understand these constraints when doing planning. Market studies that are community- specific, corridor- specific, or even broader, are encouraged. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 143 Local Comprehensive Plan Element Prior to Transit Commitment After Transit Commitment Land Use • Set vision for potential /future transit corridors with goals for land use patterns that can grow into transit - supportive densities • Adopt station area or corridor plans with an investment and regulatory framework to guide implementation. and nodes of activity. • Set density levels for new • Guide medium- and high- density housing and mixed -use to areas along these corridors. development that conform to minimums in the Transportation Policy Plan and opportunities for • Consider potential transit alignments. targeting higher densities. • Work with agencies leading transit planning to identify important existing and planned transit opportunities. Local Transportation • Adopt community -wide policies for complete streets and pedestrian facilities and bicycle • Implement identified segments that provide an interconnected local transportation network • Developable Land — The potential for transformation around station areas will be limited by the amount of and that can be developed or redeveloped. This may depend on site configurations, barriers to transit access, external factors such as major utility lines or natural resources areas, or other potential constraints that will depend on local conditions. This List of constraints is not exhaustive, nor do all the constraints exist throughout the region. They are potential considerations for the realistic implementation of the land use policies in the Transportation Policy Plan. Transitway Commitments and the Timing of Land Use Planning It is important to acknowledge that many communities will require significant retrofitting in order to achieve development results that are supportive of transit. Transitways require a substantial planning process that can leave local governments with uncertainty about specific project details, such as station locations, and the timing of investments. The process of planning land use and transit investments will be iterative. However uncertain transit investments are, and use planning represents a Tong -term outlook that also informs transit planning. The following table describes the steps local governments can do prior to a transit commitment (such as a locally preferred alternative). Once a transitway or high - frequency route is in the Transportation Policy Plan, the expectations become more explicit, as described in Error! Reference source not found.Table C - Table C-4: Local Government Land Use Planning in Relation to Transit Commitment 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 144 facilities. • Identify needed local transportation improvements to support land use vision in Comprehensive Plan. serving the station or corridor. • Adopt transit-oriented development policies to guide development, including travel demand management. This plan describes some general considerations for local governments doing this type of planning, but the Council will provide more specific guidance through an update of the Transit- Oriented Development Guide, the Local Planning Handbook, and other tools and resources. The following section includes some potential interim resources for planning around transit. Resource List for Land Use Planning Around Transit Transit - Oriented Development Planning Resources: • Guidelines for Land Use and Economic Development Effects for New Starts and Small Starts Projects. Federal Transit Administration, August 2013. http: / /www.fta. dot. gov / documents /Land_Use_and_Econ Dev_Gu idelines_August_2013. pdf • Municipal Resource and Service Center of Washington. Transit - Oriented Development: TOD - Guides, Studies, and Articles; TOD and Market Forces; TOD Programs; TOD Plan and Ordinance Examples; Financing TOD http: //www.mrsc.orq/ subjects /transpo/transitdev.aspx • Growing Station Areas —The Variety and Potential of Transit Oriented Development in Metro Boston. Metropolitan Planning Council. June 2012. http: / /www. mapc. orq/ sites /default /files /MAPC -TOD- Report -FINAL -web- reduced - size.pdf Transit Overlay Zones (including parking requirement bonus reductions): • Housing Innovations Program. Featured Tool: Transit Development Overlays http: / /www.psrc.orq /assets /6675 /hip tod overlay.pdf Affordable Housing: • Mixed- Income Housing Near Transit — Increasing Affordability With Location Efficiency. Center for Transit - Oriented Development. http: / /reconnectingamerica. orq/ assets /Up( oads /09103ora201mixedhousefinatpdf Corridor Planning: • TOD 203. Transit Corridors and TOD— Connecting the Dots. Center for Transit - Oriented Development RA 203 corridorsFlNAL3.pdf Shared Parking: • Portland Metro. Shared Parking http: / /www.mapc.orq/ sites /default /files /PortlandMetro sharedparkingreport.pdf Travel Demand Management: 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 145 • Denver Regional Council of Governments. DRCOG Regional TDM. Short Range Plan (2012 -2016) June 2012. https: / /www.dreog.org /index.cfm? page= TravelDemandManagement(TDM) Complete Streets: • Sacramento Area Council of Governments. Complete Streets Resource Toolkit http://www.sacoq.orq/complete-streets/toolkit/START.html Bicycle and Pedestrian Planning Bike and pedestrian infrastructure is most commonly provided by local governments and often integrated with local and use development. Local governments should consider the regional role of these local systems when doing comprehensive planning and implementing plans. Bicycle Considerations Bicycle infrastructure is an important consideration for both on- street and off - street options where bicycle travel is encouraged. Local governments should consider Complete Streets policies for all roads in their jurisdiction as a tool to not exclude bicycles in the design of streets. In addition to serving local travel, local bicycle systems should provide important connections to regional systems, including: • Priority Regional Bicycle Transportation Corridors and the Regional Bicycle Transportation Network [insert link to "Bicycle and Pedestrian investment Philosophy'] • Regional Parks and Trails [insert fink to Regional Parks Policy Plan] • High - frequency arterial transit corridors, transitway stations, transit centers, bus stops, and park - and -ride facilities [insert link to 'Transit Investment Direction and Plan "] The region's bikeways would be easier to navigate with better wayfinding information for regional trails and bikeways. Wayfinding is a system of signs designed to direct cyclists to important regional or local points of interest. When planning for local trails systems and when implementing the Regional Bicycle Transportation Network, local agencies should consider including wayfinding systems to assist cyclists in finding important regional destinations and activity clusters.. Routing through wayfinding can be especially effective where there are missing or unclear connections between jurisdictions. Local governments should also identify gaps and barriers in the bicycle system through comprehensive planning and have a plan to address them. Bicycle parking and internal circulation may also need to be addressed at high- activity areas such as job concentrations, nodes, or local centers. The design, implementation, and maintenance of bicycle facilities should provide for a safe, comfortable, and convenient travel option in communities. Pedestrian Considerations Pedestrian connections are one of the most fundamental parts of a multimodal transportation system in the Urban and Suburban area as well as Rural Centers, where destinations and 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 146 activity are located closer together than in the rural areas. Many people start and end their trips as pedestrians. Like bicycles, a potentially important planning consideration for pedestrians is adopting and putting into practice a complete streets policy. Planning for pedestrians is also integrally related to regional system planning. Local governments should provide and maintain pedestrian access to: • Regional Parks and Trails [insert link to Regional Parks Policy Plan] • High- frequency arterial transit corridors, transitway stations, transit centers, bus stops, and park- and -ride facilities [insert link to 'Transit Investment Direction and Plan "] A pedestrian - friendly environment is also a key strategy for successful dense, mixed -use areas, where pedestrian activity is often the highest. Planning for a pedestrian friendly environment goes further than just providing access and infrastructure. The pedestrian environment is integrated with design. Good pedestrian facilities incorporate best practices that provide for a safe, comfortable, and convenient space to walk. When people are walking, they experience the streetscape in a different way than faster moving modes such as a car or bus. Local governments should consider the design and form of buildings that are adjacent to the pedestrian system, the need for street greening and shade with trees and planters, lighting and other safety elements, the proximity and speed of adjacent auto traffic, crossing facilities, signage, and other relevant elements identified through local planning. Another element for local agencies to consider when planning for areas of high pedestrian activity is wayfinding — the system of signs used to direct pedestrians to important points of interest. Local planners should consider planning and implementing wayfinding systems where there are high levels of pedestrian traffic (for example, a local or regional trail, public plazas, historic districts) and clusters of highly visited destinations. Routing through wayfinding systems can be especially effective in directing pedestrians from a prominent regional or local trail to a commercial district, neighborhood center, or areas of entertainment or special interest. Elements of a Good Pedestrian Experience: Well- designed, well- maintained, safe, and secure pedestrian facilities — Sidewalks are the key building block of a local pedestrian system. They should be well- designed with appropriate widths, buffered with either parking, trees, or landscaping /grass, and maintained and kept clear of debris, snow, and ice. Also important are quality lighting, connections to land use ( "eyes on the street "), traffic calming considerations including reduced turning speeds of vehicles, and traffic signals that are well -timed with considerations for pedestrians. Accessibility for all users should be integral in the design of these facilities. Access to a mix of destinations and uses — Diverse environments attract people on foot. A successful pedestrian environment provides access to a mix of complementary uses that can 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 147 include housing, . neighborhood services and shopping, offices and jobs, schools, libraries, parks and civic space, and recreational facilities. This can also include connections to other modes, including bicycle facilities, transit, and well - connected parking facilities. Manageable walking distances and crossings — A comfortable walking distance is 5 to 10 minutes or about 1/4 to 1 ,4 mile (1,250 feet to 2,500 feet). The distance a person will walk varies based on the street pattern and presence of natural or man -made barriers. Wide streets and infrequent safe crossings are some of the most common barriers for pedestrians to navigate. A successful pedestrian environment addresses crossing distances by shortening them through design (for example, narrower streets, curb extensions), providing comfortable median refuges and curbside waiting areas, and creating a visual connection across the street through pavement markings, signs, or other design elements. Safe crossings can be provided at midblock locations, where appropriate, to support direct connections for pedestrians. A human -scale and visually interesting environment — Pedestrians experience their environment at a slower, more human -scale pace than drivers. A visually interesting and inviting pedestrian environment can increase pedestrian activity. Some key dements of a human -scale environment include landscaping, signs, and benches. However, building design and open space have the largest impact on pedestrian scaled environments. Good pedestrian design includes quality architecture and varied facades (for example, number of doors and windows, architectural dements), buildings that face the street and line the sidewalk with minimal setbacks, parking located to the back or side, connections to public art and civic and open space. Protection from climate and environment — A successful pedestrian environment recognizes that the pedestrian is exposed to the elements. This can be softened by providing trees for shade and protection from rain and wind. Buildings can be oriented and located closer to the sidewalk and design elements can provide refuge for pedestrians. A buffer between pedestrians and auto traffic reduces the impacts of noise, pollution, and dirt. Freight and Land Use Planning The "Freight Investment Direction" [insert link] includes additional information on planning for land uses that are adjacent to freight corridors or facilities. The section also discusses the importance of planning for the long -term preservation of freight facilities through planning and considering the needs of freight as and uses change over time, particularly last -mile access to mixed -use or commercial areas. Airport and Land Use Compatibility Planning Most of the land surrounding the system airports now consists of built up areas or land zoned for urban uses, while Lake Elmo and Airlake are the only airports that have adjacent rural and use areas. There has been a rapid transition of urban development which is enveloping land around Anoka. County - Blaine and Forest Lake airports. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 148 The Council has implemented land use compatibility guidelines for aircraft noise as a preventative measure to help communities control expanded development of sensitive land uses around airports. Communities use corrective land use measures to help mitigate noise in areas with existing development that is incompatible with designated noise levels. The definition and application of the guidelines are found in Appendix L, along with revised noise contours for each airport. Additional details on land use compatibility planning with respect to airports and airspace considerations are provided in the "Aviation Investment Direction and Plan" [insert link]. 2040 TRANSPORTATION POLICY PLAN 1 METROPOLITAN COUNCIL Part 2: Land Use 1 Page 149 HOUSING POLICY PLAN DRAFT July 2014 efficient and economic growth for a prosperous metropolitan region Metropolitan Council Members Susan Haigh Chair Edward Reynoso District 9 Katie Rodriguez District 1 Marie McCarthy District 10 Lona Schreiber District 2 Sandy Rummel District 11 Jennifer Munt District 3 Harry Melander District 12 Gary Van Eyll District 4 Richard Kramer District 13 Steve Elkins District 5 Jon Commers District 14 James Brimeyer District 6 Steven T. Chávez District 15 Gary L. Cunningham District 7 Wendy Wulff District 16 Adam Duininck District 8 The Metropolitan Council is the regional planning organization for the seven-county Twin Cities area. The Council operates the regional bus and rail system, collects and treats wastewater, coordinates regional water resources, plans and helps fund regional parks, and administers federal funds that provide housing opportunities for low- and moderate-income individuals and families. The 17-member Council board is appointed by and serves at the pleasure of the governor. On request, this publication will be made available in alternative formats to people with disabilities. Call Metropolitan Council information at 651-602-1140 or TTY 651-291-0904. Table of Contents  Housing for a Growing, Thriving Region ................................................................................................ 1  Demographic trends: Continued population and housing growth through 2040 .................................. 2  Housing challenges facing our region today and tomorrow................................................................. 5  Growing need to preserve our existing housing stock ..................................................................... 5  Rising housing cost burden ............................................................................................................. 6  An inadequate supply of affordable housing ................................................................................... 7  Choice, Place and Opportunity ....................................................................................................... 8  Inadequate financial resources to address housing challenges ..................................................... 10  Affordable housing helps build communities ..................................................................................... 11  The opportunity of a regional approach and a regional Housing Policy Plan .................................... 13 Part II: Outcomes: Using our housing resources wisely to create a prosperous, equitable, and livable  region for today and generations to come ............................................................................................ 16  Stewardship ..................................................................................................................................... 17  ............ 17  needs ............................................................................................................................................ 19  Leverage housing investments with our existing infrastructure...................................................... 21  Community Designations .............................................................................................................. 22  Focus housing around emerging transit investments .................................................................... 23  Prosperity ......................................................................................................................................... 25  Plan for the range of options to house the workforce and enhance regional competitiveness ....... 25 Expand opportunities for households to reduce their combined costs of housing and transportation  ..................................................................................................................................................... 26  ................... 27  Equity ............................................................................................................................................... 28 Create viable housing options that give people in all life stages and of all economic means viable  choices for safe, stable, and affordable homes ............................................................................. 28  Using housing investments to build a more equitable region ......................................................... 30  Expand the supply of housing options accessible to people with disabilities ................................. 31  Use federal Housing Choice Vouchers to expand housing choice for low-income residents ......... 33  Livability ........................................................................................................................................... 34  Provide housing choices for a range of demographic characteristics ............................................ 34  Plan housing choices for the growing senior population ................................................................ 35  Align investments to support place-making, transit-oriented development and walkable places.... 36  Sustainability .................................................................................................................................... 38 Promote residential development patterns that contribute to reducing greenhouse gas emissions,  increasing water sustainability, and growing resiliency to the impacts of climate change .............. 38 Encourage and promote environmentally-sustainable and healthy buildings and construction  techniques .................................................................................................................................... 39  Principles: Advancing integration, collaboration and accountability ..................................................... 41  Integration ........................................................................................................................................ 42  Incorporate housing policy into the full spectrum of regional issues .............................................. 42  Integrate housing into transitway planning and development ........................................................ 42  Improve alignment between housing policy and education decision-makers ................................. 44  Collaboration .................................................................................................................................... 45  Provide a regional perspective on housing policy.......................................................................... 45 Expand technical assistance to and share best practices with local governments to support  development of a mix of housing options ...................................................................................... 45 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT  Accountability ................................................................................................................................... 47  Adopt a data-driven approach to measure progress ..................................................................... 47  Part III: Council Policies and Roles to Expand Viable Housing Options .............................................. 48  Affordable Housing Need, Goals and Scores: The triumvirate of measures .................................... 49  Allocation of Affordable Housing Need (Need) .............................................................................. 50  Goals for Affordable and Lifecycle Housing (Goals) ...................................................................... 52  Housing Performance Scores (Scores) ......................................................................................... 53  Council as a funder of housing ......................................................................................................... 54  The Livable Communities Act ....................................................................................................... 55  Leveraging other funding streams ................................................................................................. 56  Review of Local Comprehensive Plans ............................................................................................ 58  Expanded Technical Assistance to Local Governments around Housing ......................................... 59  Convening and partnering to elevate regional housing dialogue ....................................................... 60  Part IV: Opportunities for Impact ......................................................................................................... 62  Reduce barriers to development of mixed-income housing .............................................................. 62  Explore inclusionary housing strategies............................................................................................ 65  Assess feasibility of strategies to share risk ..................................................................................... 67  Reduce or eliminate impediments to fair housing ............................................................................. 67  Build wealth and expand investment in Areas of Concentrated Poverty ........................................... 70  Part V: Next Steps .............................................................................................................................. 72  Implementation: Resiliency ................................................................................................................. 73  Implementation: Measuring Success .................................................................................................. 74  Appendix A: About the Housing Policy Plan Work Group ..................................................................... 77  Appendix B: Glossary of Affordable Housing Programs and Funding Sources .................................... 79 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Last revised July 24, 2014 Housing for a Growing, Thriving Region Our Twin Cities region, anchored by three great rivers and dotted by hundreds of lakes, has emerged . Over the last 150 years, our region has grown and prospered, and is now well-known for its high quality of life, strong economy, and many assets that attract and retain residents. Today, the Twin Cities metropolitan area the jurisdiction of the Metropolitan Councilis a thriving region of nearly three million people living in 186 communities across the seven counties of Anoka, Carver, Dakota, Hennepin, Ramsey, Scott, and Washington. The region has emerged as a great place to live, work, and do business. The region offers residents a wide range of communities to call homeactive downtowns, vibrant urban and suburban neighborhoods, healthy small towns, and protected rural areas. Housing here is more affordable than in comparable metropolitan areas. Nearly 80% of all homes sold in the region are affordable to households earning the median family income, more than in peer 1 cities such as Atlanta, Denver, Houston, or Seattle. When combining housing and transportation costs, the Twin Cities remains one of the most affordable of 2 metropolitan areas. Compact, connected regions like ours offer residents economic mobility, lower combined costs of housing and transportation, and the opportunity for longer, safer, healthier lives. , and low stress of its residents. In survey after survey, residents have declared our metropolitan area better or much better than other regions around the country. The strengths that have made our region a success today will help us meet the challenges of tomorrow. This Housing Policy Plan will describe multiple strategies that advance the overall policy priority: Create housing options that give people in all life stages and of all economic means viable choices for safe, stable and affordable homes A range of housing options across the region benefits both individuals and families as well as local governments. Viable housing choices allow households to find housing affordable to them in the communities where they want to live and lets people stay in their neighborhood of choice as their economic or life circumstances change. Housing diversity increases local government resiliency through changing economic climates. Housing choices that include affordable options for lower income households can also improve the economic diversity of a local community, providing local governments with a broader and therefore more stable tax base. Local governments can protect their tax base and community vitality by diversifying their housing stock to include a mix of homeownership and rental opportunities across sizes and price points. Economic development, effective use of public dollars, improved property values and stable families and communities are just some of the benefits of providing the full range of housing choices in a community. 1 National Association of Home Builders, Housing Affordability Index. 2 Location Affordability Index. 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 1 Last revised July 24, 2014 Housing affordable to low- and moderate-income households is a strong community asset. Safe, decent, and affordable housing often requires public subsidy to fill finance gaps and allow both for- and non-profit housing developers to earn a competitive return on investment. However, the alternative not enough housing to stabilize householdscan require significantly higher public costs in terms of health care, education, and law enforcement. Spending public money to ensure that affordable housing is one of the many housing options in every community will stabilize households, create opportunities to generate wealth, and build healthy communities. Demographic trends: Continued population and housing growth through 2040 More people. Over the next 30 years, our region is projected to grow by 824,000 residents, a gain of 29% more Twin Cities Population than there were in 2010. More births than deaths and longer (in millions) life expectancies will account for two-thirds of this population growth. People moving here from other parts of the nation and world opportunitieswill account for the remaining one-third of this growth. (For more information, see the Metropolitan MetroStats: Regional Forecast to 2040.) More housing needed. The region will gain 391,000 new households by 2040. Housing these new households will require, on average, over 13,000 new housing units a year between today and 2040. While this level of housing production is less than the annual average of the last 40 years, this does represent a higher level of housing production than the region produced in the eight years since the housing boom years of the early 2000s. New Housing Units Permitted 30,000 13,685 new units on average per year necessary to house 25,000 household growth to 2040 20,000 15,000 10,000 5,000 0 Demographic shifts. Our region is aging rapidly. More than one in five residents will be age 65 and older in 2040, compared to one in nine in 2010. Concurrently, three-quarters of net new households will 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 2 Last revised July 24, 2014 shape the location and type of real estate added over the next three decades. Only one in five net new households will be households with children, while nearly two in 10 households will be individuals living alone. Older households and households without children (whether young or old) are more likely to prefer attached housing in walkable, amenity-rich neighborhoods. While many senior households want to age in place, the massive increase in Twin Cities Population by Age the senior population will magnify the impact of those seniors who choose to move. Senior households are likely to want 781,000 681,000 smaller, low-maintenance housing 475,000 307,000 products, and easy access to services and amenities. Most Ages 65+ 1,750,000 senior households live on fixed 1,644,000 1,624,000 1,579,000 Ages 25-64 incomes and have a greater Ages 15-24 interest in or need for rental 457,000 housing; this preference to rent 433,000 410,000 Ages 0-14 384,000 increases as seniors age. 686,000 623,000 594,000 581,000 Over the 20 years from 1990 to 2010 2020 2030 2040 2010, 91% of net household growth was among households in the peak home-buying years of age 35 to 65. In contrast, from 2010 to 2040, 74% of net household growth will be among households in the home downsizing years of age 65 and above. Today, most baby boomers are still in the peak homebuying years. However, by the end of the next decade, the number of baby boomers likely to downsize their homes will be greater than the number of younger buyers looking to move into larger housing. Demand will likely remain high for attached and small-lot housing in walkable and amenity-rich neighborhoods. Twin Cities Households by Age and Size 250,000 231,000 162,000 241,000 100,000 198,000 137,000 Age 65+: 2+ person household 90,000 Age 65+: 1 person household 465,000 420,000 433,000 418,000 Under 65: 3+ person household Under 65: 2 person household Under 65: 1 person household 300,000 296,000 286,000 280,000 253,000 242,000 239,000 229,000 20102020 2030 2040 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 3 Last revised July 24, 2014 Looking ahead to 2040, the Council forecasts Top 10 growing communities robust growth across a range of communities in in the 1970s: various stages of development. Following World War II, the construction of the modern highway network surrounding the developed core of the Twin Cities region revolutionized accessibility and opened up a supply of new land for footprint has grown as the highways expanded. However, the trend appears to have limits, and a new balance of regional growth is emerging with in the 1980s: substantial redevelopment in the Urban Center (see Part II for a map). The maps at right highlight the communities that have seen the most household growth by decade since the 1970s. Eden Prairie, Maple Grove, and Plymouth have remained among the 10 highest- growth communities in all four decades. in the 1990s: significant growth in households will continue in the Suburban Edge and Emerging Suburban Edge. Communities in these two designations have relatively ample supplies of undeveloped forecasted household growth. At the same time, Council forecasts project a significant pivot of growth back into Urban and Urban Center in the 2000s: communities. While these demographic shifts affect real estate available land supply is also changing and adjusting to limits. Land costs are lower in Emerging Suburban Edge communities than more centrally-located sites. However, the minimal future growth in regional highways will limit t urbanized area. As households weigh the 2010 to 2040: tradeoffs between cost and location, the cost advantages of the suburban edge will diminish. Demand for central locations and accessibility will create opportunities that exceed the costs and challenges of redevelopment, and more growth will be in areas with higher levels of urban services, including neighborhoods along transitway corridors. This redevelopment, infill development, and higher densities in the older, urbanized, and most accessible parts of the region more efficiently use existing regional infrastructure, but can also be complex and costly for developers and local units of government. 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 4 Last revised July 24, 2014 Housing challenges facing our region today and tomorrow As we plan for the next 30 years, key challenges lie aheadhousing preservation, rising housing cost burden, a lack of affordable housing, and housing segregationall in the face of limited public financial resources. Growing need to preserve our existing housing stock sing ages, more and more of it is ready for reinvestment. Roughly half of our total housing stock is 40 years old or more. An aging multifamily housing stock, including a large number of rental apartments built in the 1960s and 1970s, is ready for reinvestment both to ensure structural integrity and to meet the housing preferences of households today and in years to come. Single family homes may have greater longevity than multi-family buildings in general, but they also require additional investment to remain stable and desirable. Many of these aging units have become more affordable but may not be viable. Over 260,000 single-family units and nearly 48,000 multifamily units have a serious maintenance 3 problem, such as water leaks or holes in the floors. Of particular concern are nearly 125,000 single- family units and 16,000 multifamily units built before 1960; many of these units have aged into affordability but are at risk of functional obsolescence. While multifamily units Units with Serious Maintenance ProblemsUnits with Serious Maintenance Problem are less likely to have a serious 16,16216,162 maintenance problem than single- family units, they are important to 30,03330,033 maintain given the expected preferences of future households. 124,872124,872 1,5991,599 Additionally, there are over 53,000 85,38185,381 newer units (those built in 1990 or 51,65751,657 afterward) with a serious maintenance problem. Preventing these units from Built before 1960Built before 1960 Built 1960 to 1989Built 1960 to 1989 Built 1990 or afterBuilt 1990 or after further deterioration will help preserve the housing as it becomes more Single familySingle family MultifamilyMultifamily affordable with age. 3 Data are from the 2007 American Housing Survey Public Use File and cover the 13-county Minneapolis-St. Paul-Bloomington metropolitan statistical area. For single-family (detached or attached) units, a serious (a) water leaks from the inside or outside of the structure, (b) holes in the floors, (c) holes or open cracks in the walls or ceilings, (d) large areas of peeling paint or broken plaster, (e) a sagging roof, (f) missing roof material or hole in roof, (g) missing bricks or siding, (h) sloping outside walls, (i) boarded-up or broken windows, and (j) a crumbling or openly cracked foundation. For multifamily units (two or more units in the structure) from the above list due to data availability. 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 5 Last revised July 24, 2014 Rising housing cost burden Housing cost burden is an indicator of housing costs as a percentage of household income. Households that spend 30% or more of their household income on housing costs are considered housing cost- Households paying more than 50% of their household income on housing are Since 1980, housing costs have increased faster than incomes for both owners and renters in the Twin Cities region. As a result, rates of housing cost burden have increased across the region, particularly between 2000 and the 2008-2012 period: The number of households experiencing severe housing cost burden doubled between 2000 and 2008-2012. The number of households experiencing any housing cost burden grew by 75% over the same time period. By the most recent data period, over one-third of households in our region were paying at least 30% of their income for housing, and one in seven were paying at least 50% of their income for housing. This includes 119,000 metro households earning 50% of area median income or less who are 4 paying more than 50% of their income on housing. Households of color experience severe housing cost burden at nearly twice the rate of white, 5 non-Latino households. Rising housing cost burden 155,357 Severe cost burden (paying more than 50% of income on housing) 77,317 Moderate cost burden 226,548 (paying 30 to 49% of 141,521 income on housing) 2000 2008-12 4 U.S. Department of Housing and Urban Development, Comprehensive Housing Affordability Strategy data (2007-2011). 5 2008-2012 American Community Survey Public Use Microdata Sample data. 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 6 Last revised July 24, 2014 Housing Cost Burden Example than 30% of income on housing is pertinent to households across the full array of households, it neglects to account for the remaining differences in income available for other life needs as illustrated below. Household A (low-income) Household B (high-income) Family of four Family of four Monthly gross income: $3,500 Monthly gross income: $15,000 30% of income (housing costs): $1,050 30% of income (housing costs): $4,500 Income for other life expenses (transportation, Income for other life expenses (transportation, food, clothing, child care, insurance, etc.): food, clothing, child care, insurance, etc.): $2,450 $10,500 Presuming both households succeed in locating a unit at or below the 30% rule of thumb, we g their spending on other life essentialsis on par $1,800 per monthit becomes clear that not only does Household B enjoy much more $7,600 per month on housing alone and still have the same amount of money left over as Household A for college funds, retirement savings, or an occasional vacation. An inadequate supply of affordable housing To address housing cost burden, the public sector invests in affordable housing development and provides rental assistance to low-income households. The seven-county region has 57,900 publicly- subsidized affordable rental units, including public housing and units built with capital generated by Low-Income Housing Tax Credits. 2014 Area Median Income (AMI) by household size In addition to the Minneapolis-St. Paul-Bloomington metropolitan statistical area publicly-subsidized Extremely Low Very Low Low Income (at affordable housing Income (at or Income (at or or below 80% stock, there are also below 30% AMI) below 50% AMI) AMI) many units of naturally- One-person $17,400 $29,050 $44,750 occurring affordable Two-person $19,900 $33,200 $51,150 housinghousing Three-person $22,400 $37,350 $57,550 whose rents or sale Four-person $24,850 $41,450 $63,900 prices make them Five-person $26,850 $44,800 $69,050 affordable to low- and moderate-income Six-person $28,850 $48,100 $74,150 households. Using an Seven-person $30,850 $51,400 $69,250 affordability threshold Eight-person $32,850 $54,750 $84,350 of 80% of area median 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 7 Last revised July 24, 2014 income, the region has 460,000 affordable owner-occupied units and 309,000 affordable rental units 6 that are not subsidized. However, many of these housing units are occupied by households earning more than 80% of area median income, increasing the gap in the supply of units affordable and available to lower-income households. Looking ahead, the Council forecasts that our region will add 110,000 households with incomes less 7 than 60% of area median income by 2040. Construction of New Affordable Housing, 1996-2012 7000 6000 5000 4000 Renter (60% AMI) Renter (50% AMI) 3000 Owner (80% AMI) Owner (60% AMI) 2000 1000 0 Choice, Place and Opportunity By 2040, 40% of the Twin Cities population will be people of color, compared to 24% in 2010. However, significant disparities along racial and ethnic linesin income, poverty, and homeownershippersist just as our region is becoming more racially and ethnically diverse. Concentrations of poverty magnify these disparities and seriously hinder access to opportunities for people of color who are disproportionately represented in these impoverished areas. continue, our region would likely have 186,000 fewer homeowners and 274,000 more people living in poverty in 2040 when compared to the outcomes if residents of color had the same socioeconomic 6 This estimate of naturally-occurring affordable owner-occupied units was calculated using 2014 parcel data to identify units whose sales prices or assessed value would produce monthly mortgage payments (including principal, interest, property taxes, and insurance) at or below 30% of the monthly household income of a household earning 80% of the area median income. This estimate of naturally-occurring affordable rental units was calculated using the 2007-2011 Comprehensive Housing Affordability Strategy (CHAS) data. 7 This excludes seniors who own their home free and clear and are not cost-burdened. Including those, the number is 143,000. 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 8 Last revised July 24, 2014 economic vitality of our region. Rather, expanding opportunity in more of our will improve outcomes for individuals, families, the economy, and the region as a whole. Areas of Concentrated Poverty and Racially Concentrated Areas of Poverty Households of color are more likely to live in areas of concentrated poverty than white households at rates beyond that explained by income -income households of color live in concentrated poverty, compared to only 12% of low-income white households. This pattern exists even among high-income households: 9% of the high-income households of color reside in these areas, compared to only 3% of white households of the same income level. 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 9 Last revised July 24, 2014 Living in areas of concentrated poverty hurts people in many ways. Areas of concentrated poverty usually suffer from high crime and tend to have schools with lower test scores and graduation rates. Living in areas of concentrated poverty can undermine physical and mental health. It reduces the cognitive abilities of children, making them more likely to struggle in school and have lower incomes as adults than their parents. Together these characteristics lower the economic mobility of residents who live in areas of concentrated poverty, making them more likely to stay poor across generations. Barriers that limit residential choicessuch as racial discrimination and a lack of affordable housing in a variety of locationshinder the ability of residents to move out of areas of concentrated poverty and contribute to the creation of Racially Concentrated Areas of Poverty (RCAPs), defined as census tracts where 40% or more of the households earn incomes that are less than 185% of the federal poverty level and 50% or more of the residents are people of color. Minneapolis and Saint Paul. By the end of the 2000s, these RCAPs remained and expanded into Brooklyn Center, Brooklyn Park, Richfield, and the federal lands constituting Fort Snelling. Since 1990, rose from 3% to 9%. Blacks and Native Americanshistorically the groups experiencing the reface the highest hurdles to leaving these areas of concentrated poverty. Inadequate financial resources to address housing challenges The funding available for existing housing programs is s housing challenges. Future budget estimates for the US Department of Housing and Urban Development (HUD) paint a bleak picture. Federal funding for core HUD housing programs such as Section 8, the HOME Investment Partnerships Program, the Community Development Block Grant (CDBG), and the Public Housing Program is waning. Although the Minnesota Legislature has tried to soften the loss of federal funding, the need for housing resources continues to grow. Moreover, the Low Income Housing Tax Credit Program (LIHTC)the primary funding source nationwide for new construction and rehabilitation of affordable multifamily housingis a target for reform that could seriously diminish its reach and impact. Budget for the U.S. Department of Housing and Urban Development (in billions) $70 $60 $50 $40 Actual $30 Estimated $20 $10 $0 The Metropolitan Council projected that the region should add 51,000 new units of affordable housing between 2011 and 2020 to accommodate the forecasted growth in low- and moderate-income 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 10 Last revised July 24, 2014 households (note that this does not address the housing needs of any of the existing low- and moderate-income households who were paying more than 30% of their income on housing (that is, experiencing housing cost burden) at the end of 2010). Over the first two years of the decade the region added 2,272 new affordable units, meeting less than 5% of the decade-long need. At this pace, it will take the region more than four decades to meet only without addressing either the need for affordable housing that existed in 2010 or the growing need that accompanies continued household growth. From 2011 to 2013, the - income households and which includes contributions from federal, state, and non-profit funding partners including Minnesota Housing, the Minnesota Department of Employment and Economic Development (DEED), the Minnesota Department of Health, the Family Housing Fund, the Greater Minnesota Housing Fund, and the Metropolitan Councildeployed all available resources to fund construction of less than 2,000 new affordable rental units in the metro area, far below the need. Many of these units received capital through the Low Income Housing Tax Credit (LIHTC) public-private partnerships. Nationwide, the LIHTC program has leveraged almost $100 billion in private investment capital since 1986 toward the development of more than 2.6 million affordable units. However, the long- term future of these significant LIHTC resources is at risk as the tax credit, one of the largest corporate tax expenditures, is vulnerable to elimination or substantial cuts under various proposals to lower corporate tax rates. (For more detailed descriptions of the Super RFP and the LIHTC program, please see the Appendix.) Affordable housing helps build communities The availability of housing affordable and problematic for households across an array of incomes. Generally speaking, housing is regarded as affordable when a household pays no more than 30% of monthly gross income on housing, whether a mortgage payment and related costs of ownership or rent and utilities. Quality housing affordable to low- and moderate-income households can be even more difficult to secure in certain locations due to a plethora of factors, not the least of which is a resistance in some communities to welcome and promote affordable housing development. Great strides have been made in improving the quality of affordable housing and reducing the stigma of affordable housing. More people are familiar with the idea that many working households, even those professional . Despite this, additional education is needed. Many people still believe that housing affordable to low- and moderate- income households is undesirable in their community. Furthermore, the need remains greatest for households at the lowest income levels or who have other significant support needs, such as mental illness, chemical dependence, or disabilities. Having a variety of housing types, including housing affordable to very low-income households or those with special support needs, is not only a necessity, but part of a well-balanced, economically resilient community and an economically competitive region. 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 11 Last revised July 24, 2014 Low Income: What does it really mean? Source: U.S. Bureau of Labor Statistics While there is little argument over the need for housing affordable to lower income households, there is less agreement over how to create affordable housing, where to locate it, what it should look like and what populations it should serve. Proposed housing developments often meet strong resistance, and proposers and supporters are forced to try to disprove or contextualize negative aspects of affordable housing, regardless of whether they are real or perceived. Some of the common arguments against affordable housing include: Concern: Affordable housing lowers nearby property values. Reality: Research has found that affordable housing has no long-term negative impact on 8,9 surrounding property values. Recent research on the relationship between affordable low- income housing tax credit developments located in Dakota, Hennepin, Scott, and Washington counties and single family home sales revealed: average sales prices rose by nearly 5%, demand remained stable, affordable developments did not make it more difficult for owners to sell, and market performance of homes located proximate to affordable development was as 10 strong or stronger than those less proximate in 96% of cases. Conversely, properly designed and managed affordable housing can have a positive impact on surrounding property values. The design, management and maintenance of any residential property determines whether or not it is a detriment or asset to its neighbors, regardless of the income of its inhabitants. Concern: Affordable housing leads to higher crime rates. Reality: Research has found that smaller affordable housing properties (50 units or less) have no correlation with increases in crime, but some larger concentrations of affordable units, such 8 Agnew, Spencer. 2010. The Impact of Affordable Housing on Communities and Households. Available from: www.mnhousing.gov/idc/groups/secure/documents/admin/mhfa_010263.pdf.  ϵ National Association of Realtors, 2014. Field Guide to Effects of Low-Income Housing on Property Values.  Available from: www.realtor.org/field-guides/field-guide-to-effects-of-low-income-housing-on-property-values. 10 Family Housing Fund Public Education Initiative. 2014. Affordable Rental Housing Does Not Reduce Property Values: Evidence from the Twin Cities. 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 12 Last revised July 24, 2014 as large public housing buildings, seem to increase crime rates. However, other large projects had no correlation with increased crime, especially among newer and more professionally- 11 managed developments. Poorly managed properties are more susceptible to increased crime rates and since poorly managed properties are more likely to be affordable, a negative association persists. Concern: This is not the appropriate place for affordable housing. Reality: Some communities believe tha to their neighborhood. However, people who need affordable housing probably already live in the area. Additional affordable housing is needed everywhere, from rural centers to emerging suburban subdivisions to older suburbs and the urban center. While not all types of affordable housing may be appropriate in all locations, every community has people with disabilities, households experiencing food insecurity, cost burdened residents, and/or seniors with fixed incomes. And many wealthy communities need services and amenities that employ workers who need affordable housing options. The opportunity of a regional approach and a regional Housing Policy Plan As a region, we can react to these challenges, or we can plan for them. The coordinated regional planning approach underlying the Metropolitan Council and institutionalized in the Metropolitan Land Planning Act uniquely equips our region to transform challenges into opportunities to thrive. In the late 1960s when the Metropolitan Council was created, community leaders saw value in collaborating to solve regional issues. At that time, the Minneapolis-Saint Paul region was facing tough challenges resulting from rapid population growth and unimpeded urban sprawl. In 1967, the Minnesota Legislature created the Metropolitan Council and gave it responsibilities for planning and growth and setting policies to deal with regional issues. On signing the bill, then Governor Harold LeVander observed that h the idea that we will be faced with more and more problems that will pay no heed to the boundary lines which mark the A region-wide perspective provides the opportunity to address issues that: Are bigger than any one community can address alone. Cross community boundaries to affect multiple communities. Could benefit from an opportunity to share best practices. Require resources that are most effectively used at a regional scale. For nearly 50 years the Metropolitan Council has played a key role in coordinating regional growth and planning, and convening partners to accomplish ambitious goals unrealistic for a single community but possible as a region. Thinking aheadand working together with local governments, residents, businesses, philanthropy, and the non-profit sectorhelps us maintain a quality of life that other metropolitan areas envy. 11 Agnew, Spencer. 2010. The Impact of Affordable Housing on Communities and Households. Available from: www.mnhousing.gov/idc/groups/secure/documents/admin/mhfa_010263.pdf. 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 13 Last revised July 24, 2014 Under the Metropolitan Land Planning Act, the Council is responsible for preparing a comprehensive development guide for the orderly and economical development of the seven-county region (Minn. Stat. 473.145). Thrive MSP 2040 provides a framework for a shared vision for the future of our region over the next 30 years. This Housing Policy Plan serves as a chapter in the overall comprehensive development guide alongside Thrive MSP 2040 and three metropolitan systems plans, the Regional Parks Policy Plan (Minn. Stat. 473.147), the Transportation Policy Plan (Minn. Stat. 473.146), and the Water Resources Policy Plan (Minn. Stat. 473.146 and 473.157). This Housing Policy Plan is the -standing housing policy in nearly 30 Guide was adopted in 1985, but Council actions in 1998 and 1999 eliminated those policies from the metropolitan development guide. Under the Metropolitan Land Planning Act, local governments must prepare local comprehensive plans every 10 years. Housing, although not a metropolitan system under state statute, is already embedded in the local comprehensive plan requirements. For example, the Council reviews local comprehensive plans based on the requirements of the Metropolitan Land Planning Act to ensure that they include: a housing element containing standards, plans and programs for providing adequate housing opportunities to meet existing and projected local and regional housing needs, including but not limited to the use of official controls and land use planning to promote the availability of land for the development of low and moderate income housing. (Minn. Stat. 473.859, subd. 2) and An implementation program shall describe public programs, fiscal devices and other specific actions to be undertaken in stated sequence to implement the comprehensive plan and ensure conformity with metropolitan system plans. An implementation program must be in at least such detail as may be necessary to establish existing or potential effects on or departures from metropolitan system plans and to protect metropolitan system plans. An implementation program shall contain at least the following parts: (1) a description of official controls, addressing at least the matters of zoning, subdivision, water supply, and private sewer systems, and a schedule for the preparation, adoption, and administration of such controls; (2) a capital improvement program for transportation, sewers, parks, water supply, and open space facilities; and (3) a housing implementation program, including official controls to implement the housing element of the land use plan, which will provide sufficient existing and new housing to meet the local unit's share of the metropolitan area need for low and moderate income housing. (Minn. Stat. 473.859, subd. 4) Through the policy direction in Thrive MSP 2040 and this Housing Policy Plan, the Council assists local governments in creating local comprehensive plans that advance local visions and help ensure efficient and cost-effective regional infrastructure. This Plan addresses housing challenges greater than any one neighborhood, city, or county can tackle alone and recognizes that increasingly complex housing issues demand ever more innovative strategies and greater collaboration. The Council funds housing development through the four accounts established under the Livable Communities Act (Minn. Stat. 473.25-473.255)the Tax Base Revitalization Account, the Livable Communities Demonstration Account, the Local Housing Incentives Account, and the Inclusionary Housing Account. The Council uses these financial resources to support the construction, preservation, and rehabilitation of housing, including market-rate, mixed-income, and income-restricted development. Municipalities who participate in the Livable Communities Act must negotiate affordable and life-cycle housing goals with the Council (Minn. Stat. 473.254, subd. 2). 200 Section 8 Housing Choice Vouchers for program participants spread across Anoka, Carver, and most of suburban Hennepin and Ramsey counties. Participant families may rent any type of housing in the 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 14 Last revised July 24, 2014 defined Metro HRA service area made available by a participating property owner. Although demand always exceeds supply, the Metro HRA works with landlords and program participants to make service effective and efficient and optimize the number of households it serves. Consistently ranked by the US Department of Housing and Urban Development (HUD) as among the highest of its peers, the Metro HRA also delivers several other programs that support regional households in need, including programs for people with disabilities, such as the state-funded Bridges program. This Housing Policy Plan roles in housing and opportunities for the Council to play an expanded role to support housing in the region. These roles include: Reviewing local comprehensive plans for the housing element, the housing implementation program, and minimum or maximum residential densities; Funding housing development through the Livable Communities Act programs; Working with local governments to define their share of the metropolitan area need for low- and moderate-income housing; rental assistance to more than 6,500 low-income households throughout Anoka, Carver and most of suburban Hennepin and Ramsey Counties; Providing technical assistance to local governments to support orderly and economical development; parks, transportation, and water resources; and Collaborating with and convening partners and stakeholders to elevate and expand the regional housing dialogue. plans, investments and decisions. This plan outlines regional goals and aspirations to better align infrastructure investments, funder and investor priorities, and local planning. This document has five primary sections: Part I introduces the Plan and outlines the demographic and socioeconomic challenges defining . Part II outlines Council and suggested local roles to use housing to advance the five Thrive outcomesstewardship, prosperity, equity, livability, and sustainabilitywithin the framework of the three Thrive principlesintegration, collaboration, and accountability. Part III delves more deeply into the core Council housing policies and functions. Part IV describes several opportunities for impact, that is, housing issues that are broader and more complex than the Council can advance alone. Part V identifies key issues for the Council in implementing this Plan, including the indicators that the Council will use to monitor its success. 2040 HOUSING POLICY PLAN | METROPOLITAN COUNCIL DRAFT RELEASED FOR PUBLIC COMMENT Part I: Introduction | Page 15 ,a 20 4a Thrive IISI G tY r HOUSING POLICY PLAN FREQUENTLY ASKED QUESTIONS (FAQ) 1. What is the Housing Policy Plan? The Met Council's Housing Policy Plan will support the Council's Thrive MSP 2040, the Council's regional development guide. Designed to assist local communities and advance regional housing goals, the Plan will establish the Council's broad housing policy direction for the coming decades. Housing investment and disinvestment have a critical impact on the vitality of the region, its cities, its neighborhoods, and its households and families. The Plan will focus on promoting housing options that give people in all life stages and of all economic means viable choices for safe, stable and affordable homes. 2. Why is the Met Council producing a Housing Policy Plan? Through the development of Thrive MSP 2040, the Council heard a clear need for aligning our regional efforts more effectively around housing. This Housing Policy Plan will be the Council's first housing plan since 1985. Key drivers for a Housing Policy Plan now include: • Recovering from the Great Recession and reaching a "new normal" in the housing market; • Planning for significant demographic changes ahead, in particular our aging population and increasing racial and ethnic diversity in the region; • Increasingly limited public resources for housing investment, • The strong linkages between housing and land use decision - making, transportation planning, and economic competitiveness 3. W ha*, are the Council's goals for the Housing Policy Plan? • Advance and refine the Council's housing policy direction as defined in Thrive MSP 2040 • Facilitate a meaningful, inclusive regional conversation on housing; • Identify local and regional needs and priorities for housing; • Promote housing options that give people in all life stages and of all economic means viable choices for safe, stable and affordable homes; • Connect housing to the other Council system plans (e.g. Transportation, Regional Parks, and Water Resources); • Incorporate recommendations from Choice, Place and Opportunity: An Equity Assessment of the Twin Cities • Provide a "toolkit" of best practices, strategies and technical assistance to local communities; and • Help inform and provide guidance for local housing planning. 4. What is the Housing Policy Plan Work Group (HPPWG)? In July 2013, the Metropolitan Council formed a 28- member Housing Policy Plan Work Group to advise the Council on key housing issues, policies, and implementation options related to the Housing Policy Plan. This diverse work group brings together people from throughout the region, including Metropolitan Council members, local government officials, housing advocates, developers, communities of color, and other regional stakeholders. A full array of perspectives is represented. The work group is meeting monthly throughout the process. Meeting agendas are available online. 5. When and where does the Housing Policy Plan Work Group meet? The Housing Policy Plan Working Group meets monthly: • Third Tuesday of the month • 10 a.m. to 12 p.m • Metropolitan Council, 390 Robert Street North, St. Paul MN 55101. Meetings are open to the public. 6. What is the relationship of the Housing Policy Plan and Thrive MSP 2040? Thrive MSP 2040 sets the stage for the orderly and economical development of the region by defining five key outcomes — Stewardship, Prosperity, Equity, Livability, and Sustainability —and three core principles — Integration, Collaboration, and Accountability. The Housing Policy Plan will reflect and advance these outcomes and principles. 7. What is the relationship of the Housing Policy Plan to the Council's other systems plans (Regional Parks, Transportation, and Water Resources)? Implementing the integration principle defined in Thrive MW 2040, Council members and staff are looking for opportunities to integrate the work of the Housing Policy Plan into the Regional Parks Policy Plan, the Transportation Policy Plan, and the Water Resources Policy Plan. 8. How many residents does the Housing Policy Plan envision in the region? The Council's forecasts indicate that the region will add approximately 825,000 people (in about 390,000 households) and need an estimated 400,000 new housing units (plus replacement of approximately 140,000 housing units through development and redevelopment) by 2040. 9. Is the Housing Policy Plan an affordable housing plan? No, at least not exclusively. The Council's goal is to promote housing options that give people in all life stages and of all economic means viable choices for safe, stable and affordable homes. Affordable housing issues and strategies will comprise a sizable portion of the Housing Policy Plan. 10. What time period does the Housing Policy Plan cover? Different aspects of the Housing Policy Plan have different time horizons: • Technical assistance to local governments envisioned in the Housing Policy Plan will begin immediately. • The update to the Housing Performance Scores will be implemented with the 2015 Livable Communities Fund Distribution Plan. • Housing policies for local governments will inform local comprehensive plans to 2040, the same regional planning period for Thrive MSP 2040. • The update to the Allocation of Affordable Housing Need will focus on affordable housing development for 2021 to 2030. 11. Does the development of the Housing Policy Plan mean that the Council sees housing as a statutory system? No. The Housing Policy Plan will work within the Council's statutory authority through the Metropolitan Land Planning Act (see Minn. Stat. 473.859, subd. 2(c) and subd. 4) and the Livable Communities Act (see Minn. Stat. 473.25 — 473.255). 12. What is the overall timeline for the development of the Housing Policy Plan? The Housing Policy Plan is anticipated to be completed in fall 2014. • Summer 2013 - Kickoff • Fall 2013 - Winter 2014 - Identify key housing topics and issues • Spring 2014 - Discuss and evaluate policy ideas and options • Summer 2014— Plan drafted and 45 -day public comment period begins • Fall 2014— Comments incorporated and Housing Policy Plan adoption by the Council 13. Who is the Council engaging in the development of the Housing Policy Plan? The Met Council is dedicated toward an open, inclusive, and transparent process in all of its planning. Starting in April 2014, the Council will be convening a series of community meetings, visioning sessions, and focus groups to participate in this planning process. These will include discussions with: • residents of affordable /subsidized housing; • non - subsidized homeowners and renters; • youth leadership groups; • housing finance and development professionals; • advocacy groups; • city officials and staff; and • other interested stakeholders. Check the Housing Policy Plan webpage for announcements of specific events. 14. Will there be an opportunity to comment on a draft Housing Policy Plan? Yes. The Council will conduct a 45 -day public comment period, including an official public hearing. Comments are welcomed via writing, phone, and email to thriveMSPemetc.state.mn.us. 15. How does the Housing Policy Plan connect or relate to the Council's Choke, Place, and Opportunity assessment? Choice, Place and Opportunity: An Equity Assessment of the Twin Cities Region will inform the Housing Policy Plan. Key highlights of the Choice, Place and Opportunity report include: • the stark difference in place -based opportunities between white households and households of color; • historical and contemporary patterns of housing investment at the federal and state levels; • the emergence and expansion of Racially Concentrated Areas of Poverty (areas where 50% or more of residents are people of color and 40% or more have family incomes less than 185% of the poverty level); and • how these patterns define residents' opportunities in housing, employment and education. The Housing Policy Plan Work Group is paying special attention to policies and recommendations that narrow equity gaps and lead to a stronger, more economically and socially integrated region. 16. Are there particular areas of focus for the Housing Policy Plan that have already been determined? Yes. Thrive MSP 2040 has defined the Council's strategic policy direction for housing; the Housing Policy Plan will refine these priorities. These include: • Housing strategies in transit station areas; • Strategies to reduce local impediments to affordable housing development; • Policies to preserve existing affordable housing and to build new affordable housing where. appropriate; • Approaches to address barriers to housing choice identified in the Choice, Place and Opportunity document; • Policies to promote housing options that give people in all life stages and of all economic means viable choices for safe, stable and affordable homes; and • Recommendations for lowering the costs of building affordable housing. 17. Will the "Allocation of Affordable Housing Need" change? The Housing Policy Plan will update the Allocation of Affordable Housing Need for the 2021- 2030 decade. The Allocation of Affordable Housing Need is the methodology used to determine each jurisdiction's "fair share" of the region's need for low- and moderate - income housing. Local jurisdictions are then responsible for guiding adequate and in their local Comprehensive Plan Updates to meet their share of the region's need to inform local comprehensive plans. Because local jurisdictions have completed their Comprehensive Plan Updates for the current decade, adjustments to the Allocation for the 2011 -2020 decade are unlikely. A subgroup of Housing Policy Plan Work Group members are currently meeting to develop a proposal for the next Allocation methodology. 18. Will the "Housing Performance Scores" change? Potentially. The Housing Policy Plan will review and potentially refine the Housing Performance Scores. These Scores are an element of scoring for Livable Communities Act grants. A subgroup of Housing Policy Plan Work Group members are currently meeting to review the Housing Performance Scores. 19. Who can I contact for more information on the Housing Policy Plan? Visit the Housing Policy Plan webpage. Contact: • Jonathan Stanley, Housing Planning Analyst, 651.602.1555, jonathan.stanley@metc.state.mn.us • Libby Starling, Manager of Regional Policy and Research, 651.602.1135, libby.starling @metc.state.mn.us For media inquiries: • Bonnie Kollodge, 651.602.1357, bonnie .kollodge @metc.state.mn.us