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2013 07-11 PCP
3 rBROOKLYN TER PLANNING COMMISSION AGENDA CITY OF BROOKLYN CENTER JULY 11,2013 1. Call to Order: 7:00 PM 2. Roll Call 3. Approval of Minutes—June 26,2013 Meeting 4. Chairperson's Explanation The Planning Commission is an advisory body. One of the Commission's functions is to hold public hearings. In the matters concerned in these hearings, the Commission makes recommendations to the City Council. The City Council makes all final decisions in these matters. 5. Planning Application Items a) The Luther Company, LLLP Planning App. No. 2013-008 Property Address: 6801 Brooklyn Blvd NO PUBLIC HEARING— a request for site and building plan approval for a new 3 2,100 sq. ft. Volkswagen facility. b) The Luther Company, LLLP Planning App. No.2013-010 Planning App. No. 2013-011 Property Address: 4007, 4001 and 3955 - 69th Avenue North PUBLIC HEARING — a request to rezone the three parcels from R3 (Multiple Family Residence) District to PUC/C2 (Planned Unit Development/Commerce) District; and PUBLIC HEARING — request of a PUD Amendment to the 2008 Luther Auto Toyota-Honda Planned Unit Development, By Incorporating Three Parcels of Land Area(Totaling 1.78 Acres) into the New Honda Automobile Dealership Site, which is part of the approved 2008 Luther Auto Honda-Toyota Planned Unit Development, and includes a proposed Site Development Plan to Provide Additional Vehicle Storage and Parking Area for the Honda Dealership(All For The Properties Located at 3955, 4001 & 4007—69th Avenue North) C) City of Brooklyn Center Consideration and adoption of Planning Commission Resolution No. 2013-XX, a recommendation to the City Council to consider adopting "A Policy for Implementing Certain Architectural Design Guidelines Which Encourage Active Living Principles for the City of Brooklyn Center, MN" 6. Other Business: a) France Avenue Business Park IV PUD Landscaping and Screening Plan 7. Adjournment MINUTES OF THE PROCEEDINGS OF THE PLANNING COMMISSION OF THE CITY OF BROOKLYN CENTER IN THE COUNTY OF HENNEPIN AND THE STATE OF MINNESOTA JUNE 26, 2013 CALL TO ORDER The Planning Commission meeting was called to order by Chair Burfeind at 7:05 p.m. ROLL CALL Chair Burfeind, Commissioners Randall Christensen, Benjamin Freedman, Michael Parks, and Stephen Schonning were present. Also present were Councilmember Carol Kleven, Secretary to the Planning Commission Tim Benetti, Director of Business & Development Gary Eitel, and Planning Commission Recording Secretary Rebecca Crass. Carlos Morgan was absent and unexcused. APPROVAL OF MINUTES —MAY 30, 2013 There was a motion by Commissioner Christensen, seconded by Commissioner Schonning, to approve the minutes of the June 26, 2013 meeting as submitted. The motion passed unanimously. CHAIR'S EXPLANATION Chair Burfeind explained the Planning Commission's role as an advisory body. One of the Commission's functions is to hold public hearings. In the matters concerned in these hearings, the Commission makes recommendations to the City Council. The City Council makes all final decisions in these matters. APPLICATION NO. 2013-005 GATLIN DEVELOPMENT COMPANY Chair Burfeind introduced Application No. 2013-005, PUD Amendment No. 4 to the overall Master Plan for the Shingle Creek Crossing Planned Unit Development (dated August 2012), which includes removal of the 169,555 sq. ft. former Brookdale Mall "Food Court" building and redeveloping this same area with six new individual retail buildings. The PUD Amendment would allow the reduction of the previously approved net leasable retail area from 150,591 sq. ft. to 132,200 sq. ft. of retail space. (See Planning Commission Report dated 6-26-13 for Application No. 2013-005.) Mr. Benetti provided background information related to the Shingle Creek Crossing development. He stated the proposed amendment involves demolition of the Food Court building with phased redevelopment of 132,200 sq. ft. of new retail buildings. He added this completes the deadline agreement made between Gatlin Development and Sears requiring physical separation from Sears and the food court building by September 2013. He pointed out this amendment approves only the demolition of the former"Food Court"building. PC Minutes-Page 1 6-26-13 Commissioner Schonning stated he is concerned that development on the site seems to be stalled and he is uncertain of the future of the development. Mr. Benetti responded the developer has three or four businesses ready to move to the site and there is every indication that as soon as the building is down and the agreement with Sears is complete, it allows him to move forward to lease space. Mr. Eitel added the developer had a problem with his lender and once that was resolved, work was resumed. He further stated that the developer has been apologetic to the city as the development has not moved forward as planned and momentum was lost. He added the developer feels he has resolved the issues and the development plans will continue and tenants will start occupying the spaces since he has several leases signed. Chair Burfeind stated he echoes Commissioner Schonning's concerns since it is obvious development has not occurred as promised or planned. He added his concerns with the stores facing Xerxes may not progress as hoped. Mr. Eitel replied the developer has done all the infrastructure, daylighting and landscaping that was required and the problem has been in getting the tenants on board. PUBLIC HEARING—APPLICATION NO. 2013-005 There was a motion by Commissioner Schonning, seconded by Commissioner Christensen, to open the public hearing on Application No. 2013-005, at 7:28 p.m. The motion passed unanimously. Chair Burfeind called for comments from the public. Mr. Luke Payne, Kimley Horn and Associates, stated staff has presented the project accurately and he is available for any questions regarding the Commission's consideration of the application. Commissioner Freedman asked about the surface after the demolition of the building. Mr. Payne replied the only intent at this point is to demolish the building and leave the site vegetated and stabilized so Mr. Gatlin can move forward with redevelopment of the site. CLOSE PUBLIC HEARING There was a motion by Commissioner Christensen, seconded by Commissioner Freedman, to close the public hearing on Application No. 2013-005. The motion passed unanimously. The Chair called for further discussion or questions from the Commissioners. The Commissioners interposed no objections to approval of the Application. ACTION TO RECOMMEND APPROVAL OF PLANNING COMMISSION RESOLUTION NO. 2013-06 REGARDING THE RECOMMENDED DISPOSITION OF PLANNING PC Minutes-Page 2 6-26-13 COMMISSION APPLICATION NO. 2013-005 SUBMITTED BY GATLIN DEVELOPMENT COMPANY FOR A PLANNED UNIT DEVELOPMENT AMENDMENT (NO. 4)TO THE 2011 SHINGLE CREEK CROSSING PLANNED UNIT DEVELOPMENT There was a motion by Commissioner Schorming, seconded by Commissioner Christensen, to approve Planning Commission Resolution No. 2013-06. Voting in favor: Chair Burfeind, Commissioners Christensen, Freedman, Parks and Schonning And the following voted against the same: None The motion passed unanimously. The Council will consider the application at its July 8, 2013 meeting. The applicant must be present. Major changes to the application as reviewed by the Planning Commission will require that the application be returned to the Commission for reconsideration. APPLICATION NO. 2013-006 GATLIN DEVELOPMENT COMPANY Chair Burfeind introduced Application No. 2013-006, PUD Amendment No. 5 to the Shingle Creek Crossing Planned Unit Development Sign Program, to allow nine monument type signs on various commercial pad sites within the Shingle Creek Crossing PUD site. (See Planning Commission Report dated 6-26-13 for Application No. 2013-006.) Mr. Benetti provided background information related to new signage allowed for the site. He explained the developer requested approval of multi-tenant signs to identify various businesses that would occupy the buildings. Mr. Benetti pointed out the PUD amendment also includes a request to add three new monument signs. Mr. Benetti stated staff suggested the sign place behind LA Fitness along the County Road 10 right of way be relocated since it is hidden behind the building and not visible along the roadway. He also stated staff recommends moving the sign along Xerxes between proposed buildings A and B to allow them to be more visible and not hidden from landscaping and trees. Commissioner Christensen stated he is trying to envision ways to help and provide more vision with the Shingle Creek Crossing theme. Mr. Benetti stated the two larger signs are identified with `Shingle Creek Crossing' to announce the center and it could be suggested that other signs also identify the area. He added that could be added as an amendment to the approvals. PUBLIC HEARING—APPLICATION NO. 2013-006 There was a motion by Commissioner Christensen, seconded by Commissioner Freedman, to open the public hearing on Application No. 2013-006, at 7:49 p.m. The motion passed unanimously. Chair Burfeind called for comments from the public. Luke Payne, Kimley Horn and Associates, stated the challenge with the site has been with lost momentum and the intent was to provide as much flexibility as possible to tenants when they PC Minutes-Page 3 6-26-13 occupy the space which allowed them to provide different options for each pad site for signage. He stated Mr. Gatlin acknowledges they will not put multi-tenant signs on a single tenant pad. He added they also acknowledge the location of some of the current signs does not make sense based on the direction the redevelopment is taking and they may need to be moved. He added he appreciates the comment regarding adding the Shingle Creek Crossing branding to the signs to identify the area and he will share that with Mr. Gatlin. CLOSE PUBLIC HEARING There was a motion by Commissioner Christensen, seconded by Commissioner Schonning, to close the public hearing on Application No. 2013-006. The motion passed unanimously. The Chair called for further discussion or questions from the Commissioners. The Commissioners interposed no objections to approval of the Application. ACTION TO RECOMMEND APPROVAL OF PLANNING COMMISSION RESOLUTION NO. 2013-07 REGARDING THE RECOMMENDED DISPOSITION OF PLANNING COMMISSION APPLICATION NO. 2013-006 SUBMITTED BY GATLIN DEVELOPMENT COMPANY FOR A PLANNED UNIT DEVELOPMENT AMENDMENT (NO. 5) TO THE 2011 SHINGLE CREEK CROSSING PLANNED UNIT DEVELOPMENT There was a motion by Commissioner Schonning, seconded by Commissioner Freedman, to approve Planning Commission Resolution No. 2013-07. Voting in favor: Chair Burfeind, Commissioners Christensen, Freedman, Parks and Schonning And the following voted against the same: None The motion passed unanimously. The Council will consider the application at its July 8, 2013 meeting. The applicant must be present. Major changes to the application as reviewed by the Planning Commission will require that the application be returned to the Commission for reconsideration. APPLICATION NO. 2013-007 ECONOMIC DEVELOPMENT AUTHORITY FOR THE CITY OF BROOKLYN CENTER Chair Burfeind introduced Application No. 2013-007, PUD Amendment to the 2007 Brooklyn Hotel Partners LLC/Embassy Suites Planned Unit Development project, which would allow the reconfiguration and approval of a new 4-story, 81 room Candlewood Suites on the vacant development site owned by the City's EDA (See Planning Commission Report dated 6-26-13 for Application No. 2013-007.) Mr. Benetti provided background for this request and explained on June 27, 2005, the City Council approved the rezoning of a 6.2 acre parcel from C 1 A PUD/C 1 A for the development of a 250 room hotel containing a 100 seat restaurant and a 32,000 sq. ft. water park facility and the plans were revised on revised on May 14, 2007 to provide for the phased development of two PC Minutes-Page 4 6-26-13 hotels: one being an eight story, 175 room Embassy Suites Hotel on a 4.02 acre lot that included a 100 seat restaurant and a physical connection to the Earle Brown Heritage Center and the other a hotel with no less than 75 rooms. Mr. Benetti explained in 2009, the Embassy Suite Hotel was completed; however, the developer was unable to complete the link to the Earle Brown Heritage Center. He added it was determined the developer was in default of the Development Agreement which was amended to allow the EDA to construct the link to the Earle Brown Heritage Center. Commissioner Christensen stated he is not in favor of the city taking over control of the pond area. He feels it benefits all the surrounding areas and would like to see an agreement between the bordering properties and the city so all are responsible for the maintenance and upkeep. Mr. Eitel replied the Earle Brown Heritage is the gem of the City not known to many and the pond is a benefit to them. He stated this is merely a PUD amendment with a change to the plan initially approving a PUD for the site. He further stated the pond was initially part of the commercial building and maintained by them; however, it has been a challenge to get people to see the value in maintaining the pond and walkway around it which borders the Earle Brown Heritage Center. Mr. Eitel stated he doesn't feel anybody other than the EDA is going to spend money on the pond or maintain it. Commissioner Christensen stated he encourages staff to get somebody else to be responsible for the pond since they will also benefit. Mr. Eitel replied if the pond was considered a water quality feature; it might be possible to find a way to distribute the costs. Commissioner Schonning stated he disagrees with Commissioner Christensen. He feels if the pond is an amenity to the Earle Brown Heritage Center, he would rather have the city continue to control ownership and maintain the pond so it is not neglected and turn into a muck hole. Chair Burfeind stated he agrees he feels the pond is a benefit to the Heritage Center and the City has a vested interest in maintaining it and making it look good. PUBLIC HEARING—APPLICATION NO. 2013-007 There was a motion by Commissioner Christensen, seconded by Commissioner Freedman, to open the public hearing on Application No. 2013-007, at 8:34 p.m. The motion passed unanimously. Chair Burfeind called for comments from the public. There was no one that appeared to the public hearing. CLOSE PUBLIC HEARING There was a motion by Commissioner Freedman, seconded by Commissioner Christensen, to close the public hearing on Application No. 2013-007. The motion passed unanimously. The Chair called for further discussion or questions from the Commissioners. PC Minutes-Page 5 6-26-13 The Commissioners interposed no objections to approval of the Application. ACTION TO RECOMMEND APPROVAL OF PLANNING COMMISSION RESOLUTION NO. 2013-08 REGARDING THE RECOMMENDED DISPOSITION OF PLANNING COMMISSION APPLICATION NO. 2013-007 SUBMITTED BY ECONOMIC DEVELOPMENT AUTHORITY FOR THE CITY OF BROOKLYN CENTER OF A PLANNED UNIT DEVELOPMENT AMENDMENT TO THE 2007 BROOKLYN HOTEL PARTNERS LLC/EMBASSY SUITES PLANNED UNIT DEVELOPMENT TO PROVIDE FOR THE ALLOWANCE OF A NEW 81-UNIT CANDLEWOOD SUITES HOTEL (LOCATED AT 6250 EARLE BROWN DRIVE) There was a motion by Commissioner Schonning, seconded by Commissioner Freedman, to approve Planning Commission Resolution No. 2013-08. Voting in favor: Chair Burfeind, Commissioners, Freedman, Parks and Schonning. And the following voted against the same: Christensen The motion passed. The Council will consider the application at its July 8, 2013 meeting. The applicant must be present. Major changes to the application as reviewed by the Planning Commission will require that the application be returned to the Commission for reconsideration. CITY OF BROOKLYN CENTER — LAND USE AMENDMENT TO THE CITY'S COMPREHENSIVE PLAN Chair Burfeind introduced the proposed Land Use Amendment to the City's Comprehensive Plan to change the three addressed properties listed above.and consisting of approximately 1.76 acres, from SF-Single Family Residential to RB-RetailBusiness (Commercial) for the purpose of expanding the Honda Dealership, located at 6800 Brooklyn Boulevard. The three single family parcels are locally addressed as 3955, 4001 & 4007 — 691h Avenue North. (See Planning Commission Report dated 6-26-13 for Application No. 2013-008.) Mr. Benetti explained The Luther Company acquired all of the land for its new Honda-Toyota dealership businesses on both sides of Brooklyn Boulevard, generally between I-94 and 69th Avenue North, as well as two single family homes off of 691h Avenue. The three subject parcels under consideration have also been acquired and cleared by Luther Auto to facilitate the expansion of their recently opened Honda dealership. Mr. Benetti stated the area is planned to be converted into additional vehicle storage only. In order to include this area into their auto development, the land must be rezoned. He added rezoning is unable to take place until the land use is amended, since all city zoning must be consistent with the underlying land use for certain areas. Mr. Benetti explained the City Code does not provide a set of criteria or means of determining a land use amendment of this nature; therefore, Planning Staff is electing to utilize those criteria listed under the City's "Rezoning Evaluation Policy and Review Guidelines" contained in PC Minutes-Page 6 6-26-13 Section 35-208 to discern or ascertain the merits of this land use change. He provided a summary of the guidelines to the Commission. Commissioner Freedman asked about screening on the north side of the property. Mr. Benetti replied there will be screening and buffering on the north area and there is a benefit to the site with the road being so wide in the area along 69th Avenue. PUBLIC HEARING—LAND USE AMENDMENT There was a motion by Commissioner Schonning, seconded by Commissioner Christensen, to open the public hearing on the proposed Land Use Amendment at 8:53 p.m. The motion passed unanimously. Chair Burfeind called for comments from the public. Ms. Linda McGinty, The Luther Companies, introduced herself to the Commission and stated the screening on the north side is important to them and they will provide adequate and attractive screening on the site. She added they are happy to the expanding in the city. Ms. McGinty stated the Honda site does not have enough parking on the site and acquisition of these parcels will allow them to increase availability of parking. Chair Burfeind thanked Ms. McGinty for Luther's contribution to the community. CLOSE PUBLIC HEARING There was a motion by Commissioner Christensen, seconded by Commissioner Schonning, to close the public hearing on the proposed Land Use Amendment. The motion passed unanimously. The Chair called for further discussion or questions from the Commissioners. The Commissioners interposed no objections to approval of the Application. ACTION TO RECOMMEND APPROVAL OF PLANNING COMMISSION RESOLUTION NO. 2013-09 RECOMMENDING AN AMENDMENT TO THE 2030 COMPREHENSIVE PLAN FROM "SF-SINGLE FAMILY" TO "RB-RETAIL BUSINESS", RELATIVE TO THE R3-MULTIPLE FAMILY RESIDENTIAL ZONED LAND GENERALLY LOCATED AT 3955, 4001 AND 4007—69TH AVENUE NORTH There was a motion by Commissioner Schonning, seconded by Commissioner Freedman, to approve Planning Commission Resolution No. 2013-09. Voting in favor: Chair Burfeind, Commissioners Christensen, Freedman, Parks and Schonning And the following voted against the same: None The motion passed unanimously. PC Minutes-Page 7 6-26-13 The Council will consider the application at its July 8, 2013 meeting. The applicant must be present. Major changes to the application as reviewed by the Planning Commission will require that the application be returned to the Commission for reconsideration. DISCUSSION ITEMS —UPCOMING PLANNING COMMISSION ITEMS Mr. Benetti stated site and building plan approval for the new Luther Volkswagen dealership — 6801 Brooklyn Boulevard — will be presented at the July 11, 2013 Planning Commission meeting. He provided further information regarding the process for approvals that will take place regarding this application. Mr. Benetti also explained the PUD Amendment and Rezoning of the three lots to be incorporated into the new Luther Auto Brookdale Honda site. There were no other discussion items. OTHER BUSINESS There was no other business. ADJOURNMENT There was a motion by Commissioner Christensen, seconded by Commissioner Schonning, to adjourn the Planning Commission meeting. The motion passed unanimously. The meeting adjourned at 9:05 p.m. Chair Recorded and transcribed by: Rebecca Crass PC Minutes-Page 8 6-26-13 3 rBRZ-'r.1 V. -ER Planning Commission Report Meeting Date: July 11,2013 FApplication Filed:06/11/13 eview Period(60-day)Deadline:08/10/13 [_• Extension Declared:N/A -----------—--—-- ------ • Extended Review Period Deadline:N/A Application No. 2013-008 Applicant: The Luther Company, LLLP Location: 6801-6837 Brooklyn Boulevard Request: Site and Building Plan for new Luther Brookdale Volkswagen Dealership INTRODUCTION Luther Company is requesting review and consideration of a Site and Building Plan approval of a new Volkswagen dealership building, located at 6801 Brooklyn Boulevard. The new dealership site will replace the former Luther Brookdale Honda dealership facility, which is slated to be removed and replaced with the new 32,100 sq. ft. Volkswagen facility. The subject property consists of 4.99 total acres, and is zoned C2 (Commerce) District. A special use permit is required for any retail auto dealership in the C2 zone (provided the site is at least 3+ acres in size and structures occupy a minimum of 15% of the parcel). The Luther Honda site was previously approved with a special use permit, which typically runs with the land, as long as the allowed use continues to operate as such on the subject property. Approval of this site and building plan will continue the allowable use provide under this original special use permit; therefore, this special use is being amended (or appended to) as part of this overall site considerations. This site plan item does not require a public hearing, but can be considered under a standard public meeting review, whereby comments from the general public may be allowed or noted for the record. Written notices have been mailed to property owners within 350-feet of the site. BACKGROUND On November 13, 1967, the City approved a site and building plan for the original "automobile agency" building on the main site. City records did not indicate if this site was approved with a special use permit at that time (or if it was even required at that time). On February 23, 1981, the City approved Planning Application No. 81015, the new site plan and special use permit allowing the construction of a 3,100 sf. Honda sales office to the north of the Pontiac-GMC building, which later became known (addressed) as 6837 Brooklyn Boulevard. This application appears to be the first acknowledgement of the required special use permit on the subject site. On August 26, 1985, the City approved Application No. 85018 and 85019, the site plan and preliminary plat of Northtown Plaza 3rd Addition. The plat provided for the split to the original Pontiac/GMC/Honda site into two separate lots; one for the overall dealership site and the other for a separate dealership lot to the north, along with a smaller sales office building on the site. App.No.2013-008 PC 07/11/2013 Page 1 On August 28, 1989, the City approved Application No. 89021, a site plan approval of a 15,000 sq. ft. addition to the Honda dealership. Under this Application No. 2013-008, the Developer is requesting to remove the two vacant dealership buildings on the site, remove the old bituminous layer on the parking areas, and replaces the overall site with the new 32,100 sf. facility and repaves the vehicle parking/display areas. The dealership will still retain the two platted lots (Lots 1 and 2, Northtown Plaza P Addition) for its continued use, and these lots will be combined for tax purposes and recognized as a single, combined commercial development parcel. ❖ SITE & BUILDING IMPROVEMENTS The proposed Volkswagen dealership building will consist of a two-story high, glass entryway leading into the front display showcase and office area. The remaining portion of the building will consist of tip-up wall panels, with a "sandblasted" and "waterwashed" finishes. The building will also contain typical pre-finished metal cap flashings and limited EIFS banding along the upper wall sections. For the most part, the building appears to reflect an overall white or sandstone appearance, with very limited separating colors. y tL t W "F I N r 44 I J The front exterior consists of the main entry into the main, first floor of the building, which consists of 31,975 sq. ft. of floor area. The front-half of this first floor area is dedicated to the interior display showcase area, along with typical reception/office/sales spaces. The rear-half is dedicated to the on-site vehicle service shop area. This service area also includes an 83' x 40' App.No.2013-008 PC 07/11/2013 Page 2 (3,320 sf.) "service write-up" area adjacent to the front reception/sales area, which is accessed by two, large, overhead bay doors located on the main (front) exterior. The second floor is dedicated to additional offices, training and conference rooms, and consists of 9,515 sf. of area. A small 870 sf. mezzanine is located in the rear shop area. The total interior floor space is 42,360 sq. ft. Under the C2 Zone, building setbacks are as follows: Front Yard= 35 ft. Rear Yard= 40 ft. Side-Yard= 10 ft. Corner Side = 25 ft. The new building easily meets these setback requirements from all sides, with a front yard showing of an approximate 100-foot setback off Brooklyn Blvd.; a 147-foot setback from 68th Avenue, and a 55-foot setback from the rear lot line. The site also contains a 30' x 15' outdoor trash enclosure, which sits approximately 5-feet off the rear lot line. The City has normally viewed these areas as "accessory structures, which allows for setbacks up to 3-feet from side or rear lot lines. ❖ ACCESS & PARKING The existing site is accessed by five, separate entry points (noted by red-circles in diagram below). Two of these accesses are located off of Brooklyn Boulevard and the remaining three are situated along 68th Avenue to the south. The two accesses along Brooklyn Blvd. are right- in/right-out only, due to the existing median in Brooklyn Boulevard. The three along 68th Avenue are free movement access points. • "°p°' "-e.°oi .^°' _ .tC" '°n-sofa \ R ea. M 34'1 i mac° �' r ®... N >'. ii :: .. • 14 N89'58 7 1/ros 485 ~eb` 1 I ra' --S5 0 0,12"1 q 68TH cae-c eo.o NORTH App.No.2013-008 PC 07/11/2013 Page 3 As illustrated on the new Site Plan layout (diagram below),the two access points along Brooklyn Boulevard are scheduled to remain in place, and retain the 30-foot wide openings as permitted by City Code. Staff does not see any reason to close or move these access points since they are limited to this right in/right-out movements. The three access points along 68th Avenue are all being adjusted according to the new layout of this dealership site. The access near the corner of 68th and Brooklyn Blvd. is to be removed, which is highly supported due to the dangerous proximity of this access to the road intersection. �wS84M'S1-S 215.09 \ 1 • die ! y •�� \ \ f�� •r 9 • VX \\\ 1 41 V lit VOLKSWAGEN ` ice! .• i .A:1 4:t fqf \ - �- R<x 'r.. w /!I'.•/ y e9TN AY�YNP 9 NORTH o y Y.DO The site will only be accessed off 68th Avenue by the two driveway entries as shown on the plans. The easterly entrance is being shifted slightly to the right (east) of the existing, middle access; while the far west entrance is planned to be a new entry location into the site. The Developer has done a nice job designing or placing these access points directly across from the existing driveway accesses to the business located on the south side of 68th Avenue, and spacing them far enough from the 68th and Brooklyn Blvd. intersection. The total amount of outdoor surface parking to be provided under this plan is 386 spaces. The Developer provided a Parking Summary calculation of this site on their plans, which reflects the various uses and spaces inside this dealership and the required City Code allotment for the various uses. The auto dealership site and its activities represent a need to provide up to 125 parking spaces. For all intents and purposes, most dealerships exceed the required number of parking spaces in order to provide enough area to display and maintain their new and used App.No.2013-008 PC 07/11/2013 Page 4 vehicles on the site. This parking will also accommodate the periodic visitor or customers to the site, and all employees. It appears that all drive-aisles meet the 24-foot width standards required by Code, with adequate parking islands and separators in place. ❖ GRADING/DRAINAGE/UTILITIES The finished grades and necessary underground utilities for this redeveloped site are intended to be constructed under a future land disturbance permit. The site is relatively flat and does not appear to need any additional or substantial grading as part of this redevelopment plan. The utility map includes a plan to provide a large, 50-ft. x 270-ft. underground storm water storage chamber (Triton Series S-29H System). It appears that all portions of the parking areas will connect to this underground chamber to handle the on-site drainage requirements of this site. All other utilities such as water, sanitary sewer, gas and electric are currently available and will be easily modified or relocated to accommodate this new building site. Fire hydrants and building connections are also being placed in specific and strategic locations throughout the site, with final locations to be approved under building permit review. ❖ LANDSCAPING The site plan includes a detailed landscape plan, which illustrates certain amounts and locations of various landscaping items throughout the site. Although City Code does not have any specific requirements on landscaping, the City has operated under and held new and redeveloped areas to comply with the city's adopted Landscape Points System policy, which provides certain percentages and amount of landscaping based on a development's size (land area). This landscape points system requires commercial sites to provide a specific amount or number of landscaping units, and is based on a maximum percentage of certain materials (50% shade trees; 40% coniferous trees; 35%decorative trees; and 25% shrubs). The Developer has accurately reflected 339.4 points needed for this 4.99 acre site. Plans call for 17 shade trees; 13 coniferous trees; 5 decorative trees; and 170 shrubs. The total percentages of these materials meets the maximum percentages allowed and the number indicated at 340.5 points, which just meets the minimum required points. Most of the new and existing over story-trees (shade, decorative and evergreens) are located in the outer perimeter of the site, particularly along the street boulevards. This is very typical of most auto dealership lots, due to the desire of property owners to keep their stock of vehicles clean from tree sap, falling branches, pine cones, berries and birds. The Developer has made a good effort in landscaping around the perimeter of the building and providing suitable landscaping inside the various parking islands. All of these areas shall be well maintained and irrigated per City Code. App.No.2013-008 PC 07/11/2013 Page 5 The existing site is partially fenced off to the rear by a 7-foot high chain linked fence. This chain linked fencing is scheduled to be removed as part of the demolition plans. The plans indicate a new retaining wall with fence, to be installed partially along the west boundary line, as noted in the diagram below. ddM I - -q°- d \ 1 / I IDWMAU6Y.^.NGM6. k \ t4t 1 Q V h VOLKSWAGEN I. \ FFE=M 50 a�: 44-rp ( z t - eI � r ,..n: I fat tat a- H MHttfl t L kid 4 BS.I B, ' wino.- `---..._, 68TH AY�N�E•NORTH This wall/fence item appears to be approximately 350-feet in length, and appears to be used as some protective screening from the US Post Office property to the west. The plans however, are App.No.2013-008 PC 07/11/2013 Page 6 absent of any details on this new fence and wall, and staff is unable to provide the Commission with details on the height or size of the wall, or the type of fence planned for this area. The Northtown Plaza 3rd Additiion plat does not indicate if any drainage and utility easement is present along this west boundary line. Commercial areas typically have 10-foot drainage easements along their perimeters, and some structures are usually not permitted or recommended unless the City Engineers allows such structures or similar encroachments in these areas. Even though this wall/fence appears to be only "screening" the post office parking lot area, Staff will require the Developers submit a full detailed plan of this wall and fence prior to issuance of any permits. No other areas of this development are planned for any additional walls or fencing. ❖ LIGHTING/TRASH The site lighting plan calls for 40 new pole lights with down-cast cut off light standards scattered throughout the site. The main vehicle parking/display areas and out lot line area are to be lit with 24-foot high, dual headed lamps; while the small section of the southern parking area is lit with four, 24-foot high, 3-headed lamp light standards. The photometric plan indicates the site will receive a high, intensity of light on the site itself, with a minimal and manageable amount of spill-over beyond the property lines at the street levels. As noted previously, the site plan illustrates a proposed 30' x 15' outdoor trash enclosure, which sits approximately 5-feet from the rear lot line. This enclosure appears to be able to hold up to four trash dumpsters. Although no elevation details are presented with these plans, the City has made it clear to this (and other developers) that all trash enclosures must be made of matching or similar material as the main building, and the enclosure must be securely fenced or closed at all times. CITY ENGINEER REVIEW The City Engineer has provided a review and comments regarding this application in his July 2, 2013 memorandum to city planning staff, attached hereto. Some of these conditions may be applicable at time of future land disturbance permit or building permit approvals. RECOMMENDATION Staff recommends the Planning Commission adopt the attached Resolution No. 2013-10, which comprehends the approval of Planning Application No. 2013-008, a Site and Building Plan for the proposed Luther Brookdale Volkswagen dealership facility, subject to the following conditions: 1. Developer agrees to comply with all conditions or provisions noted in the City Engineer's Review memo, dated July 2, 2013. 2. The Developer shall provide a detail of the proposed retaining wall and fence along the westerly lot line area. Final placement and approval shall be made under the building permit review. 3. The Developer shall combine for tax purposes the two lots addressed as 6801 and 6837 Brooklyn Boulevard (Lots 1 and 2, Block 1, Northtown Plaza P Addition) App.No.2013-008 PC 07/11/2013 Page 7 owned by Luther 394 Properties, LLC (Luther Company LLLP); the combination of which secures the ability to use these two lots for the single automobile dealership only. No separation of these lots may occur without separate approval of a subdivision as provided under Chapter 15 of the City Code of Ordinances. 4. The building plans are subject to review and approval by the Building Official with respect to applicable codes prior to the issuance of permits; and the final location or placement of any fire hydrants and other fire related building code items shall be reviewed and approved by the Fire Chief. 5. Final grading, drainage, utility and erosion control plans and any other site engineering elated issues are subject to review and approval by the City Engineer prior to the issuance of permits. 6. Any outside trash disposal facilities and roof top or on ground mechanical equipment shall be appropriately screened from view. The new trash enclosure with same building materials as those used to construct the principal building. 7. All landscaped areas, including street boulevards, shall include approved irrigation systems to facilitate site maintenance. 8. Site Plan approval is exclusive of all signs scheduled to be installed on this site, including new wall (building) signs. New signs are subject to Chapter 34 of the City Code of Ordinances and shall be approved under separate sign permits. 9. Appropriate erosion and sediment control devices shall be provided on site during construction as approved by the City's Engineering Department and applicant shall obtain an NPDES construction site erosion permit from the Minnesota Pollution Control Agency prior to disturbing the site. 10. Any major changes or modifications made to this Site and Building Plan can only be made by an amendment to the approved Site and Building Plan as approved by the City Council. 11. The Developer shall execute a separate Performance Agreement with supporting financial guarantee approved by the City, which ensures the Subject Property will be constructed, developed, and maintained in conformance with the plans, specifications and standards comprehended under this Site and Building Plan. 12. The Developer shall submit an as built survey of the property, improvements and utility service lines prior to release of the performance guarantee. Attachments ❖ Planning Commission Resolution No. 2013-10 ❖ City Engineer's Review Memo—dated 07/02/2013 ❖ Luther Brookdale Volkswagen Site and Building Plans App.No.2013-008 PC 07/11/2013 Page 8 Commissioner introduced the following resolution and moved its adoption PLANNING COMMISSION RESOLUTION NO. 2013-10 RESOLUTION REGARDING THE RECOMMENDED DISPOSITION OF PLANNING COMMISSION APPLICATION NO. 2013-008 SUBMITTED BY THE LUTHER COMPANY, LLLP REQUESTING SITE AND BUILDING PLAN APPROVAL OF THE NEW LUTHER BROOKDALE VOLKSWAGEN AUTOMOBILE DEALERSHIP FACILITY (6801 & 6837 BROOKLYN BOULEVARD) WHEREAS, Planning Application No. 2013-008 was submitted by The Luther Company, LLLP ("Developer"), requesting approval of a new Site and Building Plan of a proposed Luther Brookdale Volkswagen automobile dealership facility, located at 6801 and 6837 Brooklyn Boulevard(the"Subject Property"), and WHEREAS, the Planning Commission held a public meeting on July 11, 2013, to fully consider Planning Application No. 2013-008, and reviewed and received a planning report on the proposed new Site and Building Plans for the proposed 32,100 sq. ft. Luther Brookdale Volkswagen development and other related site improvements; and WHEREAS, in light of all testimony received, and utilizing the guidelines for evaluating the site and building plans as contained in Section 35-230 of the City's Zoning Ordinance and the Comprehensive Plan,the Planning Commission considered the site and building plans for the new Luther Brookdale Volkswagen facility, and determined it to be an appropriate and reasonable redevelopment of the Subject Site. NOW, THEREFORE, BE IT RESOLVED by the Planning Advisory Commission of the City of Brooklyn Center to recommend to the City Council that the Site and Building Plan of the proposed Luther Brookdale Volkswagen facility as comprehended under Planning Application No. 2013-008,be approved based upon the following considerations: L The Site and Building Plan is compatible with the standards, purposes and intent of the City's Zoning Ordinance; 2. The Site and Building Plan on the Subject Site will facilitate the redevelopment and improvement of this site, which allows for the utilization of the land in question in a manner that is compatible with, complimentary to and of comparable intensity to adjacent land uses as well as those permitted on surrounding land; 3. The improvements and utilization of the property as proposed under the Site Plan of this site is considered a reasonable use of the property and will conform with ordinance standards; 4. The Site and Building Plan proposal is considered consistent with the recommendations of the City's Comprehensive Plan for this area of the city; Res.2013-10 1 of 3 5. The Site and Building Plan proposal appears to be a good long range use of the existing land and this proposed development can be considered an asset to the community; and 6. Based upon the above considerations, it is believed that the guidelines for evaluating and approving a Site and Building Plan as contained in Section 35-230 (Plan Approval) of the City's Zoning Ordinance are met and the site proposal is,therefore,in the best interest of the community. BE IT FURTHER RESOLVED by the Planning Advisory Commission of the City of Brooklyn Center to recommend to the City Council that Planning Application No. 2013-008 be approved subject to the following conditions: 1. Developer agrees to comply with all conditions or provisions noted in the City Engineer's Review memo, dated July 2, 2013. 2. The Developer shall provide a detail of the proposed retaining wall and fence along the westerly lot line area. Final placement and approval shall be made under the building permit review. 3. The Developer shall combine for tax purposes the two lots addressed as 6801 and 6837 Brooklyn Boulevard (Lots 1 and 2, Block 1, Northtown Plaza 3rd Addition) owned by Luther 394 Properties, LLC (Luther Company LLLP); the combination of which secures the ability to use these two lots for the single automobile dealership only. No separation of these lots may occur without separate approval of a subdivision as provided under Chapter 15 of the City Code of Ordinances. 4. The building plans are subject to review and approval by the Building Official with respect to applicable codes prior to the issuance of permits; and the final location or placement of any fire hydrants and other fire related building code items shall be reviewed and approved by the Fire Chief. 5. Final grading, drainage, utility and erosion control plans and any other site engineering elated issues are subject to review and approval by the City Engineer prior to the issuance of permits. 6. Any outside trash disposal facilities and roof top or on ground mechanical equipment shall be appropriately screened from view. The new trash enclosure with same building materials as those used to construct the principal building. 7. All landscaped areas, including street boulevards, shall include approved irrigation systems to facilitate site maintenance. Res.2013-10 2 of 3 8. Site Plan approval is exclusive of all signs scheduled to be installed on this site, including new wall (building) signs. New signs are subject to Chapter 34 of the City Code of Ordinances and shall be approved under separate sign permits. 9. Appropriate erosion and sediment control devices shall be provided on site during construction as approved by the City's Engineering Department and applicant shall obtain an NPDES construction site erosion permit from the Minnesota Pollution Control Agency prior to disturbing the site. 10. Any major changes or modifications made to this Site and Building Plan can only be made by an amendment to the approved Site and Building Plan as approved by the City Council. 11. The Developer shall execute a separate Performance Agreement with supporting financial guarantee approved by the City, which ensures the Subject Property will be constructed, developed, and maintained in conformance with the plans, specifications and standards comprehended under this Site and Building Plan. 12. The Developer shall submit an as built survey of the property, improvements and utility service lines prior to release of the performance guarantee. July 11,2013 Date Chair ATTEST: Secretary The motion for the adoption of the foregoing resolution was duly seconded by member, and upon vote being taken thereon,the following voted in favor thereof: Chair , Commissioners and and the following voted against the same: whereupon said resolution was declared duly passed and adopted. Res.2013-10 3 of 3 LOGISMap Output Page LUTHER BROOKDALE VOLKSWAGEN Legend I +='� � _� � .." �. � � •q� ' Street Name Labels 1 House Number Points Municipal Boundary Apr c F1Lakes&Streams -d �" 'a Parks y Parcels 2012 Aerial Photo nn � i �'�} q. uz ,'t� ,t4 � =ia 4agaAa-aq-a 1�111l� � i jr all ry x. r, �, �-•,� �� _ sera I ,�e ,\ r -1� 1�' p 1p 'i A-a y�v�ti" qvl {g gg . xQR ` 111 9�ij k 6801-6837 BROOKLYN BLVD. ij r + PID: 3411921220018 � A 4, ll ll-�ll� I� 9L 6837 Brooklyn Blvd �-,J,��,�� ' Brooklyn Center, MN 55429 a http://gis.logis.org/LOGIS_ArcIMS/ims?ServiceName=bc logismap_pvsde&ClientVersion=4.0&Form=True&Encode=False[7/1/2013 10:15:51 AM] MEMORANDUM DATE: July 2, 2013 TO: Tim Benetti, Planning and Zoning Specialist FROM: Steven J. Jankowski,Assistant City Engineer SUBJECT: Public Works Special Use Permit Site Plan Review—Luther Volkswagen The Public Works Department staff has reviewed the following plan sheets which have been prepared by Landform and are all dated June 11, 2013. C-001 Civil Title Sheet C-101 Existing Conditions C-102 Demolition C-201 Site plan C-301 Grading, Drainage, Paving&Erosion Control C-401 Utilities E-201 Photometrics L-201 Landscape Plan These submissions have been prepared for the demolition of two buildings on the site and the construction of a single new building.The following recommendations, comments and conditions are provided: Plan Items 1. Sheet C-102. Existing water and sanitary sewer shall be disconnected, removed and plugged or bulkheaded at the main as necessary prior to building demolition. 2. Sheet C-201 a. No monument or pylon signs were noted on this site plan. If anticipated,the location of such signs should be identified and should not encroach into the right of way and or easements. b. Concrete driveway aprons along 68th Avenue must follow City standard details. 3. Sheet C-301 a. Revise the location of the northerly proposed rock entrance off of Brooklyn Boulevard. It appears on the concrete access which is to be saved. b. The grading near both entrances on to 68th Avenue should be modified to insure that stormwater does not leave the site. c. Provide additional details and plans on the placement of the retaining wall along the west edge of the property, which should include: its location relative to the property line and silt fencing; materials; and typical section of the wall. 4. Sheet C-401. a. Provide pretreatment before all storm water treatment facilities and/or prior to connections to the City's storm water system. b. Fire and domestic water services must be separated prior to entering the building. Domestic and fires services must have separate exterior gate valves or PIVs to allow isolation of individual water services lines. Luther Volkswagen Special Use Permit—Site Plan Review Page 2 July 2, 2013 5. Sheet L-201. Revise the landscape plan to insure that the drive entrances onto 68th Avenue comply with the sight triangle requirements of section 25-802 of City Code when the tree species proposed reach their mature dimensions. 6. Irrigation is required for the site.An irrigation plan must be provided. General Items 7. The final construction plans must be certified by a licensed engineer in the state of Minnesota and forwarded to the City Engineer for approval. 8. A review of this development is required by the Shingle Creek Watershed Management Commission.All City and Watershed storm drainage,treatment and infiltration standards are required to be met.Hydraulic and Hydrology storm water calculations documenting the basis of the proposed design must be submitted for review and approval. 9. All work and materials must conform to the City of Brooklyn Center's standard specifications and details.The City's standard details must be included in the final site plans. 10. A general project phasing plan must be provided for the development. 11. During construction of the site improvements and until the permanent turf and plantings are established,the developer will be required to reimburse the City for the City's administration and engineering inspection efforts. 12. Upon project completion,the applicant must submit an as-built survey of the property, improvements and utility service lines and structures,and provide certified record drawings for any associated private and/or public improvements prior to issuance of the certificate of occupancy. The survey must also verify that all property corners have been established and are in place at the completion of the project as determined and directed by the City Engineer. 13. Inspection for the private site improvements must be performed by the developer's design/project engineer.Upon project completion,the design/project engineer must formally certify through a letter that the project was built in conformance with the approved plans and under the design/project engineer's immediate and direct supervision.The engineer must be certified in the state of Minnesota and must certify all required as-built drawings. 14.The applicant must conduct fire flow testing of the water system in the presence of Public Works Utility staff. The applicant must provide sufficient data to the City Building Official to document the extent of fire flow capacity for the proposed building. 15. Provide vehicle turning and tracking movement diagrams for delivery vehicles and garbage trucks. 16. Provide details for pedestrian and bicycle facilities throughout the site (e.g. bike racks, benches,trail and sidewalk connectivity plans to internal and regional systems, etc.). 17. Provide a travel demand management plan. 18. The plan has been forwarded to Hennepin County for review and comment;the developer shall comply with all conditions required by Hennepin County. 19. The applicant shall be responsible for coordinating site development plans with all private utility companies(Xcel Energy,CenterPoint Energy,Qwest Communications,Comcast,etc.) Easements and Agreements 20. A Construction Management Plan and Agreement is required that addresses general construction activities and management provisions,traffic control provisions,emergency management provisions, storm water pollution prevention plan provisions,tree protection provisions,general public welfare and safety provisions,definition of responsibility provisions,temporary parking provisions,overall site condition provisions and non-compliance provisions.A$5,000 deposit will be required as part of the non-compliance provision. 21. A development/subdivision agreement will be required that includes all conditions of the project approval, subject to the final site plan approval by the City Engineer. Luther Volkswagen Special Use Permit—Site Plan Review Page 3 July 2, 2013 22. A Performance Agreement is required that includes all conditions of the project approval,subject to the final site plan approval by the City Engineer. 23. An overall Easement Agreement is required that will provide the City perpetual accessibility to all private utilities and storm drainage areas to inspect and enforce proper utility service and maintenance for the entire site.This easement agreement also includes private inspection, maintenance,and reporting responsibilities.Easements to provide utility service to the development should be dedicated as necessary. 24. Private site appurtenances(e.g. light poles,signs etc.)shall not encroach into public easements.If such an encroachment exists and is determined by the City to be not adverse to the public interest, such encroachments will require an Encroachment Agreement. 25. A 10 foot drainage and utility easement around the perimeter of the site must be dedicated to the City. Anticipated Permitting 26. The following City of Brooklyn Center permits are required:demolition permit,land disturbance permit,building permit, utility disconnect and connection permit and a driveway cut permit. 27. A Hennepin County permit is required for any work within County right-of-way and/or for driveway work along Brooklyn Boulevard. 28. A Minnesota Pollution Control Agency NPDES storm water construction permit is required. 29. A Shingle Creek Watershed Management Commission(SCWMC)plan review and approval is required. 30. Other permits not listed herein may be required. It is the Responsibility of the applicant to obtain such permits as warranted. Prior to Issuance of LandAlteration and/or Building Permit 31. The construction of project will require an encroachment on an adjacent property.Documentation must be submitted showing authorization for this activity. 32. Copies of all required permits must be provided to the City. 33. Final construction plans and specification must be submitted and approved by the City Engineer/ 34. A letter of credit or cash escrow shall be deposited with the City in the amount of 100%of the estimated cost determined by the city to comply with land alteration requirement,site improvement, and restoration of the site.The city may reduce that amount of the surety if work is completed and accepted. 35. The Construction Management Plan and Agreement has been executed and the associated separate cash escrow has been deposited with the City. 36. An executed easement agreement must be provided. 37. A preconstruction conference is scheduled and held with City staff and other entities designated by the City. 38. All storm water pollution prevention plan(SWPPP)BMPs must be installed prior to any disturbance of the property. All aforementioned items,comments and recommendations are provided based on the information submitted by the applicant at the time of this review.The site plan must be developed and maintained in substantial conformance with the referenced plans,unless modified by the staff recommended conditions above. Subsequent approval of the final plan may require additional modifications based on engineering requirements associated with final design of the water supply,storm drainage,sanitary sewer,final grading,geometric design and other design elements as established by the City Engineer and other public officials having jurisdiction over approval of the final site plans 1 3 L BA BAITER ASSOCIATES, INC. ARCHITECTS 150 S Fifth Street,Suite 1425 Minneapolis,BIN 55402-1200 Phone:612.339.8601 Fax:612.339.5668 # s t� Q) VOLKSWAGEN r.. Brooklyn Center, MN B New Facility ; E � Issued: Rta.` ilr�arll� �r�lr � � 41 Luther Brookdale i • s I hereby certify that this plan,specification or report was prepared by me or under my direct supervision and that I am a duly licensed ARCHITECT under the laws of the state of MINNESOTA Nguyen T.Hoang n Date: License No: xx/xx/xxxx 5D034 Sheet Title Proposed Exterior Scale N.S_ Sheet Number Date 0512•13 (M_1 Comm No 2540 02013 1 `� 3 F- J I 5 I e L BA BAKER ASSOCIATES,INC. ARCHITECTS 150 60UTH —T- -N=0-8. 9PREET � y(��• MMN 3 00 ] Luther Brookdale Volkswagen E TELE gyp.3388801 *VOLKSWAGEN > C-I MN Sheet Index New Facility C%*hW1.. 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ARCHITECTS OVOLKSWAGEN Brooklyn Center,MN New Facility 12 cav arum- 1� 2AM - ;IIYL ° 11`1 9 ® 1'� _�J .... I a O` i O- r�� - i -- - ; Ili II --- ------- F I __J eo reaYf 77 t B 41 B run A A Fftt F�—mw Z-0 i t2W 1 2 4 J I I Y I a I L BA BAITER ASSOCIATES.INC. ARCHITECTS 1311 I+()I"T11 NIFT11 l±llilslCl SI1'Pt:IiT.i 1`F:W:I'NOa\k:(112.9:1°.q(NR D G D E 6 N J K L how ®VOLKSWAGEN a�wyn Cedar,MN I I I New Facility --- 1 • 1 Dw ."� U Id1�L `7' O 0 _—_—_—_ _ _ 9 1 I I li o— :T 1T IT T m•g• I U --0 - - --- — - u o T - I I I I I I I 1 — L___J � I TwF f___l I I i W I - - I I 1 I I I I I H EJI Gl FD 16 B Eaeord For P1en ' 85 3�•.p_m•b wn�.,...eso.. A A )ov noox �wAa 8vcwd Floor Plan L9•.F�' Z 02 poll 1 I 2 I 3 I I ° 4 Q IT BA BAKER ITECTS ASSOCIATES,INC. 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The three single family parcels are locally addressed as 3955, 4001 &4007—69th Avenue North, and consists of 1.78 acres in total area. As part of this rezoning request, Luther is also requesting a separate PUD Amendment to include the proposed rezoned parcels into their Luther Toyota-Honda Planned Unit Development, approved in 2008 and modified with additional approvals in 2011. This report will provide background information, an analysis, and suggested recommendations to this rezoning request. This item is being presented under a public hearing, with proper notice published in the local newspaper and mailed to the surrounding property owners. BACKGROUND The Luther Company acquired all of the land for its new Honda-Toyota dealership businesses on both sides of Brooklyn Boulevard, generally between I-94 and 691h Avenue North, as well as two single family homes off of 69th Avenue. This redevelopment included the remodeling and expansion of the dealership at 6801 and 6837 Brooklyn Boulevard referred to as the "Luther West Side Development" (Planning Commission Application No. 2008-003) plus the two new automobile dealerships recently developed and completed on the adjacent properties, addressed as 6700 and 6800 Brooklyn Boulevard ("Luther Auto East Side Development") On July 17, 2008, the Planning Commission adopted Planning Commission Resolution No. 2008-005, which recommended the rezoning of the five (5) parcels owned by Luther Auto from C-2 Commerce and R-3 Multiple Family to PUD/C-2 Planned Unit Development/Commerce. This PUD also considered the overall development plan of the site, which illustrated the original layout of the two dealership sites. A majority of this Luther East Development was previously zoned C2 (Commerce) when purchased by Luther, except for the two single-family sites at the northeast corner of the site, which were zoned R3 Multiple Family Residence at that time. On July 28, 2008, the City Council adopted Resolution No. 2008-81, which approved the rezoning and the new development plan for the new Luther Auto Honda-Toyota Planned Unit Development. The Council also approved the replatting of this land under the now completed and recorded `Bri Rezoning-Luther PC 07/11/2013 Page 1 Mar 2nd Addition"plat. The subject area is situated across from RI Single Family Residence District, separated by a fairly wide, 4-lane/divided roadway system (691h Avenue); R3 Multiple Family Residence to the east and south; and as noted previously the PUD/C2 zoning to the west. The R1 district across the street is separated from this site by the four-lane divided roadway system of 69th Avenue North, which is nicely buffered by the extra wide right-of-way (note: the City acquired a number of single-family residences in the late 1990's to provide for this wider width, and installed a 10- foot trail and wooden screening fence along the abutting R1 residences along this roadway). The adjacent R3 zoned parcel to the east of the subject site is owned by the City of Brooklyn Center and contains the city's Water Tower No. 1. There are no plans to remove this tower or convey any portion of this land to Luther. To the south of this site are the Victoria Townhouse Apartments (6740 Grimes Avenue N.), which contain 48-units, serving primarily low to moderate income individuals and families. The three subject parcels under this consideration have also been acquired and are slated to be cleared by Luther Auto to facilitate the expansion of their recently opened Honda dealership. This area is planned to be converted into additional vehicle storage only. In order to include this area into their auto development, the land must be rezoned. As noted, the new Luther Honda/Toyota development was approved with an overall PUD/C2 (Planned Unit Development/Commerce) district zoning, and these new lots need to take on this same zoning to facilitate this expansion. LUTHER HONDA- REZONING PARCELS 4 I' 4 Pau 4s e k A A4 3955-4001•4007 69TH AVENUE N. Rezoning-Luther PC 07/11/2013 Page 2 This rezoning is unable to take place until the land use is amended, since all city zoning must be consistent with the underlying land use for certain areas. As the Planning Commission is aware, this proposed land use amendment was presented under separate request item by the City of Brooklyn Center (on behalf of Luther) at the June 26th regular meeting. This rezoning will only become effective and subject to the official acceptance and adoption of this land use change by the Met Council and Brooklyn Center City Council. LAND USE & ZONING HISTORY As noted in the June 26th Planngin Report regarding the land use change, the subject lots has not undergone any significant changes throughout the last four decades. In 1961, the subject site was and most of the surrounding properties were zoned Single Family. The areas to the west of the site (which contained the original car dealership lot) was zoned B-3 (General Business District), which was the precursor to the City's current C2 Commerce District. Sometime between 1970 and 1974, staff discovered the subject site and surrounding properties were rezoned from R1-Single Family to R3-Multiple Family Residence. To the best of staff's knowledge, this site and the surrounding parcels have remained under the R3 District since this 1974 Zoning Map publication. Since 1982, the City three previous comprehensive plans identified this same area under a general "Single Family" land use designation, even though the land was zoned R3 since at least 1974. R3 1 RS �� Y mr«ave« E CI PUOCZ Subject Site DI 'S PUWC2 R3 r:•ny t.t � R3 h C2 PUD/C2 Fill! PA ZONING DISTRICTS RI One Family Residence CARS/R4 OMeelServlca 6 Multiple _. �. ._ ._... _ _ .... Family Residence R27WO Family RssiMnu yyyryp}� rVi1 D1 Planned Family Res. R3 Multiple family Residence De 4. R4 Multiple Family Residence PUD/R3 Planned Unit OevelopmenUMutti-Family RS Multiple Family Residence, PUD/C7 Phoned Unit z a R6 Multiple Family Residence Oevslop—mlOKce-Service b' woeecst[a.« I�\✓ �%. z R7 Multiple Family Residence PUDICIA Planed Unit d \ DevelopmenUOlfiee3ervlce Cl CI Eervin/OIRee GARDEN �PUDIC2 Planned Unit mTM.vc« ,CVR5R4 �. ® CIA SwicelO7fke DevelopmsntiCommerce Yl C2 Commerce y Devel Planned Unit DaveloDmenNndustrNl Part i I-1 Industrial Park GnRDEN Cott PUO-MIXED CI ELEMENTMY -I@ General Ind.," C.m.1 Commerce Ovanay District z R5. L�_A 01 Public Open Space t .c_".02 Public S Private Open Space Rezoning-Luther PC 07/11/2013 Page 3 ANALYSIS As with all rezoning requests, the Planning Commission must review the rezoning proposal based on the Rezoning Evaluation Policy and Review Guidelines contained in the zoning ordinance. The policy states that rezoning classifications must be consistent with the City's Comprehensive Plan and must not constitute "spot zoning", which is defined as a zoning decision which discriminates in favor of a particular land owner and does not relate to the Comprehensive Plan or accepted planning principals. Each rezoning proposal must 'be considered on its merits and measured against the City's policy and against the various guidelines, which have been established for rezoning review. The following is a review of the rezoning guidelines contained in the zoning ordinance as we believe they relate to the applicant's comments and their proposal: a. Is there a clear and public need or benefit? It is staff's opinion that this rezoning and related development plan for these three parcels can be viewed as meeting a clear and public need or benefit to the community, as it is consistent with the general redevelopment criteria established by the City and also consistent with the City's Comprehensive Plan. The rezoning will provide an ideal opportunity for the planned improvements by the Developer to their new Honda dealership site, by helping to expand and install additional parking needed for this new auto dealership. The redevelopment will provide an increase to the tax base in the community and may provide additional full-time employment opportunities. This rezoning and expansion will not be a detriment to the neighborhood, and should have a positive effect on the community. The parking expansion and the combination of the three parcels under a unified PUD designation rather than using the standard zoning, provides the flexibility the Applicant seeks in expanding this site. Overall, this development plan will be compatible with the goals and policies of the City's Comprehensive Plan and underlying land use plan. It is staff's opinion that this redevelopment proposal can be seen as meeting a clear and public need or benefit if it is consistent with the redevelopment criteria established by the City. The expanded redevelopment of this site will provide a balance to the overall business needs of the community and the other needs of adjoining properties. The redevelopment will provide an increase to the tax base in the community and may provide additional full-time employment opportunities. b. Is the proposed rezoning consistent and compatible with the surrounding land use classifications? It is staff s belief that the proposed rezoning will be consistent and compatible with those surrounding uses, especially if the land use change is approved. Moreover, the zoning provides additional setbacks and landscaping measures that provide buffers and screening measures, which were implemented to alleviate any impacts to the surrounding uses. Rezoning-Luther PC 07/11/2013 Page 4 c. Can all proposed uses in the proposed zoning district be contemplated for development of the subject property? The subject site has been targeted for future expansion and incorporation into the previously approved and adjacent Luther Auto PUD project. These lots have been or will be cleared by the developer, and the City supports this business expansion into this area and made part of the current planned unit development. Under this proposed PUD and the related development/site plan, the proposed use as a parking area is allowable and permitted [accessory] use in the C2 District. The creation of this PUD will allow for limited flexibility to the Applicant in providing reduced buffer requirements, which will be addressed under the Development/Site Plan review. The City will identify and provide under a future PUD agreement certain restrictions and uses allowed or approved for this site, and may identify and provide for needed standards or requirements as the development dictates or as the Planning Commission and City Council require. d. Have there been substantial physical or zoning classification changes in this area since the subject property was zoned? In terms of physical and/or zoning classification changes, this area of Brooklyn Boulevard and 691h Avenue (including the subject site and the immediate surrounding properties)has seen some of the most significant changes approved or experienced by the City, especially the last 10-12 years. In the early 1990's, the City commissioned a Brooklyn Boulevard Amenities Study, which planned for certain roadway and amenity improvements along this corridor, from I-694 northward. Brooklyn Boulevard began seeing improvement installed in 2000-2002 as part of the Hennepin County project, which included widening the roadway, new medians,trails and sidewalks and decorative street lighting. The project also included the City's coordination of various landscape amenities as part of this reconstruction, which included landscaping nodes placed at the corners; colored concrete pavers; ornamental iron fences; ornamental benches; landscaping islands, and ornamental pedestrian light fixtures. Most of these improvements are evident today, especially in and around this Brooklyn Blvd. and 69th Avenue intersection. In 2002, the "Boulevard Market" properties northwest of the subject site (directly across from Brooklyn Boulevard) were developed, which included a rezoning of a number of R1 One Family Residence properties along with various commercial establishments zoned as C2 (Commerce), all of which were combined (replatted) and rezoned into a new overall PUD/C2 district. The PUD plans approved a 3,960 sf. Super-America convenience store/gas station/car wash; a 4,230 sf. restaurant or retail building; a 4,538 sf. Culver's Restaurant; and a 21,500 sf. multi-tenant retail building. Most of this development is complete except for the 4,230 sf. retail site. As part of this PUD plan approvals, the City authorized the reduction of parking/drive aisle setbacks and green strips along the Brooklyn Boulevard corridor, plus a significant reduction in the 35-foot buffer Rezoning-Luther PC 07/11/2013 Page 5 requirements from the adjacent residential neighborhood. Another significant change farther away, but near the area is the Northwest Family Services Center/CEAP office improvements at the corner of Brooklyn Blvd. and 71St Avenue N. This new PUD allowed the use of specific setback standards to provide green and open space areas from the existing neighborhood, flexibility in the location of interior lot lines, parking and structured parking setbacks, and the ability to deviate from the dedication of the standard side yard drainage and utility easements. One of the most significant and recent change in the area occurred in 2011, when the City re-authorized the PUD rezoning and an updated Development/Site and Building plans for the new Luther Honda and Luther Toyota City dealerships. As indicated previously in this report, the subject area has been guided as "SF Single Family" and while starting out as zoned R1-Single Family during the 1960's, it was inexplicably rezoned to R3 Multiple Family. The area continued to be used as single family uses and the site was never investigated or researched by outside developer for multiple family residential development, other than a proposal made in 1970 (which was actually denied). The adjacent properties along Brooklyn Boulevard eventually saw some changes, to both land use and zoning, but most of these changes were supported or recognized as being acceptable due to the commercial corridor that is present along this important city business corridor. e. In the case of City initiated rezoning proposals, is there a broad public purpose evident? This evaluation criterion is not applicable in this case because it is not a City initiated rezoning proposal, but rather a developer initiated proposal. E Will the subject property bear fully the ordinance development restrictions for the proposed zoning district? Staff believes the PUD Amendment proposal (and rezoning of the three parcels) will bear fully the development restrictions for this Planned Unit Development without any significant deviations or modifications from the standard ordinance requirements. The property line abutments will have sufficient buffer, setback and screening as called for in the ordinance. g. Is the subject property generally unsuited for uses permitted in the present zoning district with respect to size, configuration, topography or location? The subject site currently contains 1.76 acres of land area, with one vacant single family residence. The current zoning of R3 Multiple Family Residences would allow approximately 14 units based on the required 5,400 sf. (land area) per unit. But with the 35-foot and 40-foot setback requirements, the buildable space becomes quite limited, especially on these old, single family lots. A multi-family development also becomes hindered or less attractive due to the median controlled 691h Avenue roadway, which is where access would need to be given. Acquisition or transferring of the lots to the Rezoning-Luther PC 07/11/2013 Page 6 adjacent Victoria Apartments for their own expansion would have been possible, had they expressed any interest to expand their own residential campus. However, the city is not aware of any efforts to expand this affordable housing site since its creation in 1979. The expansion of the dealership's parking area is generally suited for this area and those permitted under the current [underlying] C 1 and C2 zoning districts. The Applicant intends to combine these three parcels together under possible plat or lot combination process. Combination of these lots eliminates three driveways onto 69`" Avenue, which is projected to carry increased traffic as Brooklyn Boulevard and the surrounding area redevelops. Generally speaking, it is the City's position that inappropriate single family residential uses in and around this Brooklyn Boulevard corridor should be replaced with other uses. To continue with the residential uses, especially single-family, would be inappropriate. Consolidation is necessary for commercial redevelopment. h. Will the rezoning result in an expansion of a zoning district warranted by: 1. Comprehensive Planning; 2. Lack of developable land in the proposed zoning district, or; 3. The best interest of the community? The new PUD/C2 zoning should comply with the current 2030 Comprehensive Plan, subject to the successful outcome of the proposed land use change from Single Family to RB-Retail Business. The Applicant's desire of combining parcels works best to effectively control development and traffic along this busy 69th Avenue roadway corridor. Through the Planned Unit Development process,the City can negotiate controls of land use as promotion to the community's best interests. A change to commercial land use falls reasonably within the established surrounding land uses and for those planned in this sector of the city. In general, Staff would support this PUD proposal as it does appear to have merit beyond just the particular interests of the developer and should lead to redevelopment that can be considered consistent and compatible with surrounding land uses. The proposal is consistent with the City's Comprehensive Plan for this area and can be considered in the best interests of the community. i. Does the proposal demonstrate merit beyond the interests of an owner or owners of an individual parcel? Staff believes that the new zoning has merit beyond just the particular interests of the City and/or the developer(s), in that it provides an ideal opportunity for a planned unit development which provides for an ideal opportunity to provide a small expansion to an already successful Honda dealership site. This new PUD zoning will assist in the redevelopment and transformation of this site that can be consistent and compatible with surrounding land uses. The zoning would provide an opportunity for quality development that is consistent with the City's Comprehensive Plan and be considered in the general best interests of the community. Rezoning-Luther PC 07/11/2013 Page 7 PUD AMENDMENT ANALYSIS The original 2008 Luther Brookdale Honda-Toyota PUD was approved based on the following considerations: 1) The rezoning of the entire planned development site from C2 (Commerce) and R3 (Multiple Family Residence)to new PUD/C2 (Planned Unit Development/Commerce) District. 2) The creation of two new lots under a new Bri-Mar 2nd Addition, specifically: a) Lot 1, Block 1, Bri Mar 2nd Addition(the northerly lot) consisting of 8.17 acres, reserved for the new Brookdale Honda Dealership, addressed as 6800 Brooklyn Boulevard; and b) Lot 2, Block 1, Bri Mar 2nd Addition(southerly lot), consisting of 8.23 acres, reserved for the development of a new Toyota dealership, addressed as 6700 Brooklyn Boulevard. 3) The development of a new Honda dealership facility with 53,277 sq. ft. of showroom, office, service operation and storage facility; and a new(separate) Toyota dealership facility with 56,521 sq. ft. of showrooms, office, service operation and storage facilities. 4) Allowing an automobile repair facility abutting R-1, R-2 or R-3 zoned property; 5) Waiving the requirement to combine 4215- 69th Avenue North into a single parcel with 6800 Brooklyn Boulevard because of common ownership and common use; and 6) Allowing a slight encroachment into the 15 ft. green strip at the southwest corner of the Toyota site to allow a decorative main display pad with a pergola and a fence and a "Welcome to Brooklyn Center" ground message. In 2011 Luther Company requested subdivision plat approval of their proposed Bri Mar 2nd Addition, which replatted five parcels into the two, larger lots. Luther also submitted a request for minor amendment to the previously approved 2008 planned unit development(PUD)with the following modifications: 1) Allow the Honda dealership building to be reduced from 53,277 sf. to 52,228 sf.; 2) Allow the Toyota dealership building to be reduced from 56,521 sf. to 53,830 sf.; 3) Allow the two dealership building to modify their original footprint (overall shapes) and readjust their positions on the new individual lots; 4) Minor parking lot improvement modifications; and 5) Revise the original 2008 preliminary plat submittal of Bri Mar 2nd Addition by readjustment of lot lines between the Honda and Toyota dealership sites; and include the former Pilgrim Cleaners parcel (4215 69th Avenue N.) into the Honda lot. Rezoning-Luther PC 07/11/2013 Page 8 Both the PUD Amendment and Bri-Mar 2nd Addition plat were approved that same year, and construction of the two dealership facilities began in the latter part of 2011 and completed in late 2012. Under this PUD Amendment, Luther is again requesting an amendment to the original 2008 Luther Honda-Toyota PUD, by simply incorporating the three residential lots into said PUD. These lots have been acquired by Luther, and have either been cleared or awaiting removal by Luther. Luther only intends to use the 1.78 acres of land area for additional vehicle parking and storage for the new Honda dealership site; no buildings are planned for this area. The plans call for this area to be laid out or striped for 305 new spaces. Most of these spaces will be demarcated for tandem vehicle (end-to-end) parking spaces. Normally, this would not be allowed in typical commercial developments; however, since Luther has made it clear this area is simply to provide vehicle storage, with no employee or customer parking permitted, this should not pose any problems to the overall use and travel ways through the main dealership sites. As noted previously, the lots are currently zoned R3 Multiple Family Residence, and are under separate consideration to change the underlying land use from SF Single Family to RB Retail Business, and rezone to PUD/C2. Assuming if the land use change and zoning to PUD/C2 were to take place, the parking setbacks for this area would be as follows: Front yard= 15-feet Rear Yard= 35-feet; Side Yards= 35-feet A normal parking setback from a street right of way is 15-feet. The other 35-ft. setbacks reflect additional buffer requirements under Section 35-412, which requires the added space for screening and landscaping wherever C2 zoned developments abut an R1, R2 or R3 zoned property. The properties to the east and south of this area will remain under the R3 zone. As part of this amendment request, Luther is requesting the allowance of reduced setbacks for this parking area. The plans maintain the 15-foot setbacks along 69th Avenue; while reducing the 35-foot setbacks along the east and south boundary lines (abutting R3 lands) to 25 feet. Within these reduced buffer areas, Luther fully intends to complete an aggressive landscaping and screening plan to alleviate and minimize any impacts caused by this encroachment, and will provide similar fencing and landscaping along the northern boundary abutting 69th Avenue. Although the city does have any details just yet, plans call for a 10-foot high fence along the southerly boundary line to the Victoria Townhome Apartment complex; and an 8-foot high fence along the west boundary line with the city-owned parcel; and an 8-foot and 6-foot fence along the northerly areas. The 8-foot fence and landscaping along 69th Avenue should provide suitable screening and security for this additional parking area. The physical edge of the parking sits approximately 50- feet from the 69th Avenue curb-line, with a potential 34-ft. + boulevard to be created when the three lots are platted later in the future. Prior to the official opening of the two dealerships on November 5, 2012, the Developer served notice to the City that they had completed all of the private improvements identified in the Rezoning-Luther PC 07/11/2013 Page 9 approved PUD development plans, with the exception of the following items: • Replacement of approximately 960 ft. of existing fence along the common rear lot lines; • The construction of a new fence along the side lot line of 4007 69th Ave.; • Replacement of approximately 580' of decorative fence along 69th Ave.; and • The landscaping along the eastern lot line, adjacent to the residentially zoned properties. The delay in completing these improvements specifically related to an option the Developer was working on with Planning Staff to upgrade a proposed 8-foot cedar fence for screening to an 8 to 10-foot high, decorative masonry wall. The City Council/EDA recently determined the feasibility of allocating Tax Increment Housing Improvement funding to assist in this new decorative, masonry screening wall for the new Luther Honda-Toyota dealership site. Staff further anticipates that with enough TIF assistance and funding, the Developer may be able to provide the 8-10 foot high decorative screening all along the entire boundary lines abutting the R3 zoned lands, which is extensive. At this time, Luther is awaiting multiple decisions on the additional parcels of land they wish to incorporate into their 2011 Luther Honda-Toyota PUD, which include a land use change, PUD Amendment (updated development plans) and rezoning. Staff anticipates once Luther is assured of these related land use decisions, they will proceed accordingly and complete all of the new fencing, landscaping and wall improvements. The planned improvements noted on the PUD Amendment plans appear sufficient and appropriate for the three areas. There are no other plans to amend the main portions of the Luther Honda-Toyota PUD at this time, and all the consideration of approval and standards approved under the original 2008 PUD and modified by the amendment in 2011 shall remain in effect, except for those modified or appended to the Luther PUD Agreement as noted herein. RECOMMENDATIONS The rezoning element of this proposed PUD Amendment application(rezoning and site plan) can be given a favorable recommendation, since City Staff feels this rezoning portion meets the criterion used to evaluate such change, and the proposed concept plan associated with this PUD would be an acceptable means of achieving what the Applicant seeks in the redevelopment of this site. Therefore, Staff recommends the Planning Commission consider and also recommend approval of this proposed zoning change of this site from R3 Multiple Family Residence to PUD/C2 (Planned Unit Development/Commerce) district, based on the following findings, which are also memorialized in the attached Planning Commission Resolution No. 2013-11: A. The proposed rezoning appears to demonstrate a clear and public need or benefit to the community and regional area, as it will improve the appearance of the city and enhance the quality of life, property values and civic pride in this neighborhood area; B. The rezoning and its related development proposal will not be a detriment to the neighborhood, and should provide a positive effect on the community; subject to the site Rezoning-Luther PC 07/11/2013 Page 10 plan issues being fully resolved by the City and Applicants; C. The rezoning will facilitate the redevelopment plan of this site, which will be compatible with the goals and policies of the City's Comprehensive Plan and underlying land use plan. D. The proposed zoning is consistent and compatible with the surrounding land use classifications; E. The proposed rezoning will provide an opportunity to provide an ideal redevelopment of a targeted area for the community's commercial sector, especially around the Brooklyn Boulevard and 691h Avennue North corridor areas, and will help stimulate new investments in the neighborhood and community. F. The proposed rezoning will enhance and strengthen City Center's economic viability and status in the regional market place by the following supporting statements: i. helps to increase employment opportunities, tax base and eliminates a vacant commercial building site; ii. provides for the redevelopment of a potentially obsolete and underutilized site into a use(s)that address needs in the marketplace; iii. The proposed rezoning and related development plan will provide an opportunity to create a new zoning district provides fora more flexible use of the commercial site and which encourages good design. With these findings, Staff recommends the Planning Commission provide a recommendation to the City Council to authorize the change of zoning of the subject site from R3 Multiple Family Residence to PUD/C2 (Planned Unit Development/Commerce) district, subject to the following conditions: 1. The Metropolitan Council approval of the land use amendment change of this site from"SF-Single Family"to"RB-Retail Business" designation. 2. The rezoning shall become valid only if the City Council adopts the proposed land use amendment change (under separate consideration), and accepts and approves the final development/site and building plans for this Planned Unit Development. 3. The rezoning is subject to the successful acceptance and approval by the City Council of the final development/site plan proposed for the subject site. 4. All conditions noted in the City Engineer's Review Memorandum (dated 07/02/2013) and all other subsequent or updated conditions required by the City Engineer are submitted and/or fulfilled. Rezoning-Luther PC 07/11/2013 Page 11 Furthermore, the PUD Amendment as presented also appears to be a reasonable request and redevelopment of this land area, and the reduced parking setback and buffer requirements can be allowed due to the mitigation plans by the Developer in providing the screening and landscaping as presented. Therefore, Staff recommends the Planning Commission consider and also recommend approval of this proposed Planned Unit Development Amendment to the 2008 Luther Auto Brookdale Honda-Toyota PUD, based on the following findings, which are also memorialized in the attached Planning Commission Resolution No. 2013-11: 1. The Planned Unit Development Amendment is compatible with the standards, purposes and intent of the Planned Unit Development section of the City's Zoning Ordinance. 2. The Planned Unit Development Amendment proposal will allow for the utilization of the land in question in a manner which is compatible with, complimentary to and of comparable intensity to adjacent land uses as well as those permitted on surrounding land. 3. The utilization of the property as proposed under the Planned Unit Development Amendment is considered a reasonable use of the property and will conform with ordinance standards, except for allowing the reduced parking setbacks from the east and south boundary lines, from 35-feet to 25- feet in both areas. 4. The modifications from the Zoning Ordinance standards as noted in No. 3 above are justified on the basis of the development being an appropriate redevelopment of this area and that they are offset or mitigated by various factors contained in the approved development plan. 5. The Planned Unit Development Amendment proposal is considered consistent with the recommendations of the City's Comprehensive Plan for this area of the city. 6. The Planned Unit Development proposal appears to be a good long range use of the existing land and this redevelopment can be considered an asset to the community. 7. Based upon the above considerations, it is believed that the guidelines for evaluating Planned Unit Development as contained in Section 35-355 of the City's Zoning Ordinance are met and the proposal is, therefore, in the best interest of the community. And subject to these separate findings, Staff recommends the Planning Commission provide a recommendation to the City Council to authorize the Planned Unit Development Amendment to the 2008 Luther Auto Brookdale Honda-Toyota PUD, subject to the following conditions: Rezoning-Luther PC 07/11/2013 Page 12 1. The Developer shall submit for future Planning Commission review the final site development plan of this vehicle parking/storage area. The plans shall include or acknowledge the extension of underground irrigation systems to cover boulevard areas, including all areas inside and outside the new walls and/or fences. 2. No land disturbance or building permit will be issued for construction of the proposed parking area or any improvements in this area, until the Developer combines the three lots subject to this amendment process into one single - use lot with Lot 1, Block 1, Bri Mar Second Addition ( Honda Dealership Lot) or steps have been made by the Developer to make application for completing the subdivision plat. 3. All conditions noted in the City Engineer's Review Memorandum (dated 07/02/2013) and all other subsequent or updated conditions required by the City Engineer are submitted and/or fulfilled. 4. The Developer shall enter into a PUD agreement with the City of Brooklyn Center to be reviewed and approved by the City Attorney prior to the issuance of building permits. Rezoning-Luther PC 07/11/2013 Page 13 MEMORANDUM DATE: July 2, 2013 TO: Tim Benetti, Planning and Zoning Specialist FROM: Steven J.Jankowski,Assistant City Engineer SUBJECT: Public Works PUD Amendment Site Plan Review—Luther Brookdale Toyota Parking Expansion The Public Works Department staff has reviewed the following plan sheets which have been prepared by Landform and are all dated June 11, 2013: C-001 Civil Title Sheet C-101 Existing Conditions C-200 Site Expansion Overall Plan C-201 Site Expansion Enlarged Plan These submissions have been prepared for an amendment to planned unit development(PUD) of the Luther Honda and Toyota site located at 6700 and 6800 Brookdale Boulevard to include the rezoning of three residential lots adjacent to site.The following recommendations, comments and conditions are provided: Plan Items 1. The following item(s)are required PUD application and review items that have not been provided and/or included with the application and drawings as required by City Ordinance 35-355 and likewise have not been evaluated as required: a. Removal Plans b. Utility Plans c. Drainage Plans d. Grading, Temporary Erosion Control and Permanent Erosion Control Plans e. Lighting Plans f. Landscape Plans detailing species and sizes must be submitted. g. Irrigation is required for the site. A copy of the irrigation plan must be provided. 2. A detailed plan showing the location of the fence and an architectural detail must be submitted. 3. It is understood that the proposed parking is for vehicle storage and is not to be construed as public parking since it does not meet the City standards for public parking. 4. The final construction plans must be certified by a licensed engineer in the state of Minnesota and forwarded to the City Engineer for approval. 5. This development is required by the Shingle Creek Watershed Management Commission to meet rate, quality, and volume requirements for the portion of the site disturbed. The City will provide review for meeting these requirements. The developer must submit necessary hydraulic and hydrology drainage calculations. Public Works PUD Amendment Site Plan Review - Luther Parking Expansion Page 2 July 2, 2013 6. All work and materials must conform to the City of Brooklyn Center's standard specifications and details. The City's standard details must be included in the final site plans. 7. Upon project completion,the applicant must submit an as-built survey of the property, improvements and utility service lines and structures, and provide certified record drawings for any associated private and/or public improvements prior to issuance of the certificate of occupancy. The survey must also verify that all property corners have been established and are in place at the completion of the project as determined and directed by the City Engineer. 8. Inspection for the private site improvements must be performed by the developer's design/project engineer. Upon project completion,the design/project engineer must formally certify through a letter that the project was built in conformance with the approved plans and under the design/project engineer's immediate and direct supervision. The engineer must be certified in the state of Minnesota and must certify all required as- built drawings. 9. The applicant shall be responsible for coordinating site development plans with all private utility companies (Xcel Energy, CenterPoint Energy, Qwest Communications, Comcast, etc.). Easements,Agreements and Platting 10. The applicant will be required to plat all parcels and combine with the adjacent Luther lot. 11.A declarations of covenants and restrictions agreement is required that includes all conditions of the PUD project approval. 12.A development/subdivision agreement will be required that includes all conditions of the project approval, subject to the final site plan approval by the City Engineer. 13.A 10-ft drainage and utility easement around the perimeter of the property shall be dedicated to the City at the time of replatting. 14.A Construction Management Plan and Agreement is required that addresses general construction activities and management provisions,traffic control provisions, emergency management provisions, storm water pollution prevention plan provisions,tree protection provisions, general public welfare and safety provisions, definition of responsibility provisions,temporary parking provisions, overall site condition provisions and non- compliance provisions. A $2,500 deposit will be required as part of the non-compliance provision.Through this document,the developer and property owner will acknowledge: a. The property will be brought into compliance within 24 hours of notification of a violation of the construction management plan, other conditions of approval or City code standards. b. If compliance is not achieved,the City will use any or all of the escrow dollars to correct any deficiency and/or issue. 15.A Performance Agreement is required that includes all conditions of the project approval, subject to the final site plan approval by the City Engineer. 16. An overall Easement Agreement is required that will provide the City perpetual accessibility to all private utilities and storm drainage areas to inspect and enforce proper utility service and maintenance for the entire site. This easement agreement also includes private inspection,maintenance, and reporting responsibilities. Easements to provide utility service to the development should be dedicated as necessary. Public Works PUD Amendment Site Plan Review-Luther Parking Expansion Page 3 July 2, 2013 17.Private site appurtenances (e.g. light poles, signs etc.) shall not encroach into public easements. If such an encroachment exists and is determined by the City to be not adverse to the public interest, such encroachments will require an Encroachment Agreement. 18. A cross-access driveway agreement is required between adjacent properties. Anticipated Permitting 19.A City of Brooklyn Center land disturbance permit is required. 20.A City of Brooklyn Center demolition permit is required for the removal of the existing residence. 21.A City of Brooklyn Center utility abandonment permit will be required. 22. A City of Brooklyn Center Permit to work within the right of way of 69th Avenue will be required to remove the three drive approaches and remove utilities. 23.A Minnesota Pollution Control Agency NPDES storm water construction permit is required. 24. A plan review will be required by the City to ensure that the standards of the Shingle Creek Watershed Management Commission(SCWMC) are met. 25. Other permits not listed herein may be required. It is the Responsibility of the applicant to obtain such permits as warranted. Prior to Issuance of Land Alteration andlor Building Permit 26. Copies of all required permits must be provided to the City. 27. Final construction plans and specification must be submitted and approved by the City Engineer. 28.A letter of credit or cash escrow shall be deposited with the City in the amount of 100% of the estimated cost determined by the city to comply with land alteration requirement, site improvement, and restoration of the site.The city may reduce that amount of the surety if work is completed and accepted. 29.The Construction Management Plan and Agreement has been executed and the associated separate $2,500 cash escrow has been deposited with the City, which is for the non- compliance provision.This escrow must be accompanied by the agreement and signed by the developer and property owner. 30. An executed easement agreement must be provided. 31. A preconstruction conference is scheduled and held with City staff and other entities designated by the City. All aforementioned items, comments and recommendations are provided based on the information submitted by the applicant at the time of this review.The site plan must be developed and maintained in substantial conformance with the referenced plans, unless modified by the staff recommended conditions above. Subsequent approval of the final plan may require additional modifications based on engineering requirements associated with final design of the water supply, storm drainage, sanitary sewer, final grading, geometric design and other design elements as established by the City Engineer and other public officials having jurisdiction over approval of the final site plans Luther Brookdale Honda/Toyota Motors Management Corporation Brooklyn Center, MN NARRATIVE FOR REZONING & PUD AMENDMENT JUNE 111 2013 F 0 R M INTRODUCTION On behalf of Luther Brookdale Honda/Toyota ("Motors Management Corporation"), Landform is pleased to submit concept plans for Rezoning and Planned Unit Development(PUD) Amendment. In addition, Luther Company, LLLP ("Motors Management Corporation") requests an extension for the existing Performance Agreement. Rezoning, PUD Amendment and a Performance Agreement extension approval allows for the new 1.78 acre expansion of the existing parking lot at this Luther dealership at 6700 and 6800 Brooklyn Boulevard in Brooklyn Center, MN. We are excited about the improvements proposed for this site. CONCEPT PLANS The new 1.78 acre expansion for a vehicle stock storage parking lot includes properties at 4007 69th Ave N, 4001 69th Ave N and 3955 69th Ave N that are located in the R-3 District(Multiple Family Residence). The Luther dealership is located within a PUD and subject to PUD Guidelines and the City Ordinance regulations. We have prepared concept plans that complies with the general purpose and intent of Design Guidelines, Master Plan, and City Ordinance for the new expansion of the existing parking lot on this site. Rezoninq The new 1.78 acres, zoned as R-3 (Multiple Family Residence) is proposed to be rezoned to PUD and subsequently replatted as part of Lot 1, Block 1, Bri Mar 2"d Addition. PUD amendment This PUD amendment would add the rezoned new 1.78 acres into the existing PUD subject to PUD conditions with the following exceptions. 1. South and East Yard The new concept plan provides a higher fence and planted screening reducing the required buffer on the south and east yard. The south yard abuts residential houses (zoned R-3) and the east yard abuts the City owned water tower(zoned R-3). The new concept plan provides a higher fence and plantings(located outside the fence toward neighboring uses) to improve screening, buffering and maximize the landscaped street area for the neighboring abutting uses. 2. Screening The new concept plan shows compliance with screening requirements by using a pre-cast concrete panel system on the south and east yard of the new 1.78 acres and the development at 6700 and 6800 Brooklyn Boulevard. The pre-cast concrete panel system uses four different heights to exceed screening requirements and matches the character of the Luther dealership architecture on-site. BAA13037 F O R M June 11,2013 Narrative for Rezoning&PUD Amendment 2 Performance Agreement The Luther Company, LLLP ("Motors Management Corporation") requests a one year extension for the Performance Agreement executed November 9, 2011. This extension approval would allow for new expansion of the existing parking lot at the Luther dealership at 69`h and Brooklyn Boulevard in Brooklyn Center, MN. SUMMARY We respectfully request approval of this Rezoning and PUD Amendment and extension of the Performance Agreement to allow the new expansion of the existing parking lot at the Luther dealership at 69`h and Brooklyn Boulevard in Brooklyn Center, MN. CONTACT INFORMATION This document is respectfully submitted by: Tracey Kinney, AICP Landform 105 South Fifth Street, Suite 513 Minneapolis, MN 55330 Any additional questions regarding this application can be directed to Steve Sabraski at ssabraski(jr�landform.net or 612.638.0243. BAA13037 F O R M June 11,2013 Narrative for Rezoning&PUD Amendment 3 Commissioner introduced the following resolution and moved its adoption PLANNING COMMISSION RESOLUTION NO. 2013-11 RESOLUTION REGARDING THE RECOMMENDED DISPOSITION OF PLANNING COMMISSION APPLICATION NO. 2013-010 AND 2013-011 SUBMITTED BY THE LUTHER COMPANY, LLLP TO REZONE PROPERTIES FROM R3 (MULTIPLE FAMILY RESIDENCE) TO PUD/C2 (PLANNED UNIT DEVELOPMENT/COMMERCE) DISTRICT AND PUD AMENDMENT TO THE 2008 LUTHER AUTO TOYOTA-HONDA PLANNED UNIT DEVELOPMENT, BY INCORPORATING THREE PARCELS OF LAND AREA (TOTALING 1.78 ACRES) INTO THE NEW HONDA AUTOMOBILE DEALERSHIP SITE, WHICH IS PART OF THE APPROVED 2008 LUTHER AUTO HONDA-TOYOTA PLANNED UNIT DEVELOPMENT, AND INCLUDES A PROPOSED SITE DEVELOPMENT PLAN TO PROVIDE ADDITIONAL VEHICLE STORAGE AND PARKING AREA FOR THE HONDA DEALERSHIP (ALL FOR THE PROPERTIES LOCATED AT 3955, 4001 & 4007—69'AVENUE NORTH) WHEREAS, Planning Commission Application No. 2013-010 submitted by The Luther Company, LLLP, requesting the rezoning from R3 (Multiple Family Residence) to PUD/C2 (Planned Unit Development/Commerce) District, for the properties located at 3955, 4001 &4007—69th Avenue North; and WHEREAS, the proposal comprehends the rezoning of the above mentioned properties to facilitate the planned and future redevelopment of the three parcels by incorporating the properties into the 2008/2011 Luther Brookdale Honda-Toyota PUD, to create additional vehicle parking and storage area for the Honda dealership site; and WHEREAS, Planning Commission Application No. 2013-011 submitted by The Luther Company, LLLP, requesting PUD Amendment to the 2008 Luther Auto Toyota-Honda Planned Unit Development, by incorporating three parcels of land area (totaling 1.78 Acres) into the New Honda Automobile Dealership Site, which is part of the approved 2008 Luther Auto Honda-Toyota Planned Unit Development, and includes a proposed Site Development Plan to Provide Additional Vehicle Storage and Parking Area for the Honda Dealership, for the properties located at 3955, 4001 &4007—69th Avenue North); and WHEREAS, the Planning Commission held a duly called public hearing on July 11, 2013, whereby a planning report was presented and public testimony regarding the rezoning and planned unit development amendment and its related proposed site development plan were received, and WHEREAS, the current zoning of R3 (Multiple Family Residence) district and underlying land use of SF-Single Family, as identified in the 2030 Comprehensive Plan would not Res.2013-11 1 of 5 allow the redevelopment of this site as planned by The Luther Company under such zoning and land use category; and WHEREAS, the City of Brooklyn Center is reviewing under separate application and public hearing process a land use amendment to the current 2030 Comprehensive Plan in order to change the current land use designation from"SF-Single Family"to "RB-Retail Business"; and WHEREAS, subject to a successful outcome of this land use amendment action,the City may allow the recommended rezoning of these properties; and WHEREAS, the Planning Commission considered the rezoning request in light of all testimony received, the guidelines for evaluating rezoning contained in Section 35-208 of the City's Zoning Ordinance, along with the provisions and standards of the Planned Unit Development district contained in Section 35-355 of the City's Zoning Ordinance; and AND WHEREAS, the Planning Commission also considered the planned unit development request in light of all testimony received, the guidelines for evaluating a planned unit development amendment as contained in Section 35-355 of the City's Zoning Ordinance. NOW, THEREFORE, BE IT RESOLVED by the Planning Advisory Commission of the City of Brooklyn Center to recommend to the City Council that Application No. 2012-010 submitted by The Luther Company, LLLP be approved based upon the following findings: 1. The proposed rezoning appears to demonstrate a clear and public need or benefit to the community and regional area, as it will improve the appearance of the city and enhance the quality of life, property values and civic pride in this neighborhood area; 2. The rezoning and its related development proposal will not be a detriment to the neighborhood, and should provide a positive effect on the community; subject to the site plan issues being fully resolved by the City and Applicants; 3. The rezoning will facilitate the redevelopment plan of this site, which will be compatible with the goals and policies of the City's Comprehensive Plan and underlying land use plan. 4. The proposed zoning is consistent and compatible with the surrounding land use classifications; 5. The proposed rezoning will provide an opportunity to provide an ideal redevelopment of a targeted area for the community's commercial sector, especially around the Brooklyn Boulevard and 691h Avennue North corridor areas, and will help stimulate new investments in the neighborhood and community. Res.2013-11 2of5 6. The proposed rezoning will enhance and strengthen City Center's economic viability and status in the regional market place by the following supporting statements: a) helps to increase employment opportunities, tax base and eliminates a vacant commercial building site; b) provides for the redevelopment of a potentially obsolete and underutilized site into a use(s) that address needs in the marketplace; C) The proposed rezoning and related development plan will provide an opportunity to create a new zoning district provides for a more flexible use of the commercial site and which encourages good design. AND THEREFORE, BE IT ALSO RESOLVED by the Planning Advisory Commission of the City of Brooklyn Center to recommend to the City Council that Application No. 2012-011 submitted by The Luther Company, LLLP be approved based upon the following findings: 1. The PUD Amendment as presented appears to be a reasonable request and redevelopment of this land area, and the reduced parking setback and buffer requirements can be allowed due to the mitigation plans by the Developer in providing the screening and landscaping as presented in the proposed site development plans; 2. The Planned Unit Development Amendment is compatible with the standards, purposes and intent of the Planned Unit Development section of the City's Zoning Ordinance. 3. The Planned Unit Development Amendment proposal will allow for the utilization of the land in question in a manner which is compatible with, complimentary to and of comparable intensity to adjacent land uses as well as those permitted on surrounding land. 4. The utilization of the property as proposed under the Planned Unit Development Amendment is considered a reasonable use of the property and will conform with ordinance standards, except for allowing the reduced parking setbacks from the east and south boundary lines, from 35-feet to 25- feet in both areas. 5. The modifications from the Zoning Ordinance standards as noted in No. 3 above are justified on the basis of the development being an appropriate redevelopment of this area and that they are offset or mitigated by various factors contained in the approved development plan. Res.2013-11 3 of 5 6. The Planned Unit Development Amendment proposal is considered consistent with the recommendations of the City's Comprehensive Plan for this area of the city. 7. The Planned Unit Development proposal appears to be a good long range use of the existing land and this redevelopment can be considered an asset to the community. 8. Based upon the above considerations, it is believed that the guidelines for evaluating Planned Unit Development as contained in Section 35-355 of the City's Zoning Ordinance are met and the proposal is, therefore, in the best interest of the community. BE IT FURTHER RESOLVED by the Planning Advisory Commission of the City of Brooklyn Center, whom hereby recommend to the City Council, that Application No. 2012-010 submitted by The Luther Company, LLLP requesting to rezone from R3 (Multiple Family Residence)to PUD/C2 (Planned Unit Development/Commerce) District, the properties located at 3955, 4001 &4007—69th Avenue North,may be approved subject to the following conditions and considerations: 1. The Metropolitan Council approval of the land use amendment change of this site from"SF-Single Family"to "RB-Retail Business" designation. 2. The rezoning shall become valid only if the City Council adopts the proposed land use amendment change (under separate consideration), and accepts and approves the final development/site and building plans for this Planned Unit Development. 3. The rezoning is subject to the successful acceptance and approval by the City Council of the final development/site plan proposed for the subject site. 4. All conditions noted in the City Engineer's Review Memorandum (dated 07/02/2013) and all other subsequent or updated conditions required by the City Engineer are submitted and/or fulfilled. AND BE IT FURTHER RESOLVED by the Planning Advisory Commission of the City of Brooklyn Center, whom hereby recommend to the City Council, that Application No. 2012-011 submitted by The Luther Company, LLLP requesting Planned Unit Development Amendment to the 2008 Luther Auto Brookdale Honda-Toyota PUD, subject to the following conditions: 1. The Developer shall submit for future Planning Commission review the final site development plan of this vehicle parking/storage area. The plans shall include or acknowledge the extension of underground irrigation Res.2013-11 4 of 5 systems to cover boulevard areas, including all areas inside and outside the new walls and/or fences. 2. No land disturbance or building permit will be issued for construction of the proposed parking area or any improvements in this area,until the Developer combines the three lots subject to this amendment process into one single - use lot with Lot 1, Block 1, Bri Mar Second Addition (Honda Dealership Lot) or steps have been made by the Developer to make application for completing the subdivision plat. 3. All conditions noted in the City Engineer's Review Memorandum (dated 07/02/2013) and all other subsequent or updated conditions required by the City Engineer are submitted and/or fulfilled. 4. The Developer shall enter into a PUD agreement with the City of Brooklyn Center to be reviewed and approved by the City Attorney prior to the issuance of building permits. July 11, 2013 Date Chair ATTEST: Secretary The motion for the adoption of the foregoing resolution was duly seconded by Member and upon vote being taken thereon,the following voted in favor thereof: Chair , Commissioners and and the following voted against the same: whereupon said resolution was declared duly passed and adopted. Res.2013-11 5of5 BA BAE a ASSOCIATES.MO. AREA LOCATION MAP �Currjvms BRCONLYN CENTER YN Luther \\\✓///// 1 g 8p�P®Te 9PH®P ]LLNNEAPOa.I•,aa9 ffi91Y-]f°0 TII.6PEf011C e]f.HV.la•1 OLather Brooklyn Center Brookdale Honda Dealerships MO YN Lather and 6700B oo Toyota $ Brooklyn C nter,MN " Lather 69TH NVE NORTH Brookdale Honda SITE Luther 6800 Brooklyn Center,Brooklyn Blvd. Brooklyn Center,MN rmRSrArE HWr. 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CC31bei you aa o zo ao rn!LYN tiTER Planning Commission Report • Application Filed:N/A Meeting Date: July 11,2013 : Review Period(60-day)Deadline:N/A Extension Declared:N/A • Extended Review Period Deadline:N/A _....._.-- ------------� Application No. NA Applicant: City of Brooklyn Center Location: City Wide Policy Request: Consideration and adoption of Planning Commission Resolution No. 2013-XX, a recommendation to the City Council to consider adopting"A Policy for Implementing Certain Architectural Design Guidelines Which Encourage Active Living Principles for the City of Brooklyn Center, MAP' Background Information: On May 16, 2013, the Planning Commission's agenda included a discussion item on the City's participation in Hennepin County's Active Living Program with presentations on a potential Complete Streets Policy by the Assistant City Engineer and the potential development of a new General Land Use Policy by the City Planner. Attached for your reference is a copy of these minutes. On June 10, 2013, the City Council's Work Session included a discussion on establishing A Complete Street Policy. On June 24, 2013, the City Council adopted Resolution No. 2013-69, which formally established A COMPLETE STREETS POLICY for the City of Brooklyn Center. City Council Minutes on this item: Public Works Director/City Engineer Steve Lillehaug introduced the item, discussed the history, and stated the purpose of the proposed resolution to adopt the Complete Streets Policy that had been reviewed by the City Council at its June 10, 2013, Work Session. It was noted the Planning Commission and Parks and Recreation Commission reviewed the policy and both recommend adoption. Mr. Lillehaug described past and recent construction projects that resulted in complete streets and explained the proposed policy will create a more proactive and systematic approach. Councilmember Lawrence-Anderson reported the Park and Recreation Commission had expressed concern relating to unintended consequences. There was discussion on the traffic calming elements and rain gardens that had been incorporated into the Dupont Avenue reconstruction project, which appear to be working well, but resulted in an unintended consequence with the parade route and marching bands. Councilmember Ryan moved and Councilmember Lawrence-Anderson seconded to adopt RESOLUTION NO. 2013-69 Adopting a Complete Streets Policy. Motion passed unanimously. Attached for your reference is a copy of the Engineering memorandum which accompanied the Resolution and Complete Street Policy. Establishing a Land Use Policy to Encourage Active Living Principles Enclosed is a revised Land Use Policy which the City Planner will present to the Commission with an explanation on how it can be used to complement the City's Complete Streets Policy. A resolution has also been included, should the Planning Commission choose to forward the policy to the City Council for formal adoption. Additionally, in further investigation of this subject, I have enclosed the following information for your future reference: • Wikipedia's definition of Transportation on Demand Management • A copy of a Travel Demand Management Study which was posted on the internet. MINUTES OF THE PROCEEDINGS OF THE PLANNING COMMISSION OF THE CITY OF BROOKLYN CENTER IN THE COUNTY OF HENNEPIN AND THE STATE OF MINNESOTA May 16, 2013 CALL TO ORDER The Planning Commission meeting was called to order by Chair Burfeind at 7:04 p.m. ROLL CALL Chair Burfeind, Commissioners Randall Christensen, Benjamin Freedman, Carlos Morgan, and Stephen Schonning were present. Also present were Assistant City Engineer Steve Jankowski, Secretary to the Planning Commission Tim Benetti, Director of Business & Development Gary Eitel, and Planning Commission Recording Secretary Rebecca Crass. Commissioner Michael Parks was absent and excused. APPROVAL OF MINUTES—April 25, 2013 There was a motion by Commissioner Schonning, seconded by Commissioner Christensen, to approve the minutes of the April 25, 2013 meeting as submitted. The motion passed. CHAIR'S EXPLANATION Chair Burfeind explained the Planning Commission's role as an advisory body. One of the Commission's functions is to hold public hearings. In the matters concerned in these hearings, the Commission makes recommendations to the City Council. The City Council makes all final decisions in these matters. DISCUSSION ITEMS REVIEW OF A DRAFT COMPLETE STREET POLICY OF THE CITY OF BROOKLYN CENTER Mr. Benetti explained that staff is requesting a review by the Planning Commission on the Complete Streets Policy in order to provide a recommendation to the City Council. He introduced Steve Jankowski, Assistant City Engineer to the Commission, who provided a presentation on a draft Complete Street Policy. Mr. Jankowski stated he is excited to meet with the Planning Commission and explained the Complete Street Policy commits the City to work closely with Three Rivers Park District and Hennepin County to recognize the connection between various transportation modes and providers to provide safety in transit whether by vehicle or by pedestrian. He pointed out 40% of Minnesotans do not drive. Mr. Jankowski added Complete Streets is a term used to describe transportation planning and design policies that emphasize safety and accessibility needs for all users. Complete Street policies provide transportation alternatives, integrate physical activity into daily routines and promote improved health, reduced transportation costs and pollution, improve air quality and Page 1 5-16-13 encourage safe and strong communities. He added establishing a Complete Street Policy creates walkable neighborhoods which are desirable to homeowners and connects residents to local destinations. Mr. Jankowski pointed out some design options including sidewalks, narrower traffic lanes, curb extensions and bump outs, median islands, roundabouts and traffic calming improvements. He added lower cost options could include bike lanes, special bus lanes, comfortable public transportation stops, accessible pedestrian signals, street furniture, landscaping, public art and way finding signage. He stated the policy also acknowledges that resources will be required for successful implementation of the policy. He added there would be requirements to train staff, adopting design guidelines, update city codes and comprehensive plan, evaluate performance, coordinate with other districts, apply for grants and incorporate into the City's capital improvement plan. Commissioner Freedman stated the bicycle lanes seem popular and asked if the city has heard about requests for bike accessibility. Mr. Eitel responded that according to the city survey, one of the positive amenities is the regional corridor trail-way and residents take advantage of the existing trails. Mr. Jankowski added that the demographics of the city appear to be that of a younger population and they are more active and will use bike paths. Commissioner Morgan arrived at 7:22 p.m. Commissioner Christensen stated he would like to see an access added along 69`" from Brooklyn Boulevard to take people to the Palmer Lake area. Mr. Jankowski stated the city is conducting a pedestrian bike way study that will focus on where bike and pedestrian trails could be located. He added this document is more of a policy document to establish guidelines. Commissioner Schonning stated he was biking along Brooklyn Boulevard near the Freeway at 6:00 a.m. and it was very difficult to maneuver on a bike. He added the sidewalks could use some improvements and possibly adding bike lanes would help. Mr. Jankowski stated studies show it would be difficult to add bike lanes on Brooklyn Boulevard because of the volume and speed of traffic along the Boulevard. Commissioner Christensen asked about any concerns with cross jurisdiction issues. Mr. Jankowski stated planning issues and costs are generally worked out between cities so that all parties involved will benefit. Chair Burfeind stated it would be good to establish which streets will be implemented in the policy to determine what areas would benefit most from additional pedestrian paths and bike Page 2 5-16-13 paths. He added he feels the area around County Road 10 and Xerxes Avenue would be a good area to identify to incorporate access and make it more of a destination. Mr. Jankowski replied some of the things that would benefit the community beyond bike paths include trees and other things that make it a more comfortable area to travel. He added the Policy is meant to develop a complete street type philosophy and establish guidelines. Chair Burfeind noted there are several studies available Mr. Jankowski stated he appreciated the Commission's comments and this will go to the City Council at an upcoming work sessions for their review. . HENNEPIN COUNTY'S ACTIVE LIVING PROGRAM — DEVELOPMENT OF A NEW GENERAL LAND USE POLICY AND REVIEW OF THE GENERAL LAND USE POLICY FOR REDEVELOPMENT, ARCHITECTURAL GUIDELINES AND PEDESTRIAN PLANS Mr. Benetti explained the Active Living program developed by Hennepin County and is a way of life that integrates physical activity into daily routines through things such as biking, walking and taking transit. He added the main goal is to engage cities in a more active lifestyle through the development of programs and policies to assist with implementing and sustaining active living principles and concepts. Mr. Benetti further explained that Staff met with Hennepin County and they were provided with a copy of standards that could be incorporated into new policies. He stated Staff would like the Planning Commission to review and consider guidelines to establish architectural guidelines and pedestrian plans. Mr. Benetti next reviewed a Policy for Implementing Architectural Design Guidelines for the City of Brooklyn Center and explained the architectural design guidelines are provided to encourage a high standard of design of buildings proposed for new commercial, office, multi- family residential, civic and industrial development. Mr. Benetti reviewed the following items: • Building Orientation • Building Mass • Fagade Design • Building Materials • Doors and Windows • Screening • Franchise Design • Landscape and Site Treatment • Lighting • Pedestrian Connections • Bicycle Connections Page 3 5-16-13 Commissioner Freedman asked for clarification on the words that say "encouraged" in the policy. Mr. Benetti replied these standards are part of a policy which encourages a developer to do something and is different from an ordinance which can be enforced. He added in most cases a developer wants to work with a city to meet established guidelines. Mr. Benetti pointed out a staff's suggestion regarding bicycle parking requirements and asked the Commission for their comments. Commissioner Freedman asked if some of these requirements can be met especially regarding building setbacks. Mr. Eitel replied that in some cases where redevelopment occurs it may be a challenge to locate a building frontage with a zero lot line setback. Chair Burfeind asked if the building setback suggested is in conflict with the current city code. Mr. Benetti replied that the setback in some areas is 35 ft. and would be in conflict with this policy which could create a challenge with having a building so close and still have room for pedestrian walkways. He added if placing a building at a zero setback makes the building look out of place, a developer would be encouraged to set the building back farther. Commissioner Christensen asked if these standards have been applied anywhere in the city so the Commission could take a look at how it looks to have a lesser building setback. Mr. Eitel affirmed it is important to understand how the code and guidelines will be applied. Commissioner Christensen asked how this policy relates to the Brooklyn Boulevard Amenities study. Mr. Benetti added the goal is once the infrastructure of the roadways is taken care of and residential properties eliminated along Brooklyn Boulevard, the city would hope to implement the same theme moving along the Brooklyn Boulevard corridor as well. ONGOING AND FUTURE PROJECTS UPDATED Mr. Benetti stated the meeting on May 301h will be a busy agenda and will include: • Public Hearing for a PUD amendment for the Howe Fertilizer site to expand the building size. • Panda Express at Shingle Creek Crossing Site. • Conceptual plan for the new Volkswagen dealership on Brooklyn Boulevard and an expansion of the Honda site. • Special Use Permit for Surly Brewing Tap Room. • Sign Ordinance will be returning to the Planning Commission for additional review at the City's Council request. There was further discussion by the Commission regarding the proposed ordinance amendment to Chapter 34 regarding Signs and what proposed changes will be presented to the Planning Commission at the May 301 meeting. Staff stated that City Council was complimentary of the Planning Commissions time and efforts to review and discuss this issue. Page 4 5-16-13 BASICS OF PLANNING AND ZONING SEMINAR UPDATE Chair Burfeind stated he and Commissioner Christensen attended the Basics of Planning and Zoning seminar with Gary Eitel. Chair Burfeind stated he felt the seminar was very beneficial and he appreciates the opportunity to attend and be informed. There were no other discussion items. SELECTION OF NEW VICE-CHAIRPERSON FOR 2013 Chair Burfeind stated that he would like to appoint Commissioner Christensen as Vice Chair of the 2013 Planning Commission. ADJOURNMENT There was a motion by Commissioner Morgan, seconded by Commissioner Schonning, to adjourn the Planning Commission meeting. The motion passed unanimously. The meeting adjourned at 9:10 p.m. Chair Recorded and transcribed by: Rebecca Crass Page 5 5-16-13 COUNCIL ITEM MEMORANDUM DATE: June 18, 2013 TO: Curt Boganey, City Manager FROM: Steve Lillehaug, Director of Public Works/City Engineer SYf SUBJECT: Resolution Adopting a Complete Streets Policy Recommendation: It is recommended that the City Council consider approval of the adoption of the Complete Streets Policy. Background: At the June 10, 2013, City Council Work Session, the Council received an overview of the Complete Streets Policy. The policy has been finalized and attached for review and consideration are the following: o June 10,2013, City Council Work Session memorandum a Final Complete Streets Policy 'Ibis policy was presented to the Planning Commission for review and comment on May 16, 2013, and to the Parks and Recreation Commission on June 18, 2013. Both Commissions were supportive of adoption of the policy. Budget Issues: The management and implementation of the Complete Streets Program will be performed under the current budgetary means and staffing within the Public Works Department. Recommended improvements would be planned and considered as part of the annual capital improvement project process. Council Goals: Strategic: 7. We will continue to maintain.the city's infrastructure improvements 8. We will encourage citywide environmental sustainability efforts Mission:Ensuring an aitractive,clean,safe,inclusive community that enhances the quality of life for all people and preserves the public trust Member introduced the following resolution and moved its adoption: RESOLUTION NO. RESOLUTION ADOPTING A COMPLETE STREETS POLICY WHEREAS, the City of Brooklyn Center committed to establishing a Complete Streets Policy as part of the City's Active Living Hennepin County Partnership;and WHEREAS,the Complete Streets Policy promotes equal consideration for all modes of transportation; and WHEREAS,the Complete Streets Policy promotes public health and physical activity through the constructed environment; and WHEREAS, walking and biking offer additional means to access businesses and encourage economic development; and WHEREAS,designing transportation corridors with all users in mind from the start reduces costly retrofits; and WHEREAS,on June 10,2013,the City Council Work Session included an overview presentation by City staff of the Complete Streets Policy; and WHEREAS,the City Council voiced its support and desire to formally consider the Complete Streets Policy for adoption. NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Brooklyn Center hereby adopts the Complete Streets Policy that will be used and implemented to guide future transportation improvement projects in the City of Brooklyn Center. June 24,2013 Date Mayor ATTEST: City Clerk The motion for the adoption of the foregoing resolution was duly seconded by member and upon vote being taken thereon,the following voted in favor thereof. and the following voted against the same: whereupon said resolution was declared duly passed and adopted. MEMORANDUM - COUNCIL WORK SESSION DATE: June 4,2013 TO: Curt Boganey,City Manager FROM: Steve Lillehaug,Director of Public Works/City Engineer SUBJECT: Complete Streets Policy Recommendation: It is recommended that the City Council consider providing direction to staff regarding a Complete Streets policy. Background: Brooklyn Center was primarily developed in the 1950's, 1960s and 1970s during a time in which the personal automobile dominated land use and transportation planning practices and policies while road building focused on moving as many cars as possible, as quickly as possible. Safety and accessibility for pedestrians,bicyclists,motorists and transit riders have too often been left out or addressed inadequately. In an effort to address these issues and as part of an initiative through our Active Living Hennepin County partnership,the City agreed to pursue and adopt a"Complete Streets"policy. "Complete Streets"is a term used to describe transportation planning and design policies and processes that emphasize safety and accessibility needs for all transportation users including pedestrians,bicyclists,and transit riders as well as motorists.The policy is intended to ensure that the ages and abilities of all users are taken into account in the design and operation of transportation facilities. In addition to providing transportation alternatives, Complete Streets policies encourage the integration of physical activity into daily routines through activities such as biking, walking and/or taking transit. Such activities promote multiple benefits that include: improved physical and mental health; decreased risk of chronic disease and associated medical costs; reduced transportation costs and pollution; improved air quality; and encourages safer, stronger communities. i i Adoption of this policy will commit the City to evaluate elements that would encourage all modes of travel when considering capital improvement street and trail projects and specifically identifies new construction,reconstruction and changes in allocation of existing pavement space as specific triggers for Complete Streets implementation. The policy recognizes the connection between various transportation modes and between multiple governmental jurisdictions and transportation providers. This policy commits the City to work closely and foster strong relationships with other jurisdictions,particularly Three Rivers Park District,Hennepin County and the Minnesota Department of Transportation. It should be noted that both Hennepin County and the State of Minnesota have adopted Complete Streets policies.As a result,any funding for projects passing through either of these agencies to the city should follow a Complete Streets approach. Mission:Ensuring an attractive,clean,safe,inclusive community that enhances the quality of life for all people and preserves the public trust MEMORANDUM -- COUNCIL WORK SESSION Flexibility is incorporated into the policy by acknowledging that it will not be possible or even desirable to accommodate all modes on all roads and therefor has specifically dedicated a section of the policy for identifying the circumstances and conditions when alternative transportation accommodations might not be considered. The policy identifies specific design resource guidelines that will be employed and lists specific types of improvements that will be considered in achieving policy goals. Finally,the policy acknowledges that certain resources will be required for successful implementation of the policy and that planning and public engagement are to be encouraged to develop a shift toward a complete streets culture. This policy was presented to the Planning Commission for review and comment on May 16, 2013. The Planning Commission was supportive of adoption of the policy. The policy is scheduled to be presented to the Parks and Recreation Commission on June 18, 2013, and its comments will be forwarded to the Council prior to consideration of the policy for formal and final adoption. Policy Issues: Does the City Council support the"Complete Streets"policy? Does the City Council desire to formally adopt the"Complete Streets"policy? Council Goals: Strategic: 7. We will continue to maintain the city's infrastructure improvements 8. We will encourage citywide environmental sustainability efforts I Mission:Ensuring an attractive,clean,safe,inclusive community that enhances the quality of life for all people and preserves the public trust i i Complete Street Policy of the City of Brooklyn Center Adopted by City Council on June 24, 2013 .. . Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy Page 1 i INTRODUCTION During the past 50 years, road building has focused on moving as many cars as possible, as quickly as possible. Safety and accessibility for pedestrians, bicyclists, motorists and transit riders have too often been left out or addressed inadequately. "Complete Streets" is a term used to describe transportation planning and design policies and processes that emphasize safety and accessibility for all users. A Complete Streets policy ensures that the needs and safety of pedestrians, bicyclists, motorists, and transit riders of all ages and abilities are taken into account in the design and operation of roads. The implementation of complete streets is an outgrowth of recent trends,such as the following: • About 40 percent of Minnesotans do not drive, including children, seniors, people-with disabilities, and people who cannot afford a vehicle. Complete streets helps to ensure that everyone has safe access to transportation options to lead active and independent lives. • Minnesota has an aging population. As people age, their dependence on transportation modes beyond vehicles increases. Roads that can support biking and walking to community destinations and transit will help an aging population meet its transportation needs. • The population of the United States is increasingly concentrated in urban areas with this trend projected to increase into the future, which will result in Increased transportation demand that can be efficiently served through a multi- modal transportation system. • Governmental agencies are required to bring the transportation system into compliance with the ADA to facilitate safe and convenient access for those with disabilities. • An increased number of Minnesotans are overweight or obese. If left unchecked, obesity will add another $3.7 billion in health care expenses for Minnesotans by 2020. By building infrastructure that support more walking and biking, communities can help create opportunities for people to be more physically active,while improving public health and reducing health care costs. • Gas prices are increasing, causing people to move to alternative modes of transportation beyond the single occupancy vehicle. I I i Complete Streets Policy Adopted by City Council June 24,2013 i City of Brooklyn Center Complete Streets Policy Page 2 • Government agencies need to do more with less. Roadways need to be planned and designed using a comprehensive process to ensure that costly future roadway retrofits are avoided. In addition to providing transportation alternatives,complete street policies encourage the integration of physical activity into daily routines through activities such as biking,walking and/or taking transit. Such activities promote active living which has the following benefits: • Improves physical and mental health • Decreases risk of chronic disease • Reduces medical costs associated with chronic disease • Reduces transportation costs • Reduces pollution and improves air quality • Builds safer,stronger communities • Increases quality of life The City of Brooklyn Center joined Active Living Hennepin County (ALHC), a partnership of cities, businesses, state and local agencies, and the county. The goals of ALHC members are; increasing opportunities for active living in their communities through policy change, infrastructure planning, marketing and communications, mentoring new and potential organizations, and hosting workshop events.The funding provided by ALHC through Blue Cross Blue Shield of Minnesota and the State Health Improvement Program (SHIP)was instrumental in the development of this policy which was considered and adopted through City Council resolution on June 24,2013. Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy Page 3 BACKGROUND History Brooklyn Center was primarily developed in the 1950's, 1960s and 1970s during a time in which the personal automobile dominated land use and transportation planning practices and policies.As a result, the city is highly auto-oriented and some areas lack adequate connections to adjoining neighborhoods, parks,commercial areas and community institutions. ! Since then,our economy,demographics and personal attitudes have changed drastically-we face rising gas prices,growing senior and immigrant populations, and large proportions of the population want to live in bicycle friendly and walkable neighborhoods. We must therefore ensure our design practices address the transportation needs of a changing world. Complete Streets is, in a sense, a return to the pedestrian-oriented streets of the past,while at the same time,a view into our future. Benefits The benefits to adopting and implementing a Complete Streets policy are immense, as well as i measurable and immeasurable.Those benefits include: • Promotes Safety. Currently, many Minnesotans do not feel safe walking or biking in their neighborhoods. In many neighborhoods, thane is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. In the ten year period ending in 2008 more than 500 pedestrians and bicyclist have been killed in Minnesota (MnDCT office of Traffic Safety and Technology). Providing for adequate space for all users will reduce accidents and increase a sense of security. • Improves transportation equity. Not everyone uses a personal vehicle as their means of transportation. In fact,40%of Minnesotans do not drive because they are too young, too old, cannot afford a car, have a disability or choose not to drive (Minnesota Complete Streets Coalition, Blue Cross and Blue Shield of Minnesota). It is important to provide alternative and reasonable choices for everyone. • Improves public health and fitness. As the reliance on the personal vehicle has increased,so has the rate of obesity. Currently, more than 60%of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020 (Blue Cross and Blue Shield of Minnesota and the Minnesota Department of Health). By providing residents and workers with options to bike and walk,more may be willing to do so, helping to reduce health care costs and obesity rates. Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy Page 4 I I • Lessens oil dependence. Alternative transportation options include those which are more energy efficient. • Improves environmental health. Reducing vehicle use consequently diminishes noise impacts and emission pollutants that negatively impact air and water quality. • Supports an efficient transportation system. An integrated transportation system increases overall capacity and reduces congestion. • Supports community and economic development.The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals,is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide "walkability scores"on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. • Fosters strong communities. Neighborhood vibrancy is increased by opportunities for community residents to interact and reach community destinations such as schools and parks. • Cost effectiveness. Complete Streets aims to design road projects with all users in mind from the beginning.This ensures that roads are built with pedestrians, bicyclists,and transit riders in mind the first time,rather than retrofitted after a tragedy has occurred and when costs will be much greater. Also, including amenities for pedestrians, bicyclists, and transit riders from the beginning of a design project, rather than mid-way or near the end of a project, reduces time and costs related to engineering design. There may also be ways to save costs through design of smaller roads. Challenges The implementation of complete streets must also address a number of challenges: • Requiring public outreach and education to enhance user understanding and overcome resistance to change (e.g.,construction of sidewalk in street right-of- way perceived as encroachment in residential front yards) • Encouraging public participation during the planning process. • Requiring staff training on new planning,design and operations approaches. • Developing design solutions for locations with constrained conditions and/or right-of-way widths or natural barriers. • Balancing the needs of multiple transportation modes safely and efficiently. Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy Page 5 • Addressing variability within modes(e.g.,commercial vehicles versus smart cars, commuter versus recreational bicyclists). • Funding potential increases in associated operation and maintenance costs. • Funding potential property acquisitions. • Funding potential increased initial construction costs on select projects. • Complying with design standards associated with roadway construction funding sources. • Re-evaluating long established paradigms about transportation investment and design priorities. • Resolving cross-jurisdictional issues.The implementation of complete streets is voluntary for many local governments and an agency cannot be "forced" to implement a complete streets approach. • Re-evaluating multi-jurisdictional cost sharing and maintenance agreements. Effectively involving regional interests in project level public engagement processes. • Overcoming the perception that a wider road is always a safer road. • Maintaining adequate space for snow storage for all modes of transportation. Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy Page 6 POLICY This policy includes the following elements: Vision. In order to create a Complete Streets network, all streets and trail projects, including design, planning, reconstruction, rehabilitation,maintenance, or operations by the City of Brooklyn Center shall be designed and executed in a responsible, equitable and financially reasonable way to accommodate and encourage travel by bicyclists, pedestrians, public transportation, emergency and commercial vehicles in a balanced manner.Additionally,the Brooklyn Center Complete Streets Policy is intended to: • Benefit the community by improving safety, transportation options, public health, community and economic development,cost effectiveness,and the environment. • Inspire the community to transform social norms and bring the community together. • Prepare Brooklyn Center for the future with respect to changing demographics and economics. All Modes. Purposes and Users. This Complete Streets policy recognizes the different transportation users , modes and purposes and encourages city leaders and staff, as well as residents and business owners, to consider the range of needs and recognize the importance of planning and designing transportation systems for all modes,purposes and users. Connectivity.While it is important to create an interconnected transportation system in which users can easily and safely reach many potential destinations,this policy recognizes Complete Streets is not "all modes on all roads"but rather allows for the balancing of the needs of all users. Jurisdiction. The,transportation network within the city consists of transportation systems constructed, maintained and operated by different units of government including the city, Hennepin County, Three Rivers Park District, Metropolitan Council/Metro Transit, the State of Minnesota and the federal government.This policy applies only to the transportation systems under the jurisdiction of the City of Brooklyn Center and will be encouraged by the City on all other jurisdictional roadways within the city as feasible. Both Hennepin County and the state of Minnesota have adopted Complete Streets resolutions. As a result, any funding for projects passing through either of these agencies to the city should follow a Complete Streets approach.Additionally, this policy commits the city to work closely and foster strong relationships with other jurisdictions, including the above referenced jurisdictions within the city and neighboring communities,particularly the cities of Brooklyn Park,Crystal,Robbinsdale,and Minneapolis in creating multimodal and interconnected transportation systems that serve the city and extend beyond its borders. Finally, in the event of development or redevelopment within the city, all private roads should aim to follow this Complete Streets policy. Complete Streets Policy Adopted by City Council June 24,2013 I i City of Brooklyn Center Complete Streets Policy Page 7 Phasing. As Brooklyn Center is a fully developed community, constructing a Complete Streets network will not be easily accomplished. The existing transportation and land use framework will, in some instances, limit the extent to which Complete Streets can be immediately implemented.Therefore this policy acknowledges that planning recommendations shall be considered a valid step toward meeting this policy's goals. Planning efforts may include such elements as easements and development agreements to incorporate future complete street projects. Planning in this manner is intended to avoid costly retrofits. Exceptions& Flexibility. While Complete Streets Intends to make accommodations for all modes and users of the transportation network, it is acknowledged that it is not always possible to make such accommodations in every instance.Therefore,this policy allows for the following exceptions: a) The project involves a transportation system on which certain modes and users are prohibited, either by law or significant safety reasons. Examples include interstate freeways,bike and pedestrian trails,or malls.In the case that a particular use or mode is prohibited, an effort shall be made to accommodate that use or mode elsewhere nearby. b) The cost of accommodation is excessively disproportionate to the need or probable use. c) The corridor has severe topographic, environmental, historic or natural resource constraints. d) A well-documented absence of current and future need. e) other exceptions are allowed when recommended by the Public Works, Building & Community Standards, Parks and Recreation, and Police and Fire departments, and approved by the City Council. Exceptions granted to this policy should be approved at a senior level and be documented with supporting data that indicates the basis for the decision. Design. When designing Complete Streets projects, the City of Brooklyn Center will utilize the wide variety of design resources which includes but are not limited to: • National Complete Streets Coalition • Safe Routes to Schools • American Association of State Highway Officials(AASHTO) • Minnesota Department of Transportation • Institute of Transportation Engineers • Americans with Disabilities Act • Public Right-of-Way Accessibility Guidelines • Hennepin County Complete Streets Policy • Minnesota Manual on Uniform Traffic Control Devices(MMUTCD) Complete Streets Policy Adopted by City Council June 24,2013 ' I I City of Brooklyn Center Complete Streets Policy Page 8 There are a number of design options and tools available to implement Complete Streets, each with a unique set of benefits and disadvantages.A Complete Street may include: • Sidewalks • Bike lanes(or wide paved shoulders) • Special bus lanes • Comfortable and accessible public transportation stops • Frequent and safe crossing opportunities • Median islands • Accessible pedestrian signals • Curb extensions/bump outs • Narrower travel lanes/road diets • Roundabouts • Traffic calming improvements • Improvements to create safer and more comfortable pedestrian spaces including buffer space, pedestrian-scaled lighting,street furniture,refuge islands, landscaping and public art • Wayfinding signage • Environmental improvements such as tree planting, storm water ponding and pervious space The city will generally follow accepted or adopted design standards from the resources listed above when implementing improvements to fulfill this policy but will consider innovative or non-traditional design options where a comparable level of safety for users is present. Considering innovative or new ideas is especially important when working within the context of a fully developed city.The city should consider adopting its own design guidelines as a way to reflect the unique needs of Brooklyn Center. Context Sensitivity. The Minnesota Complete Streets legislation states Complete Streets should be designed "in a manner that is sensitive to the local context and recognizes that needs vary in urban, suburban, and rural settings." This policy agrees with that statement. In the city's case, the context is different at the neighborhood level,that is, Complete Streets may be designed different in residential, commercial, industrial and mixed use neighborhoods. Context sensitivity is to be considered alongside network connectivity,flexibility,innovation and the unique needs of various users. Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy Page 9 Performance Standards.Complete Streets should be continuously evaluated for success and opportunities for improvement.This policy encourages the regular reporting of the implementation of Complete Streets through the following performance measures: • User data—bike,pedestrian,transit and traffic • Crash data • Use of new projects by mode • Compliments and complaints • Linear feet of pedestrian accommodations built • Number of ADA accommodations built • Miles of bike lanes/trails built or striped • Number of transit accessibility accommodations built • Number of street trees planted • Number of exemptions from this policy approved Proiect Triggers The following projects types shall be reviewed for Complete street review and implementation types shall include: • New construction • Reconstruction •Some types of rehabilitation • Resurfacing and changes in the allocation of pavement space on an existing roadway (e.g.,removal of on-street parking or reduction in the number of travel lanes). Projects which are typically classified as routine maintenance project shall not be subject to the policy review process. i Complete Streets Policy Adopted by City Council June 24,2013 i City of Brooklyn Center Complete Streets Policy Page 10 Implementation Planning Establishing plans and protocols is a critical step in creating a community-supported,safe, comfortable and convenient transportation network that serves all modes. Effective planning results in design guidance and implementation clarity that allows the community and project designers to efficiently move forward on individual complete streets projects in a collaborative and cost-efficient manner. The culture of complete streets must be integrated throughout the City and institutionalized through planning documents, operations, and design manuals. Complete streets concepts should be incorporated into visioning and planning documents, including comprehensive plans, neighborhood plans, active living plans, and transportation plans. A community's zoning ordinance, subdivision ordinances, and/or design policies should be updated to reflect the community's complete streets approach as those documents are scheduled for updating. Ideally,all modes of transportation should be integrated into one design policy,as this will reinforce the complete streets methodology of considering all modes of transportation early in the design process. Development Resources The implementation of this Complete Streets policy will require city resources and staff time.A summary of anticipated activities along with their timing and frequency is present in the table below: Process Element Timing/Frequency Staff training Continuous Adopt design standards Update periodically Amendments to the City Code&Comp Plan Consider when updating code&plan Implement and evaluate performance measures Periodically Coordinate with other jurisdictions Continuous J Regularly apply for grants Continuous Review feasible funding sources and adopt revisions Annually with CIP update to city CIP Staff training. It is important for the city's staff to be up to date and aware of new laws, funding sources, best practices, trends and tools related to Complete Streets. Staff should be encouraged to attend topically related training and education events and opportunities. Adopt desfan guidelines.The city should consider adopting its own design guidelines as a way to reflect the unique needs of Brooklyn Center and to provide a consistent baseline from which projects can be designed. Amendments to the City Code and Comprehensive Plan. The City Code and Comprehensive Plan may require revisions to allow for Complete Streets or to make it easier to implement. In particular, the Complete Streets Policy Adopted by.City Council June 24,2013 City of Brooklyn Center Complete Streets Policy Page 11 I Subdivision and Platting chapters should be reviewed for possible changes. This policy should be adopted as part of the Comprehensive Plan. Implement and evaluate Performance measures. Staff should periodically evaluate Complete Streets programs and provide updates and recommendations to the City Council and advisory committees. Coordinate with other iurisdictions. Staff and Council should keep an open line of communication between other jurisdictions including the cities of Brooklyn Park,Crystal,Robbinsdale,Hennepin County, and Three Rivers Park District, Metropolitan Council/Metro Transit, the state of Minnesota, and the federal government toward the goal of implementing joint projects, creating network connections and maximizing grant opportunities. Regularly apply for arants to implement this Policy. Increasingly, transportation grant programs are requiring municipalities to have adopted Complete Streets policies. By adopting this policy,the city will be able to apply for a wider variety of grant programs and should do so as a means to fund new or expanded improvements. Review feasible funding sources and adopt revisions to the Capital Improvement Program lCIPI.As the city does routinely, staff should review the CIP for possible ways to implement Complete Streets.This will include a review of funding sources and prioritization of projects according to need and benefit. Staff recommendations shall be reviewed with Council and open to review by the public. F Public Engagement Complete streets is an approach to design, which benefits from communication with project stakeholders. Effective public engagement is necessary throughout the entire implementation process, including both the planning phase and project phase. In the planning phase, public engagement ensures that community and agency stakeholders have a chance to participate in the development of broader policy and planning documents,such as comprehensive plans,transportation plans and modal network plans. In the project phase, public engagement allows stakeholders to provide feedback on specific complete streets projects. Whether planning documents are being developed or a specific project is being designed and constructed,there are typically three communication phases to a project: • Informing stakeholders of the upcoming planning study or construction project. •Active participation of stakeholders in planning or project design. • Formalized public meetings and hearings. Construction projects should also include a communication plan to keep stakeholders informed of construction issues that may impact them. The specific stakeholders and communication approaches will vary depending on the complexity of the planning study or project and anticipated impacts. Early identification of stakeholders and their concerns will aid in the development of an appropriate public engagement plan.Potential stakeholders include: Complete Streets Policy Adopted by City Council June 24,2013 i City of Brooklyn Center Complete Streets Policy Page 12 • Facility users(include all modes) •Adjacent residents and neighborhood organizations •Adjacent businesses and business associations • Elected officials and local/county boards and commissions •Other city/county departments • Regional planning organizations • Regional transit authorities •State agencies(e.g., DNR,DOT,SHPO) • Federal agencies(e.g.,FHWA,NPS) •Watershed districts/management organizations •Advocacy and special interest groups(e.g.,bicycling organizations,preservation organizations) • Local emergency responders • Utilities and railroads Complete Streets Policy Adopted by City Council June 24,2013 i City of Brooklyn Center Complete Streets Policy i Appendix A i Complete Streets Worksheet This Complete Streets Worksheet is intended to serve as a guide when reviewing a roadway's ability to accommodate all modes of transportation(pedestrian,bicyclists,transit riders,freight,and automobiles)and people of all abilities in a cost-effective manner,while promoting safe operation for all users.Complete streets address the design of the entire street right-of-way to determine the best allocation of space between the various transportation modes.Complete streets may be achieved through single projects or incrementally through a series of smaller improvements or maintenance activities over time.This worksheet was developed to facilitate implementing the complete streets process and to help sort through potentially conflicting modal priorities.The worksheet is also available in an electronic format that allows responses to by typed directly into the worksheet. Please reference the following materials when filling out the checklist: •City and/or County Comprehensive Plans that cover the project area •Transportation Plans that cover the project area(e.g.,City,County,and/or State) • Bicycle or Pedestrian Master Plans that cover the project area (e.g.,City, Park district, County,and/or State) •City and/or County ADA Transition Plans that cover the project area •Area specific studies •A Policy on Geometric Design of Highways and Streets(AASHTO"Green Book") •AASHTO Guide for the Development of Bicycle Facilities,4th Edition • MnDOT Bikeway Facility Design Manual • Minnesota Manual on Uniform Traffic Control Devices(MMUTCD) •ADA Accessibility Guidelines(ADAAG) • Proposed Rights-of-Way Accessibility Guidelines(PROWAG) • Hennepin County Complete Street Policy •State of Minnesota Complete Street Policy Complete Streets Policy Adopted by City Council June 24,2013 i i City of Brooklyn Center Complete Streets Policy Project i Information Project Lotion (municipglityl Roadway Jurisdiction, Proiecl/Roadway Name: Project Start Point: Project End Point: Project Manager Define Existing and Future Land Use and Urban Design Context 1. Do any adopted plans call for the development of bicycle,pedestrian,transit or roadway facilities on,crossing,or adjacent to,the proposed project?IF yes,list the applicable plan(s). Guidance:Possible sources of this information include Comprehensive Plans,Transportation Plans,Bicycle or Pedestrian Master Plans or area-specific studies developed by applicable City County and/or State Agendes. 2. Are there any local,county,statewide or federal policies that call For incorporating multimodal facilities? Guidance:Policies at the state and federal level may impact a project due to fiuiding sources. A-2 COMPLETE STREETS IMPLEMENTATION RESOURCE GUIDE Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy 3. Describe the study area. Guidance:What are the predominant land rises along the corridor? What is the community character?(e.g., tree-lined streets,historic,new development)Are there any planned redevelopment areas in the project area? A. What trip generators(existing and future)are in the vicinity of the project that might attract walkers,bikers or transit users? Guidance:For example,large employers,downtown or shopping districts,schools,parks,community centers, medical centers,transit stations,government buildings and senior care facilities. Define Existing and Future Transportation Context 5. Describe existing and projected modal volumes,if available.. Volumes (as available) Existing Projected (Year) Average Daily Traffic .' I i Pedestrian Counts - I Bicycle Counts Truck Volumes Transil Volumes APPENDIX A:COMPLETE STREETS WORKSHEET A-3 i Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy I f i . f i I 6. Existing vehicle speed conditions. tt a. What is the posted speed limit for the project and associated intersecting streets? I 1 b. Provide speed data,if available. e. Are excessive speeds an issue in the project area? s n 7. Describe crash data, if available,and kno w conflict locations. s Guidance:Crash data will likely not be available for pedestrians and bicycles.Crash Mends and[mown conflict points should include neighborhood input and antidotal data,such as areas of known"near misses",or areas where seasonal activities cause safety issues,such as sports arenas or fairgrounds. imp a. Are there any crash trends behvecn specific modes? i { b. Are there known conflict points between specific modes? i i A•d COMPLETE STREETS IMPLEMENTATION RESOURCE GUIDE Complete Streets Policy Adopted by City Council June 24,2013 - l City of Brooklyn Center Complete Streets Policy 8. Describe Classifications. a. What is the road functional classification? b. Does the street cross any high functional classification roads?(yes/no) If so,please list. c. Does the roadway have other classifications(e.g.,truck route,transit route,bicycle mute,emergencyvehicle route)?(yes/no) If so,please list, 9. Sketch in or attach the existing cross-section(s). Guidance:The existing cross-secdonshould include the fultright-of-way and be clearly dimensioned.Additional cross-sectlons are advisable to illustrate specific situations or if corridor segments greatly vary: Example Cross Section I I I -11r— PA++� -t7�hdEf� 'tl-kYEtJ "Pkht�- what cAOF, thNFi APPENDIX A:COMPLETE STREETS WORKSHEET AS i i i Complete Streets Policy Adopted by City Council June 24,2013 i City of Brooklyn Center Complete Streets Policy 10. What multimodal accommodations exist in the project and on streets that it intersects? Guidance:Multimodal accommodations may Include transit routes,sidewalks,trails,and designated on-street bicycle facilities,such as bike lanes,sharrows or signed bike routes. 11. If there are no multimodal accommodations,how far away are the closest parallel facilities? Guidance:Designated transit routes or bikeways may not e)dst within the community,and therefore,may not be applicable. 12. What multimodal amenities exist in the project? Guidance:multimodal amenities may include benches,bike racks/lockers,trash receptacles,crosswalks,traffic signals,mature tree canopy,transit stops/shelters,and wayfinding signage. 13. Describe any particular user needs/challenges along the project corridor that you have observed or have been informed of. Guidance:User needs may consist of lack of facilities (tvorn dirt pathways), traffic congestion, difficulty accessing bus stops or sidewalks due to snow plies at intersections,at-grade crossing of railroads or high volume roadways,and steep terrain. A(, COMPLETE STREETS IMPLEMENTATION RESOURCE GUIDE Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy f 14. Are the existing facilities ADA and PROWAG compllanti3 Guidance: Reference resources include the ADA Accessibility Guidelines(ADAAG),Proposed Rights-of-Way Accessibility Guidelines(PROWAG),and MnDOT Accessibility Design7bols website. i i I i Identify Existing Deficiencies 15. Based on the land use and transportation context analysis,describe existing and anticipated future deficiencies to full multimodal transportation that the project could/should address. f Describe Future Objectives 16. Develop objectives regarding how multimodal facilities will be integrated into the project and how identified deficiencies will be addressed. Guidance:The objectives will form the basis for the street design. i r S j I f f 3 Recommend Area Typology/Street'Typology and Test Cross-sections) ! 17. Complete the following questions if your community has developed Area Typologies and Street Typologies(See page 21,'Roadway Classification versus Settings'for a description of area and street typologies.) Guidance:Ifapplicabie,list document that contains your agency's Area Typologies and StreetlI pologies a. What is the recommended Arealypology? b. What is the recommended StreetTypology? (� APPENDIX A:COMPLETE STREETS WORKSHEET A-7 !I 1 Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy 18. Sketch in or attach the initial cross-section(s)that depicts desired street elements, Guidance:Initial.cross-section should be clearly dimensioned and indicate anyadditional right of-wayrequired. Additional cross-sections are advisable for specific situations or if corridor segments greatlyvary. I Example Cross Section WF LK gW V 'g1i E -rMVF-1. -rwp-(, ll4 prtKK ODD 41M i— Ry �P- rWtr 1 1 X34 f.OW I A' Lr+� (EacISTN[I IGOW) NegD6D .. 'lob (Wtuf-S ROw) L 19. Describe any constraints associated with the initial cross-section. Guidance:Potential constraints includeladk of right-of-way,existingstructures,eAsting mature trees or environ- mental features,topography or number of driveways. 20. Sketch in or attach alternative cross-sections. Guidance:Alternative cross sections should be modifications of the initial cross-section that respond to identi- fied constraints. All modes should receive equal consideration and accountability in the development of alternatives. A$ COMPLETE STREETS IMPLEMENTATION RESOURCE GUIDE Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy i, Describe Tradeoffs and Select Cross-section 21. Describe tradeoffs associated with the alternative cross-sections. Guidance: Examples of tradeoffs include removal of mature vegetation,narrower travel lanes,removal of on-street parking(one or both sides);right-of-way acquisition costs,and provision of bikeway facility on an adjacent parallel street. 22. Sketch in or attach the selected cross-section(s). Guidance:Selected cross-section should be clearly dimensioned and indicate any additional right-of-way required.Additional cross-sections are advisable for specific situations or if corridor segments greatly vary. 23. If the project does not accommodate all modes,list reasons why facilities for that mode are not provided. Guidance:For example;the cost of the facility wig be disproportionately high in relation to number of projected users;adequate right-of-way does not exist and acquisition of additional right-of-way would create adverse Impacts to valued community assets;a bikeway facility Is being planned on an adjacent parallel route that can service bicyclists'needs. l APPENDIX At COMPLETE STREETS WORKSHEET A•9 Complete Streets Policy Adopted by City Council June 24,2013 City of Brooklyn Center Complete Streets Policy I Implementation 24. Identify project milestones,roles and responsibilities for project implementation i i i 25. How will access for all modes be maintained during project construction$ Guidance: Reference resource includes MnDOT Context Sensitive Solutions (CSS)Webinar,Maintaining Ndestrian Access Through Construction&Maintenance Work Zones 26. Facility Maintenance a. What agency will be responsible for on-going maintenance for each mode? b. What specific seasonal and long-term maintenance is needed for each mode? A•10 COMPLETE STREETS IMPLEMENTATION RESOURCE GUIDE Complete Streets Policy Adopted by City Council June 24,2013 LIMPOPO PROVINCIAL GOVERNMENT REPUBLIC OF SOUTH AFRICA DEPARTMENT OF ROADS & TRANSPORT Travel Demand Management Study Business Plan: NM T Planning Mopani District Municipality September 2010 25 Thabo Mbeki Street 2ND Floor The Mall Building POLOKWANE ASSI 0700 (0 15)295 3053 (T) A DHV COMPANY ENGINEERS AND ENVIRONMENTAL CONSULTANTS (0 15)295 3076 (F) TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 Table of Contents 1. Introduction................................................................................................................1 2. Definition of NMT........................................................................................................1 3. Why NMT is important................................................................................................1 4. Objectives of NMT planning ......................................................................................2 4.1 Local Municipality NMT................................................................................................ 2 4.2 District Municipality NMT.............................................................................................. 3 5. The South African context.........................................................................................3 6. NMT in Mopani District Municipality.........................................................................4 7. NMT for Local Municipalities.....................................................................................5 8. NMT Guidelines..........................................................................................................5 9. NMT integration with public and private transport..................................................9 10. Promote NMT............................................................................................................10 11. Team of Professionals.............................................................................................12 12. Advisory group.........................................................................................................12 13. Timeframe.................................................................................................................13 14. Budget.......................................................................................................................16 15. References................................................................................................................16 List of Figures Figure 10.1: Types of pedestrian and bicycle ways....................................................................6 Figure 10.2: Minimum bicycle lane widths (one-way lanes)........................................................8 Figure 15.1: Project Schedule.................................................................................................. 14 List of Appendices Appendix A: Proposed pedestrian routes as part of Stellenbosch's NMT Network Plan SSI Engineers Page i TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 1. Introduction The Department of Roads and Transport: Limpopo Province has undertaken an overall Travel Demand Management(TDM) Study covering Mopani and Capricorn District Municipalities. This business plan focuses on the Mopani District Municipality. As described in the District Municipality's TDM report, five pilot programmes were listed in which feasible pilot projects could be identified for short-term implementation. The TDM programmes identified for further investigation included the following: • Maintain a Road Network Management System (RNMS) • Undertake a public transport demand study • Undertake NMT Planning • Undertake a traffic signals study • Undertake a road safety study This document covers the business plan for the implementation and promotion of NMT Planning in Mopani District Municipality and is also applicable to the various local municipalities (Greater Giyani, Greater Letaba, Ba-Phalaborwa, Greater Tzaneen and Maruleng). The purpose of this business plan is not to forward an argument for NMT, but to provide a plan to implement an NMT Plan in the whole of Mopani and on a more detailed level in the local municipalities. This business plan fits into the larger TDM Policy of the District Municipality as well as all the other relevant frameworks and policies. 2. Definition of NMT For the purposes of this planning exercise, NMT is defined as follows: All forms of movement that are not propelled by battery and /or fuel combustion driven mechanisms. Examples in this area include walking, cycling as well as movement undertaken by those pushing and pulling carts, prams, wheelbarrows, trolleys etc. It also includes animal drawn carts and wheelchairs. While some wheelchairs are powered by batteries, they are also included in the list to be provided for. 3. Why NMT is important Non-motorised Transport (NMT) as an essential daily transportation mode needs to be supported, developed and promoted in all environments to provide safe, direct, convenient and sustainable access to all destinations. Within the current social and economical environment there is an urgent need to reduce our dependence on the usage of private vehicles as main transport mode to one that is conducive to walking, cycling and other forms of NMT. NMT has a range of benefits which include the following: • A cheap mode of transport. • Increased road safety—fewer short trip collisions. • A wide range of health advantages. • Shared road space opportunities in low speed streets. • Decrease in the demand for parking with a subsequent increase in 'NMT road space. • Support access to public transport. SSI Engineers Page 1 TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 • An investment in the youth, poor, elderly and persons with special needs through the promotion of NMT to improve their accessibility. • NMT generates no air pollution, no greenhouse gases and little noise. • NMT users are more efficient users of scarce road space than private vehicles and therefore combating congestion. • NMT is the most efficient and environmentally sustainable way for making short trips. The focus of the development of the NMT Planning projects for Mopani District Municipality is to enhance the movement of traffic in the rural areas and increase NMT usage through the provision of proper NMT facilities. 4. Objectives of NMT planning It is proposed to look into a regional NMT planning project for Mopani District Municipality and at a local level for the local municipalities. These projects will differ in their extent, objectives and deliverables. The concept of liveable communities typically includes public spaces and people, their comfort and convenience and activities that would attract them. It places greater priority on the quality of the public realm than the private realm. Liveable streets are key components of liveable communities. However, from a transportation planning and traffic engineering perspective, the presence of people in the street environment is often overlooked when it comes to developing liveable streets and communities. In the transport. system historically, the needs of the private car user have priority over the public transport system. NMT is a common element in developing liveable streets and communities. NMT planning has to take cognisance of the transportation system requirements, the public space realm and quality of life requirements and ensure that a socially just balance is achieved. 4.1 Local Municipality NMT For the local municipalities a comprehensive NMT system will create safer and easier ways to walk and cycle whilst promoting NMT as an alternative and complementary means of transport. NMT includes all forms of movement that do not rely on an engine or motor for mobility. NMT is represented mainly by walking and to a certain extent cycling. Other examples are: wheelchairs, animal/human-drawn carts, rickshaws, wheel barrows, skating etc. NMT Planning should guide the planning and implementation of programmes and facilities to respond to the needs of NMT users. The primary objectives of the project would be as follows: • To create a safe pedestrian and cycling environment. • To develop high quality, attractive NMT facilities. • To promote cycling and walking as viable, complementary and alternative modes of transport. • To develop safer streets that allows NMT users their share of the available public space in the mobility network environment. SSI Engineers Page 2 TDM Business Plan-NMT Planning Project#:TOI.POL.000005 September 2010 • To compile an action plan to guide the roll-out of NMT facilities in the municipality. 4.2 District Municipality NMT For the Mopani District Municipality, the NMT Plan can provide the following: • A vision for the district based on the contextual realities of the area; • Policies to guide decision making towards reaching the vision; • Strategies to guide implementation of programmes and projects; • A set of strategies to ensure education, enforcement, safety and promotion of NMT is addressed by the relevant level of authority within the district; • Strategies to indicate how the NMT Plan will be administered including Mopani District Municipality and local municipal responsibilities, financing, risk management, staff resources, organisation, maintenance and liability; • A conceptual NMT Network Plan for the District based on the vision. This will include proposals that would facilitate improved network connectivity by expansion of the local transport systems; and • A short-, medium-, and long-term capital works plan for the recommended network and programme, within context of the potential financial, legal, and liability implications. 5. The South African context The National Household Travel Survey (SSI Engineers, NMT Master Plan Framework CWDM, 2009) suggests the following: • 80% of South Africans depend on public transport; • 50% of South Africa's population live in rural areas of whom 72% are poor; • over 60% of rural households in South Africa say that public transport is not available to them or is too far away; • 550 000 children spend more than two hours a day walking to and from school. Dr Hubrecht Ribbens (SSI Engineers, NMT Master Plan Framework CWDM, 2009) indicates that the 2003 National Household Travel Survey showed that 90.6% of the 7.5 million learners and students in rural areas walk to schools and educational centres. From the above statistics it is clear that there is a role for an affordable mode of transport in the form of non-motorised transport (NMT) and specifically in the more rural parts of the country where a large majority of the less well-resourced communities reside. Communities in the rural areas suffer from severe levels of isolation from the broader economic and social systems. To empower an individual in this context requires intervention that allows their horizons to be broadened. Increasing levels of mobility is seen as one of the key means of facilitating this. However it is important to understand that NMT offers opportunities for all sectors of the population. Spending time outside in a qualitative environment and/or space can potentially uplift the human spirit and add value to the quality and comfort of public life. In particular, people with limited resources and opportunities can engage their milieu beyond a survivalist and internalised mode of existence. Moreover, the wealthy sectors of society can be SSI Engineers Page 3 TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 encouraged to engage with the environment as a place and a broader community using the most basic levels and forms of transport. Visitors to the region can similarly engage with the local environment and the socio-cultural aspects that are so intimately associated with particular places. The National Land Transport Strategic Framework (NLTSF) states that: "Land transport planning and provision must pay greater attention to promoting the safe and efficient use of non-motorised transport modessuch aswalking and cycling". Itis this context that the Mopani District Municipality and local municipalities support to improve public travel choices and to provide users with a comprehensive transport system with a balanced range of transport alternatives. NMT in the Mopani District Municipality and local municipalities refers to bicycles and pedestrians and few animal drawn carts, it does not exclude other modes like person drawn carts. 6. NMT in Mopani District Municipality Until recently, NMT in the Mopani District Municipality and the local municipalities have not received the attention it deserves. This focus is however changing given the shift at a global and national level towards more affordable, equitable and more environmentally sustainable transport solutions. The context of the Mopani District Municipality is particularly complex in that it includes both rural areas and towns. These systems connect and relate at some level but in some instances are not sufficiently connected to be meaningful for those on foot especially. Bridging the distance between people and essential services, health and education opportunities in particular is one of the major challenges to address through this study. Other key aspects which affect the friction or resistance levels within the region are topography, affordability levels, disabilities, lack of support infrastructure and the attitude of other road users to NMT. Farm worker communities that reside within the agricultural lands in South Africa are often trapped. Their situations offer little opportunity to engage with a social world or economic system beyond that of the farm. While people can subsist independently of the larger urban system by growing food and keeping livestock, the constitution protects the rights of those who were previously deprived of their land and protects the rights of access for all, to basic levels of education, health and social support. Without access to land (or another form of secure land tenure), education, health and exposure to external social networks and economic markets, these communities are trapped in a cycle of poverty. Farm workers are often reliant on farm owners to access towns where social support in the form of pensions, child and disability grants are paid out, where post offices offer opportunities for communication and banking, where hospitals and clinics provide medical support, schools and recreation facilities offer development opportunities. More often than not, schools are located closer to farming communities and access is less reliant on farmers. However with low population densities it is impossible to locate schools close to everyone and young children are often required to travel very large distances to access school on a daily basis by foot. Intra- farm movement between communities living on different farms is also common and opportunities for safe NMT trips are not provided for on the present road network. SSI Engineers Page 4 TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 7. NMT for Local Municipalities The built-up areas are typically more wealthy and attractive in terms of what they can offer as support but provide their own set of challenges. Regional scale settlements are car orientated although the scale of their central business districts typically still allows comfortable movement on foot. More recent development trends which see commercial developments springing up out of the town on the national and regional routes that bypass the towns is however a threat to the livelihood of the inner commercial zones and the towns' ability to service those on foot, in particular. Past planning practises which resulted in the poorer residents living in dormitory suburbs away from the urban core provides the biggest challenge of all. In many cases the distance can be covered by those on foot or bicycle but the condition of the existing infrastructure and quality of the environment is such that it is impossible or at the least, extremely uncomfortable and unsafe. Some of these suburbs are located beyond the reasonable NMT range and can only be served by public transport, however short NMT trips will still form part of the public transport trip accompanied by the required NMT facilities. As part of an NMT Plan for a Local Municipality, the following methodology can be followed: • Gather all land uses extensively in the area and indicate on a map Determine where NMT facilities are required, focus on specific trip purposes i.e. predominantly to and from work(influenced by the nature of the study) Interact with stakeholders to check the land use and the required NMT facilities Determine the existing NMT facilities Determine the missing NMT facilities • Decide on the criteria to compare (i.e. beneficiaries, accessibility, safety, economic development, location and cost) Prioritise the NMT facilities by i.e. using the EVAMIX method for multi-criteria analysis Upon completion the NMT plan for a Local Municipality will then have a list of prioritised NMT projects that can be developed to build the NMT infrastructure as financial resources become available. See Appendix A for an example of proposed pedestrian routes as part of Stellenbosch's NMT Network Plan. 8. NMT Guidelines According to the Pedestrian and Bicycle Facility Guidelines (2003), pedestrian and bicycle ways can be provided in various forms and types. The ways can be provided on the roadway pavement, or as separate walk and cycle ways. Pedestrian and bicycle ways can also be shared, although this is not normally recommended. The types of pedestrian and bicycle ways are as follows: a) Pedestrian ways (footpaths) i) Sidewalks, provided parallel to a street or road within the road reserve. SSI Engineers Page 5 TDM Business Plan-NMT Planning Project#:TOI.POL.000005 September 2010 ii) Walkways, which are independently aligned and not typically provided in the road reserve. b) Bicycle ways i) Bicycle lanes (Class III cycle way), that are specifically marked on the roadway pavement. When the lanes are not specifically marked and a road or street is shared with other traffic, the bicycle way is designated as a Class IV cycle way. ii) Bicycle roads (Classes I and II cycle ways), which are provided for the exclusive use of cyclists. Bicycle roads can further be subdivided as follows: • Bicycle roads within the road reserve, provided parallel to a street or road (Class II cycle way). • Bicycle roads which are independently aligned and not typically provided in the road reserve (Class I cycle way). The different types of pedestrian and bicycle ways are shown in Figure 8.1. a Side- Class III Road or street Class III Side- Walkway walk Bicycle Bicycle walk lane lane n r. V side- Class III Road or street Class II Class II Class I walk Bicycle Bicycle Bicycle Bicycle lane road road road Figure 8.1: Types of pedestrian and bicycle ways According to the Pedestrian and Bicycle Facility Guidelines (2003) many sidewalks have been constructed to a width of 1,2 m. This width is not adequate for two pedestrians to walk side-by- side, or to allow one person to pass another. A minimum width of 1,5 m is required for these purposes, although 1,8 m would be more desirable. 5W The following sidewalk and walkway widths are adequate for persons with disabilities (Wider widths are required to provide greater capacity in areas with high pedestrian volumes, such as central business areas): SSI Engineers Page 6 TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 • 1,5 m Width is desirable under normal operations. This width allows two wheelchairs to pass and a wheelchair to make a U-turn. • 1,8 m Width is more desirable in areas with relatively high volumes of persons with disabilities. • 1,2 m Width can be accepted over short distances where inadequate space is available, or across a driveway where it is difficult to maintain the desirable cross fall on the sidewalk and walkway. .Yj When providing bicycle lanes, it is particularly important that the lanes should not be too narrow and that the available lane width should be free of all obstructions (including drainage structures). According to the Pedestrian and Bicycle Facility Guidelines (2003) the recommended minimum bicycle lane widths are shown in Figure 8.2 and are as follows: • A minimum width of 1,2 m is recommended on roads where parking is prohibited and where a paved shoulder or a kerb and gutter is provided. The 1,2 m width excludes the width of the shoulder or gutter. ( q,) • A minimum width of 1,5 m is recommended on roads where unpaved shoulders are provided, or where there is a drop-off between the roadway and the shoulder. (r5-) • Bicycle lanes adjacent to on-street parking are generally not recommended because of the danger of car doors being opened in front of oncoming cyclists. Where such bicycle lanes are provided, the width should be increased to a minimum of 1,8 m. ((01) • A minimum width of 1,5 m should be provided at junctions, although a width of 1,8 m would be preferred. The wider width is required to accommodate two cyclists who stop side-by-side at the junction. The width of bicycle lanes at a junction should not be wider than 2 m to prevent vehicles using them. SSI Engineers Page 7 TDM Business Plan—NMT Planning Project#:TOI.POL.000005 September 2010 Hard or paved shoulder rn Bicycle lane adjacent to paved shoulder 1� H' Soft shoulder or drop-off 1,5 m Bicycle lane adjacent to soft shoulder c r Kerb. Bicycle lane adjacent to kerb and gutter H r Kerb 1,8 in �r Bicycle lane adjacent to on-street parking Figure 8.2: Minimum bicycle lane widths (one-way lanes) SSI Engineers Page 8 TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 9. NMT integration with public and private transport The importance of the integration of NMT with all the other modes of transport can not be highlighted enough with emphasis on the priority treatment of NMT. NMT is the most flexible mode of transport and can therefore easily be integrated with other modes especially if these modes allow for this to happen. The integration between NMT and public transport is by far seen as vitally important. The ease and convenience with which NMT users can access and use the public transport system will promote and enhance the usage of both modes at the same time. NMT should act as the feeder system to public transport. With high traffic congestion levels in the built-up areas it is unavoidable that an effective and efficient public transport system will have to be implemented in a structured way sooner rather than later. The NMT network must take cognisance of existing and future public transport systems. NMT routes need to support and integrate with the existing commuter rail system, although limited commuter rail operations exist in the area. These NMT routes also need to follow existing and future predicted public transport routes which would minimise walking and cycling distances to associated facilities. Incorporated into all of this is universal access to ensure easy access for Special Needs People. NMT needs special attention around public transport stops. This would include the NMT links between stops, the area around stops and the area inside stops. The NMT network therefore need to take cognisance of the NMT desire lines, activities along the routes, origin and destinations, public transport movement patterns as well as land use. Public transport nodes require aesthetically pleasing environment and a design that provides functional platforms, forecourts and shelters with easy NMT access. NMT infrastructure should consider the following elements to embrace integration: • Class of NMT facility • Width of facilities • Signage and road markings • Universal access design • Street lighting • Traffic calming • Traffic signals • Landscaping • Street furniture • Information NMT support services are also required to enhance the NMT environment and to promote the use of NMT. Parking for cyclists is a neglected area which needs to be implemented as part of the development of a NMT network upfront. The location, functionality, extent, and security of these parking areas need to be addressed before implementation.. Other NMT support services can include Pedi cabs, bicycle rental as well as repair and maintenance facilities. The integration of NMT into the system as a whole requires a strategic approach towards NMT. Items that would assist in this are: • Legibility of NMT within the transport and land use environment SSI Engineers Page 9 TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 • Cross subsidisation of NMT (e.g. NMT part of the construction cost of a road or public transport facility) • Indirect payment for NMT facilities via levies, etc. • Bicycle access onto public transport • Share road space where appropriate—pedestrianisation • Integrate NMT facility management, maintenance, safety and security with other facilities • Future business models to include NMT as a vital component 10. Promote NMT It is imperative that there are programmes and campaigns and projects that promote NMT but it is necessary that these are targeted to acknowledge the needs of different user groups. Strategies to promote NMT should focus on the following groups: • Rural scholars; • Farm dwellers; • Tourists; • Urban scholars (applicable to towns); • Urban students (applicable to towns); • Urban commuters (applicable to towns); and • Service providers. While the NMT Plan for the District Municipality focuses on the needs of the rural areas, the District Authority is expected to play an indirect support role to the local municipalities which have less capacity to deal with such issues. The focus is therefore on rural and, in selected cases, urban (applicable to towns) user groups. Targeted Strategies(The following aim to target-groups listed above): Rural scholars: • It should be noted that bicycle supply programmes funded by the NDoT (Shova Kalula Programme), already do work with rural scholars (between the age of 12 and 16). The District should endeavour to help with the selection process to ensure co-ordination with other spatial initiatives, infrastructure roll out programmes and other funding streams. Reviews of demand (optimally on an annual basis co-ordinated with the new intake at schools) should guide the district in terms of where it would be more appropriate to provide additional bus services and where it would be more appropriate to provide bicycles with the necessary infrastructure and training. These proposals would contribute to decreased travel times for school children. Where scholar communities are located within a 2km distance of the school, pedestrian infrastructure should be considered. SSI Engineers Page 10 TDM Business Plan-NMT Planning Project#:TOI.POL.000005 September 2010 Farm dwellers: • Encourage businesses / co-ops / factories / farmers etc to provide bicycles, bicycle parking and storage. Tourists: • Initiate formation of NMT forums/interest groups in local areas to put together local NMT friendly tourism routes. • Encourage guest houses, through local tourism forums/interest groups, to supply free bikes for the duration of the stay to encourage cycling around local areas. • Establish a programme to train local guides that can run bicycle tours. Urban scholars(applicable to towns): • Promote cycling to school and initiate safety awareness training modules at schools. • Support local municipality officials to respond to the need to provide appropriate infrastructure where required (a range of paths making up a continuous network linking schools and sports fields and rail stations where applicable, priority signalling systems, road crossing facilities and safe parking). Urban students (applicable to towns): • Support local municipality officials to respond to the need to provide appropriate infrastructure where required (including pedestrianised zones, NMT links from rail stations, road crossing facilities, priority signalling, parking, storage and showers). • Discourage University and College planners from providing vehicle parking and rather encourage planners to create pedestrianised campuses. This will require promotion of the use of a more appropriate parking ratio by the relevant Local Authority land use departments who generally encourage the use of vehicles by using outdated zoning scheme parking standards. • Ensure future student accommodation is located within easy access of public transport and NMT facilities. Urban commuters (applicable to towns): • Promote cycle subsidisation programmes with large employers - businesses / co-ops / factories etc. • Encourage businesses / co-ops / factories etc to provide showers, bicycle parking and storage facilities. • Discourage planners from providing excess vehicle parking and rather encourage the creation of NMT friendly environments in the city centres in particular. This will require promotion of the use of a more appropriate parking ratio by the relevant Local Authority land use departments who generally encourage the use of vehicles by using outdated zoning scheme parking standards. • Ensure future residential, employment and service nodes are located within easy access of public transport and NMT facilities. SSI Engineers Page 11 TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 Service providers: • Promote the use of bicycles by employees of the public service providers such as the Health Department, Social Welfare and Development Department and the South African Police Service who would benefit from being able to access a wider catchment area through the use of bicycles or Non-motorised vehicles (NMV). This will require engagement with management of these departments to discuss not only means to provide appropriate vehicles but ways to ensure that these can be maintained. General strategies: • Appoint specialists to prepare and implement a marketing strategy that promotes NMT as a healthy, cost effective, environmentally responsible and economically and socially empowering form of movement. The campaign should focus not only on the general public but politicians, government officials, the business sector, farming associations, tourism sector and bicycle retail and service sector. 11. Team of Professionals In order to conduct successful NMT Planning, it is proposed to include certain key positions as part of the professional team. These positions include amongst others the following: • A project leader with similar experience and a technical background in this particular field • A transportation engineer with expertise in the NMT field • An urban planner who has done NMT projects before • A landscape architect who knows about NMT facilities • A public participation specialist who can assist with public participation meetings and knows the local conditions 12. Advisory group The most effective means of public participation will be to form an Advisory Group with members representing the broadest segment of the community who will be committed to the project from beginning to end. To assist the consultants, it is proposed for either the District Municipality or the Local Municipality to set up this group prior to the NMT Planning projects kicking off. Selected technical staff from the District Municipality or Local Municipality should also form part of the group. In addition to those obviously affected by the project, it should also be considered to extend committee representation to broader community groups, chambers of commerce, district level officials and others who are not directly impacted but have a clear interest in the outcome. Care should be taken not to have a too large group because it will slow the decision-making process down. The Advisory Group should not be dominated by a small interest group, such as residents of a single street or those interested in a single, narrow issue. A wide variety of representation is necessary and this includes critics as well — it is better to give critics a voice throughout the process than wait to be confronted with opposition at the end. SSI Engineers Page 12 TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 To name some of the duties of the Advisory Group: • Assist with checking identified land uses • Assist with identifying appropriate NMT routes • Can also be used to assist with data collection • Assist with reviewing materials intended for distribution to the community • Reach a quality final product together with the professional team 13. Timeframe The NMT Planning process's duration will depend on the size of the study area. Duration of approximately six months should be adequate for a District Municipality NMT Plan and similar for a Local Municipality NMT Plan. The context of the study area can influence the duration of the NMT Plan, for instance in a large study area it might take more time to travel to far-off destinations. An example of an NMT Plan's project schedule is attached as Figure 13.1. Note that the tasks' order is not fixed and can be adjusted to suit the particular conditions. SSI Engineers Page 13 TDM Business Plan—NMT Planning Project#:TOI.POL.000005 September 2010 Month i Month 2 Month 3 Month 4 Month 5 Month 6 NMT Plan Development W W W W W W W W W W W W W W W W W W W W W W W W 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 Land use identification of study area Identify NMT trip generators and attractions Develop NMT routes Fieldwork and investigations tam Technical discussion about NMT criteria and infrastructure Discussion with Advisory group on proposed NMT routes Draft NMT Network Plan distributed(figures) NMT report and drawings Hand in NMT report Review NMT report Discussion with Advisory group on NMT report Include comments Conclude NMT Plan 1 Ell Figure 13.1: Project Schedule SSI Engineers Page 14 TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 SSI Engineers Page 15 TDM Business Plan-NMT Planning Project#:T01.POL.000005 September 2010 14. Budget It is difficult to give an indication of the budget that will be required for a District Municipality NMT Plan and for a Local Municipality NMT Plan. Past experience indicated budgets ranging between R400 000 and R1.2 million in South Africa. 15. References • CSIR, Pedestrian and Bicycle Facility Guidelines: Engineering manual to plan and design safe pedestrian and bicycle facilities, National Department of Transport, Pretoria, 2003. • SSI Engineers, NMT Master Plan Framework, Cape Winelands District Municipality, 2009. • ITS Engineers, Towards a Travel Demand Management Strategy, City of Cape Town, 2006. SSI Engineers Page 16 Transportation demand management- Wikipedia,the free encyclopedia Page 1 of 6 Transportation demand management From Wikipedia,the free encyclopedia Transportation demand management, � � � � � traffic demand management or travel demand management (all TDM) is the application of strategies and policies to reduce travel demand(specifically that of I single-occupancy private vehicles), or to redistribute this demand in space or in time. [1][Z] In transport as in any network, managing demand can be a cost-effective alternative to increasing capacity. A demand management approach to transport also has the potential to deliver better environmental outcomes, Evening traffic on the Al freeway in Slovenia. improved public health, stronger communities, and more prosperous and livable cities. TDM techniques link with and support community movements for sustainable transport. Contents ■ 1 Background ■ 2 Terminology ■ 3 Arguments in favor ■ 4 Demand management toolbox ■ 5 See also ■ 6 References Background The term TDM has its origins in the United States in the 1970s and 1980s, and is linked to the economic impacts of the sharp increase in oil prices during the 1973 oil crisis and the 1979 energy crisis. When long lines appeared at gas stations, it became self-evident that alternatives to single-occupancy commuter travel needed to be provided in order to save energy, improve air quality, and reduce peak period congestion.[3] The concepts of TDM borrowed from mainstream transport planning in Europe, which had never been based on assumptions that the private car was the best or only solution for urban http://en.wikipedia.org/wiki/Transportation—demand—management 6/28/2013 Transportation demand management- Wikipedia,the free encyclopedia Page 2 of 6 mobility. For example,the Dutch Transport Structure Scheme has since the 1970s required that demand for additional vehicle capacity be met only "if the contribution to societal welfare is positive" and since 1990 has included an explicit target to halve the rate of growth in vehicle traffic.[4] Some cities outside Europe have also consistently taken a q demand management approach to transport and land use planning, notably Curitiba, Brazil, Portland, Oregon,USA and Vancouver, Canada. Traffic congestion on Interstate 5,at Los Angeles,California. Relatively low and stable oil prices during the 1980s and 1990s led to significant increases in vehicle travel, both directly because people chose to travel by car more often and for greater distances, and indirectly because cities developed tracts of suburban housing, distant from shops and from workplaces, now _• ' referred to as urban sprawl. Trends in freight '--- -------- logistics, including a movement from rail and Oil price trend, 1861-2007,both nominal and coastal shipping to road freight and a requirement adjusted to inflation. for just in time deliveries, meant that freight traffic mf grew faster than general vehicle traffic. 9J] Because vehicle travel was increasing rapidly from 1980-2000, it follows that(with a few exceptions) 2 the techniques of demand management were not 2J a 2 E.so widely or successfully applied during this period. s 0 2 .aA Small-scale projects to provide alternatives to single m occupant commuter travel were common, but 0 2 400 generally were led from outside the mainstream of 2 3A transport planning. However many of the techniques z in the demand management toolbox were developed j2 2 I:A during this period. 2 z �2666 The British Government's White Paper on Transport >° [51 marked a change in direction. In the introduction to the White Paper, Prime Minister Tony Blair �aea stated that We recognise that we cannot simply build our Mim i s M s way out of the problems we face. It would be Year environmentally irresponsible - and would not Work. Vehicle miles travelled in the United States to March 2009. http://en.wikipedia.org/wiki/Transportation_demand_management 6/28/2013 Transportation demand management- Wikipedia, the free encyclopedia Page 3 of 6 A companion document to the White Paper called "Smarter Choices" researched the potential to scale up the small and scattered sustainable transport initiatives then occurring across Britain, and concluded that the comprehensive application of these techniques could reduce peak period car travel in urban areas by over 20%.161 A similar study E71 by the United States Federal Highway Administration,[81 was also released in 2004 and also concluded that a more proactive approach to transportation demand was an important component of overall national transport strategy. Terminology Since 2010 transportation professionals have suggested that the TDM is widely misunderstood simply as a collection of vaguely related initiatives, and that this misunderstanding is constraining the true potential of the concept. TDM practitioners have found that TDM is far more effective when framed as a philosophical approach which in over time becomes a cornerstone of sustainable urban transport systems. A new paradigm in transport planning, internationally recognised as TDM, appears to be emerging which embraces concepts such as "mobility management" and "active travel management" under its umbrella.E9] Crucial to the delivery of a sustainable urban transport system is integrating the TDM philosophy into urban transport planning, as well as the daily management and operation of transport services and infrastructure. It appears that managing travel demand has largely been compartmentalized as a set of "soft measures"to promote sustainable travel options or programs to promote and offer shared ride arrangements. Demand management means different things to different disciplines. For example: to Information Technology (IT) specialists, managing demand is new technology to provide information; to operations managers, managing demand is controlling the flow onto highways; to economists, it is pricing the system to find equilibrium with capacity; to marketers, it is promoting innovative campaigns; and to many policymakers TDM remains a largely unknown entity. The concept has become confused as each discipline has tried to mold the concept to their set of tools. This "silo'thinking inhibits the kind of policy integration that is needed to develop a sustainable urban transport solution strategy. There remains much confusion as to what a sustainable transport system would comprise. It is helpful therefore to consider different approaches to sustainable transport along a spectrum of viewpoints, ranging from weak to strong sustainability.1101 Generally efforts to address the impact of transport on climate change to date have been largely focused on technology. The impact of this technological-led approach has been very limited in the transport sector. TDM has the potential to move the transport sector from a position of weak to strong sustainability by combining behavior-change with technology improvements. In this context transport demand management is understood as a much broader concept. Implicit in the use of the term is the assumption that it is accompanied by the implementation of sustainable mobility, introduction of full cost pricing and organizational or structural measures to ensure a broad range of complementary interventions work effectively together to realize the benefits of sustainable transport. It is the unifying philosophy of TDM, not specific measures associated with it,that underpin the policy objective of a more sustainable system of transport. This philosophy of managing demand accepts that meeting unfettered demand for travel is impractical and that therefore the system needs to be managed. That demand for travel needs to be managed by: http://en.wikipedia.org/wiki/Transportation—demand—management 6/28/2013 Transportation demand management- Wikipedia,the free encyclopedia Page 4 of 6 • Expanding the supply and availability of(more sustainable) alternatives; • Controlling demand for the use unsustainable modes; • Providing incentives and rewards for undertaking sustainable travel habits; and • Imposing full-cost pricing on the use of the automobile. Arguments in favor The need to manage travel demand has now become urgent for a number of converging reasons. Oil prices have now passed the previous peak in 1980, and 95% of all energy used in transport is oil. Vehicle travel in the United States, which has been rising steadily since records began,began to level out before the fuel price increases and is now in decline.["] Part of this decline is likely to be people making fewer trips, with potentially far-reaching economic and social consequences. Countries and cities where the car is one of many travel choices are more likely to prosper, as people can choose to drive less but are still able to travel by transit, cycle safely, walk to local shops and facilities, or choose to work or study from home. Transport systems are responsible for 23% of energy-related greenhouse gas emissions, and are increasing at a faster rate than any other energy using sector.[121 Demand management is central to the effort to reduce greenhouse gas emissions from urban transportation,[13] Increases in vehicle travel are linked to a range of health problems including poor urban air quality, road injuries and fatalities, and reduced physical activity. The World Health Organisation stated in 2003:[14 We are concerned that current patterns of transport, which are dominated by motorised road transport, have substantial adverse impacts on health. The efficacy of expanded roadways in managing traffic congestion is increasingly under challenge. Much of the traffic on new or expanded roads has been shown to be induced. A growing sustainable transport movement is mobilising public demand for investment in safer, more livable cities with a greater range of travel choices. Demand management toolbox There is a broad range of TDM measures, including: • Transportation management associations: leverage public and private funds to increase the use of ridesharing and other commuting options that reduce traffic congestion and improve air quality • Including or improving pedestrian-oriented design elements, such as short pedestrian crossings, wide sidewalks and street trees. • Requiring users of parking to pay the costs directly, as opposed to sharing the costs indirectly with others through increased rents and tax subsidies. • Including and improving public transportation infrastructure, such as subway entrances, bus stops and routes. • Subsidizing transit costs for employees or residents. http://en.wikipedia.org/wiki/Transportation—demand—management 6/28/2013 Transportation demand management- Wikipedia,the free encyclopedia Page 5 of 6 • Bicycle-friendly facilities and environments, including secure bike storage areas and showers. See Bicycle transportation engineering • Providing active transportation(AT) facilities including bike lanes and multi-use trails. • Providing traveler information tools, including intelligent transportation system improvements, mobile and social applications, wayfinding tools, and other methods for promoting non-SOV modes • Flex-time work schedules with employers to reduce congestion at peak times • Road pricing tolls during peak hours. • Road space rationing by restricting travel based on license plate number, at certain times and places. • Workplace travel plans • Roadspace reallocation, aiming to re-balance provision between private cars which often predominate due to high spatial allocations for roadside parking, and for sustainable modes. • Time, distance and place (TDP) road pricing, where road users are charged based on when, where and how much they drive. Some transportation experts believe TDP pricing is an integral part of the next generation in transportation demand management.E151 See also ■ Automobile dependency ■ Bus lane • Pedestrian zone • Change management • Congestion pricing • Critical Mass : Gatherings of cyclists, making bicycles visible • Environmental impact of aviation • Flextime • Fuel economy-maximizing behaviors • Gas-guzzler • GNSS road pricing • Greater Valley Forge Transportation Management Association • Hierarchy of roads • High-occupancy vehicle lane • Hypermobility • James Howard Kunstler • Living street • List of car-free places • Park and ride • Parking • Shared space • Single-occupant vehicle • Stefan Gossling, sustainable travel expert • Street hierarchy • Telecommuting • Toll road • Traffic calming • Urban planning • Urban sprawl http://en.wikipedia.org/wiki/Transportation—demand—management 6/28/2013 Transportation demand management- Wikipedia, the free encyclopedia Page 6 of 6 ■ Woonerf References 1. ^Nelson, Donna C.,Editor(2000).Intelligent Transportation Primer. Institute of Transportation Engineers, Washington,D.C. pp. 10-1. ISBN 0-935403-45-0 2. ^ http://ops.thwa.dot.gov/tdm/index.htm FHWA Travel Demand Management home page 3. ^http://ops.thwa.dot.gov/aboutus/one_pagers/demand_mgmt.htm Travel Demand Management Challenges 4. ^ van den Hoorn,T and B van Luipen(2003). "National and Regional Transport Policy in the Netherlands" (http://www.rws-avv.nl/pls/portal30/docs/9860.PDF).Retrieved 2008-07-27. 5. ^ "White Paper on Transport" (http://www.dft.gov.uk/about/strategy/whitepapers/previous/fot/).2004. Retrieved 2009-07-04. 6. ^ Cairns, S et al. (July 2004). "Smarter Choices,Changing the Way we Travel page v" (http://www.dft.gov.uk/pgr/sustainable/smarterchoices/ctwwt/chapterlintroduction).Retrieved 2008-07- 27. 7. ^ [similar study] 8. ^ "Mitigating Traffic Congestion" (http://www.ops.thwa.dot.gov/publications/mitig_traf cong/index.htm). 2004. Retrieved 2009-07-04. 9. ^ Black,C. and Schreffler, E. (2010)Understanding Transport Demand Management and Its Role in Delivery of Sustainable Urban Transport,Transportation Research Record,2163,pp81-88 f url=http://trb.metapress.com/content/t2nv5w 1 hg77541tl/?p=01 cb9f4fe84a4f86bc l 33767c 1 c2f6fl&pi=9 www.trb.org 10. ^ Black, C.S. (1997)Behavioural Dimensions of the Transport Sustainability Problem,PhD Thesis, University of Portsmouth,UK. 11. ^ US Department of Transportation(2008). "American Driving Reaches Eighth Month of Steady Decline" (http://www.fhwa.dot.gov/pressroom/thwa08l7.htm).Retrieved 2008-08-23. 12. ^ Intergovernmental Panel on Climate Change(2007). "Assessment Report on Transport and its Infrastructure" (http://www.ipcc.ch/pdf/assessment-report/ar4/wg3/ar4-wg3-chapter5.pdf). Retrieved 2008- 08-23. 13. ^ http://www.greenhouse.gov.au/tdm/index.html Travel Demand Management(TDM)Initiative 14. ^ Charter on Transport,Environment and Health(http://www.euro.who.int/document/peh- ehp/charter transporte.pdf) 15. ^Next Generation Travel Demand Management: Time-Distance-Place Motor Vehicle Use Charges (http://www.itdp.org/documents/Next%20Generation%2OTravel%2ODemand%2OManagement.pdf) Retrieved from "http://en.wikipedia.org/w/index.php? title=Transportation_demand_management&oldid=56094043 5" Categories: Transportation planning I Sustainable transport • This page was last modified on 21 June 2013 at 17:26. • Text is available under the Creative Commons Attribution-ShareAlike License; additional terms may apply. By using this site, you agree to the Terms of Use and Privacy Policy. Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a non-profit organization. http://en.wikipedia.org/wiki/Transportation_demand_management 6/28/2013 6. Other Business: a) France Avenue Business Park IV PUD Landscaping and Screening Plan On July 2nd, it was discovered that there is a problem with placing a screening fence along the southwestern portion of the property that would maintain the required 3 foot clearance zone for this alternative alignment for the Twin Lakes Regional Trail. At the meeting, I would like to discuss an alternative location of the fence, adjacent to the loading area that would follow the same alignment as the Azelia Ave fence. I would also like to discuss the alternative of replacing this fence with coniferous plantings that would provide a better long term buffer. Attached is a copy of the landscape plan for this portion of the France Ave. Business Park IV site. NV FZ7 -Zf I'A 1/1.1Z On v A/ Ti F0 IT T n I I I u I It ou9 V OR TH;` P-c AZEM A ENUE , 71 1j I lit, 5DO- 7A IT 1 IP Oulz Im Im Im.I—I,I Y 5 III Iry 4 7 to, illaol, I, i o it ill I I : I �,Ir• 11-57 1 i 3- `. 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