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City Council Packet 01-15-1997 Special
Agenda City Center Subcommittee January 15, 1997 7:00 p.m. Public Safety Training Room 1. Call to Order 2. Selection of Subcommittee Chair 3. Review and Discuss New Information Since December 12 Meeting a) Letter mailed to theater operators b) Sketch plans Mann Theaters Harstad Homes c) Traffic information d) Theater parking requirements e) Financial comparison of proposals 4. Recommendation for January 22 City Council Meeting 5. Adjourn Subcommittee Members: Judy Johnson, Tim Bildsoe Christian Preus, Ginny Black, Joy Tierney MEMO CITY OF PLYMOUTH 3400PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447 TO: City Center Subcommittee through Dwight Johnson, City Manager FROM: Anne HurfWu rt, . ommunity Development Director SUBJECT: Background Materials and Recommendation on City Center Site DATE: January 10, 1997 for January 15, 1997 Subcommittee Meeting Recommendation: That the City Center Subcommittee recommend that the City Council enter into a purchase agreement with Mann Theaters for the sale of the City -owned land at Vicksburg and Highway 55, consistent with the terms of the offer made to the City by Mann in their letter dated December 11, 1996. Background: At its last meeting on December 12, 1996, the City Center Subcommittee reviewed two proposals for the purchase of the City's property at Highway 55 and Vicksburg Lane, from Mann Theaters and Harstad Homes. A copy of the Subcommittee's report from that meeting is attached. The Committee directed a number of actions be taken. The materials prepared for the January 15, 1997 meeting summarize actions taken since then. Site plans—each proposer was asked to develop a proposed site plan by December 31, 1996. Both Mann and Harstad have submitted sketch plans. The summary comparison of proposals reviewed at the December meeting has been updated to include comments on the two plans. Mann submitted a joint proposal with Carlson Companies. Harstad submitted a plan for their land west of Vicksburg, but not for the City -owned site. Both of these plans should be considered very preliminary. Contacts with other theater companies—at the direction of the subcommittee, the attached letter was sent to other theater companies. No responses, other than a couple of telephone inquiries, were received. Parking requirements—staff has done some additional research on theater parking requirements. A separate report is attached. Traffic analysis—staff worked with our traffic consultants (SRF) to update the City Center traffic study based on the sketch plans submitted. A final report will be available by Monday, January 13. Based on our review of the preliminary report, we have added comments to the comparison of the two proposals. Each proposer to contact Cub Foods—we have received a verbal report from Mann/Carlson regarding their contacts with Cub, and have been told that they have reviewed the sketch plan. There may have been contacts between Harstad and Cub but we are not aware of any details. This should be discussed with the proposers at the January 15 meeting. Staff conduct a financial and tax revenue analysis—a separate staff report is attached. Summary information has been added to the comparison of the two proposals. Discussion: Based on all of the information that has been provided to date, the Mann/Carlson proposal seems to be the best alternative. They have demonstrated that they can develop a site plan consistent with the adopted City Center Plan, including the provision of adequate parking. Additional work needs to be done at the site planning stage to determine the exact configuration of the intersection on Vicksburg Lane and the driveway arrangement for Cub Foods. However, the traffic study gives us some confidence that it should be feasible to develop a plan that can provide adequate separation between 35`h Ave. and Highway 55 (600 to 650 feet) to allow for a full access to Vicksburg. The sketch shows that the plan would also coordinate well with the adjacent properties to the east, and provide an excellent spin-off development opportunity for a restaurant in the City Center area. The Harstad proposal is inconsistent with the City's comprehensive plan, both for the City Center site as well as the land west of Vicksburg. The proposed access to Highway 55 presents significant traffic concerns and an additional inconsistency with local, and possibly regional, transportation plans. The sketch plan submitted does not demonstrate that the proposed theater and restaurants can meet the City's parking requirements. And, no information has been given to show how Harstad would develop the city's site. The financial differences between the two proposals are not significant enough to warrant abandoning the plans adopted with considerable public input and expense. Attachments: 1. December 13, 1996 report of City Center Subcommittee 2. Sketch plan and other background materials, Mann Theaters proposal 3. Sketch plan and other background materials, Harstad Homes proposal 4. Comparison of City Center proposals (January 10 update of December 12 matrix) 5. December 16 letter to theater operators 6. Staff report on theater parking requirements 7. Staff report on financial comparison of proposals 8. City Center Plan cd\staffrep\cc\cc97\citycntr 2 Agenda Number: 6Z CITY OF PLYMOUTH CITY COUNCIL AGENDA REPORT,..:,; TO: Mayor and City Council FROM: Dwight D. Johnson, City Manager SUBJECT: City Center Subcommittee Report DATE: December 13, 1996 1. ACTION REQUESTED: Receive the City Center Subcommittee report as outlined below and direct that the selection of a buyer for the City -owned land at Vicksburg and Highway 55 be placed on the January 22, 1997 council agenda. 2. BACKGROUND: The City received written proposals for purchase of the city owned site at Vicksburg and Highway 55 from Mann Theaters and Martin Harstad since the contract with Frauenshuh was terminated. The net purchase price offered by Mann was $762,300 and the amount from Harstad was $800,000. Mann proposed a 12 screen theater on the City site, while Harstad proposed a Muller theater on the west side of Vicksburg and unspecified commercial development on the City site. Harstad's proposal also required commercial designation for his land west of Vicksburg, which is currently designated for office uses. Mann proposed a joint development with Carlson Companies, who would develop a retail complex on the land just north of the City site and south of Cub Foods. Representatives of both groups were present at the December 12' subcommittee meeting. Anne Hurlburt outlined a chart showing the two proposals and each group was then allowed time to add commentary about their proposals. 3. ALTERNATIVES: The alternative actions would be to direct development of an agreement with either Harstad or Mann, or to take no action at all. 4. DISCUSSION: The subcommittee recommends that action be delayed until January 22" to obtain further information about how each proposal would work. Many of the items below are intended to address some doubts among committee members about the overall suitability of the City's site for retail -entertainment uses as adopted in the City's planning and zoning for the area as well as concerns that both proposals are less than the City's cost of acquisition of the property. In particular, the committee has directed the following plan of action: 1. Each proposer develop a proposed site plan by December 31, 1996. 2. Staff contact other theater companies to determine if any other interest exists in our site with no requirement that a developer be a part of the proposal. 3. Staff conduct additional work on parking survey and requirements. 4. Staff conduct additional traffic analysis based upon submitted site plans. 5. Each proposer contact Cub Foods to determine their interests and concerns with each proposal. 6. Staff conduct a financial and tax revenue analysis of each proposal, based upon proposed site plans. 7. The Subcommittee will meet again to review all information on January 15' at 7:00 p.m. 8. The City Council should meet on January 22' to consider final action. The Council has previously directed that information on the overall costs of acquisition, including lost income, be analyzed. The Finance Department will prepare this as soon as the computer software installation is complete at the end of the year. The Subcommittee also encouraged Mr. Harstad to talk with Carlson Companies about cooperation on a full intersection for 35`h avenue and other matters. 5. BUDGET IMPACT: The proposed net purchase prices are $762,300 and $800,000 for Mann and Harstad respectively. The proposed Capital Improvements Plan elsewhere on this agenda planned on a net amount of $750,000 being available from the sale of the land. A specific financial analysis of the individual proposals is proposed -by the subcommittee and can be conducted once the site plan proposals are received. 6. RECOMMENDATION: I recommend that the report be received and action be deferred to the January 22' Council meeting. VICKSBURG LANE wcn I m Z C m a' 1 1 r s u O O m -Di Z0 to N m O A wcn I m Z C m a' Dp 1 r C Z0 Z w Zn ND O dV crd' G t. n A O os i0 rn .9 w In ATD y r la IQoQ? N D T r I s r C N a' Dp m r C o Z0 iF, w c IIJJ O ms'; g= G t. n a' Dp m r Z iF, ms'; g= Dn os i0 rn .9 w r la IQoQ? N D DEC -11-96 WED 15:45 SIEGEL, BRILL FAX N0. 612 339 6591 P.02 LAW OFFICES SIEGEL, BRILL, GREUPNER & DUFFY, P.A. 13CC WA51HINGTON SQUARE JOSIAH E. BRILL, JR. 100 WASHINGTON AVENUE SOUTH BRIAN E. WEISSERO JAMES R. GREUPNER MINNEAPOLIS, MINNESOTA 5Sd01 MICHELLP R. KLEOON GERALD S. DUFFY WOOD R. FOSTER, JR. PHILIP J. DANEN JAMES Al YAROS}4TELEPHONE (G12) 339-7131 THOMAS H. GOODMAN KRISTI LI CARLSON JOHN 5. WATSON f ACSIMILE 16121339-61$91 NATHAN H. BJERKC WM. CHR15rO0HER PENWELL SUSAN M. VOIOT i ANTrIONY J. GLEEKEL JOEL H. JENSEN OF COUNSEL SHERRI L. ROHLF RICHAR SIEGEL JOROAN M. LEWIS December 11, 1996 I Ms, Anne Hurlburt 1 Director of Community Development City of Plymouth VIA. FACSIMILE 509-54QI 3400 Plymouth Boulevard Plymouth, MN 55447 Re. Mann Theatres - Proposed Development at Plymouth City Center Dear Anne: This letter is intended to outline and confirm our recent discussions regarding the above -referenced proposed development. This letter is further intended to provide the City Center Subcommittee of the Plymouth City Council with assurance of our continuing commitment to this project in a manner consistent with the city's objectives for the property as you have described therm to us. Our proposal is for Mann Theatres, Inc., or another entity owned by its shareholders, to enter into a development agreement for the above -referenced property, providing for a purchase price of $3.50 per square foot. The only contingencies to our purchase would be i) the provision of good and marketable title, (ii) approval by the city and other regulatory agencies of our construction of the proposed theater on the site, (iii) provision by the city of an off-site location and construction of ponding, (iv) that there are no special assessments levied or pending against the property, (v) that there will be no park dedication fee required unless the property is subdivided, and (vi) that the Phase I Environmental Survey shows no hazardous material on the site. I have already reviewed and discussed a draft of the Contract for Private Development with the City Attorney, Mr. Knutson, and we have resolved essentially all of the issues, subject to review of revised language he is currently preparing. We stand ready, willing and able to execute the Contract for Private Development as soon as it is finalized and approved by your City Council and to go forward with the construction of the theater on this site as provided therein. Our current proposal is to construct and operate a twelve (12) auditorium state of the art, first run, free standing motion picture theater on this site. We estimate that the DEC -11-96 WED 15:46 S I EGEL, BRILL FAX N0. 612 339 6591 P.03 December 11, 1996 Page 2 building will be at least 35,000 square feet in size and will be our show case theater, containing attributes currently found nowhere else in this region, such as partial stadium seating. We have estimated that the theater will contain at least 2,000 seats, although this number will be increased to the maximum number permitted under the Plymouth parking ordinance. As evidenced by Mr. Brad Lis' letter, we are proposing a joint development of this site together with the Carlson site directly to the north. We have reached an agreement with the Carlson Companies for this joint development, including all necessary cross easements for parking and access. We have jointly been working together with Ron Krank of KKL Architects, to prepare a development plan acceptable to the city. We are scheduled to meet with city staff and the architects on Friday, December 13th to further review and modify the development plan as appropriate. Mr. Us is proposing mixed retail and restaurant uses on his property which are compatible with the city's stated desires, including no fast food. Although we have not yet concluded discussions with the city regarding all aspects of our proposed development plan, we have attempted to develop a plan which we believe will be consistent with many of the stated objectives of the City Council and city staff, including the following: 1. Based on the current site proposal including cross -easements with the adjacent Carlson property, we do not anticipate requesting any variance from the city's one space per four seats parking ordinance. 2. There is no proposed fast food use in the joint development. 3. We have provided for pedestrian walkways and access both within our development project and to the north, consistent with the city's "green spine" pedestrian system proposal. 4. We are not requesting a full intersection, but rather a right-in/right-out access only on the proposed plan. To the extent that we desire a full intersection, we understand that the intersection must be moved further to the north and that we must accommodate such a move. 5. We are not proposing a continuation of a city street through the property, avoiding both the expense of constructing the street and the loss of a considerable amount of property in the process, We are DEC -11-96 WED 15:46 S I EGEL, BRILL FAX N0, 612 339 6591 P.04 December 11, 1996 Page 3 happy to continue to work with the city with regard to issues of ingress, egress and circulation on the site. If accepted, it is our intention to commence construction of the theater as soon as weather and load limits permit in the spring and, barring events beyond our control, to complete the theater by December, 1997. We have available all necessary funds to purchase the property and construct the theater and we would intend to use the same architect and contractor we have used for our last several theaters. We believe that our recent meetings with you and others on the city staff have been extremely productive and that we have reached an agreement in principle which accomplishes the city's stated objectives in as expeditious a manner as possible. We look forward to finalizing this Agreement at the December 18th City Council meeting and to moving forward with the construction of the theater which will put this property back on thecity's tax rolls and provide its residents with a significant amenity by the end of 1997. If you have any questions or concerns with regard to any portions of this letter, please let me know at once. Otherwise, I assume that you will provide copies of this letter to the City Center Subcommittee for its consideration at its meeting on December 12, 1996. Sincerely, J erR, reupner cmp cc: Steve Mann Brad Lis 12/11/96 11:04 FAX 612'404 5001 CARLSON REAL EST X1002/002 CARLSON REAL ESTATE COMPANY December 11, 1996 Ms. Anne Hurlburt Director of Community Development City of Plymouth 3400 Plymouth Boulevard Plymouth, MN 55447 RE: PROPOSED CITY CENTER DEVELOPMENT Dear Anne: I recently spoke with Jim Greupner with regard to the Mann Theater proposal. He mentioned that a meeting was scheduled for December 12th with the City Center Subcommittee to discuss the proposal. As I will be unable to attend such meeting, I thought it best that I send this letter to voice Carlson Real Estate Company's support of the Mann proposal. It is our intent to fully cooperate with Mann Theaters to put together a site plan which accommodates all of our needs with respect to ingress/egress, parking, pedestrian walkways and ponding requirements. We will enter into joint easements for purposes of the above-mentioned requirements. Carlson will plan to develop a mixed retail and restaurant project along the same timeline as Mann Theaters. We are not proposing any fast-food uses so it will be in compliance with the City's stated desires. If you have any questions or concerns, please call me to discuss. You can pass this letter along to the City Center Subcommittee or City Council members as you see fit. I look forward to our meeting scheduled for Friday, December 13th to discuss the site plan in further detail. Sincerely, CARLSON REAL ESTATE COMPANY, INC - Brad Lis Managing Director of Investments 612)404-5004 cc: Jim Gueupner, fax: 339-6591 Steve Mann, fax: 33 2- -3305 Carlson Business Center., 111 Cheshire Lane, Suite 700. Minnetonka, Minnesota 55305 612-404-5000 12/30/96 19:32 5 "It MMMLSMAaxw a A A eow— wf Vwx4sUr 10,000 SF y oaAt, ofL• 24ow sr- VA, 01. l N0. 814 1 0 vJ 000'*ls 1.Cw G • t ii; u E te WV35 ) CA 4; b 1 0 12/30/96 19:31 2 co December 30, 1996 SATHRE - BERGQUIST, INC. 150 SOUTH BROADWAY 612) 476-6000 Ms. Anne Hurlbert City of Plymouth 3400 Plymouth Boulevard Plymouth, MN 55447 Subject: Harstad Hills/SUGAR HILLS 5TH ADDITION Dear Ms. Hurlbert: WAYZATA, MN 55391 FAX 476-0104 I have been directed by Marty Harstad to send you a copy of our recent Conceptual PIan, prepared 12/26/96, which suggests land use and access for the commercial portion of SUGAR HILLS. N0. 814 P02 The Plan suggests approximate building sizes, parking and driveway layouts, tentative uses, and potential access. The Plan suggests that 35th Avenue North, a public street, would enter the site from Vicksburg Lane at the approximate touchdown point previously suggested by the City's land use and traffic studies prepared during the City Center re -analysis. This street would terminate at a point where each of the proposed lots would have individual access to it. The Plan also contemplates full turning movements at the Vicksburg Lane intersection. Several conversations with Mr. Bill Warden at MnDOT have led us to believe that a right-in/right out access from westbound Highway No. 55 is possible. The Plan suggests that this would be constructed with the Theater which we show on Site B. We want to explore the potential of this access since it would potentially reduce the traffic volumes on Vicksburg Lane. I spoke with Mr. Warden today and plan to send him a copy of the Plan for MnDOT's review and comments. The Plan calls for five commercial sites. Our preliminary thoughts for these uses are as follows: Site A- A 3 story office building containing 30,000 SF. Bank use of the first floor, with drive up tellers. Cross -parking agreement with Site B to allow theater parking in this site. Site B- A Movie Theater complex of 14 screens and approximately 3000 seats. On site parking for about 640 vehicles, with a cross -parking agreement for an additional 130 spaces in Site A. Site C- A Restaurant of approximately 5,000 SF similar in size to Mulligans 12/30/96 19:31 N0. 814 1?0; The Conceptual Plan has been designed to preserve a 100 foot wide buffer/setback area immediately south of 36th Avenue North. No vehicular access would be allowed to or from this site to 36th. The buffer strip along the north edge of Site A is mostly treed. Our intent is to retain the maple forest character of the strip. The site contains wetlands which have previously been delineated. No alteration to the westerly medium quality wetland is currently planned. The easterly, high quality wetland is crossed by 35th Avenue. We anticipate encroachment for the roadway, and for parking lot and driveway construction. I believe wetland impacts would be lessened in this PUD amendment, when compared to the approved Concept Plan. I believe that we would have the following steps to complete to enable the Plan to proceed as shown: 1. Comprehensive Plan Amendment 2. PUD Plan Amendment 3. Typical Plat/Plan review 4. Rezoning to C-3 5. Conditional Use Permit for Convenience Restaurant drive up facilities 6. Individual Site Plan review for each lot, including potential liquor license requests I ask that you and the City Staff review this proposal in an initial way, as a pari of the review of the Harstad Hills Inc. offer to purchase the City property across the street. I believe that you will want your traffic consultant to comment on the traffic ramifications of this proposal as well. Let me know if you see the process differently than I suggest. Please contact me with any questions. Many Harstad is out of town this week but I will assist you in any way possible. Sincerely, SA - R T, INC. Richard W. Sathre, P.E. Enclosure cc: Mr. Marty Harstad Mr. Bill Warden, MnDOT Mr. Bob Muller File: 2718-005 EE Harstad Homes Inc. Construction • Real Estate • Development 2195 Silver Lake Road • New Brighton, Minnesota 55112 December 6, 1996 612-636-9991 Mr. Dwight D. Johnson, City Manager CITY OF PLYMOUTH 3400 Plymouth Boulevard Plymouth, MN 55447 Subject: City owned Vicksburg Lane/Highway 55 property Dear Mr. Johnson: I have recently learned that the planned sale of the City owned property, at the northeast comer of Vicksburg Lane and State Highway No. 55, to Frauenshuh has been terminated. I am sure that there is some frustration shared by the City Council and Staff after you've invested City resources in the effort to get this land back on the tax rolls and the sale proceeds into other worthy City needs. The flip side to this disappointment could be that the City now has an opportunity to reassess it's position on the best use of the property. I believe that the City has learned that the property must be reduced in price to make the development of a movie theater complex feasible. This coupled with the potential, unwanted cross-over theater parking into adjacent commercial properties points to my belief that your property is not well suited for a state of the art theater complex. The Frauenshuh proposal has also shown that a theater will not be the best use of the site from a return on your investment" standpoint I believe that the way to achieve your highest and best use, both financially and from a commercial compatibility standpoint, is to construct a full intersection on Vicksburg Lane at 35th Avenue North and provide full, convenient access to your site. I am convinced that 35th Avenue North would be of benefit to not only the City property, but to Erickson's, Carlson's and other nearby owners. I have had numerous discussions with City Staff, Sugar Hills residents and the many potential business interests seeking to locate in Plymouth. Many business owners have approached me about the possibility of building on the remaining commercial site in Sugar Hills. This land is directly west of the City site across Vicksburg Lane. Some time ago, I was approached by residents of Sugar Hills asking whether I would develop the commercial site with access to Vicksburg rather than to 36th Avenue North. The Conceptual PUD plan of Sugar Hills shows all access from 36th Avenue North; and an office complex consistent with the City's Comprehensive Plan. I have told the neighbors that if the City allows a new 35th Avenue intersection, with full access to my site, and amends the Comprehensive Plan and PUD to allow higher value uses on the property I will move the commercial traffic to the new 35th access. I have also promised them that I will leave a 100 foot wide buffer adjacent to 36th Avenue North, if the City allows these changes. The Homeowners Association agrees that this tradeoff of mixed use retail commercial, with shifted traffic and a buffer, is a good one. We have (lie potential to create a win/win situation. The Sugar Hills neighbors can see a shifting of trallic. The City can sell its property for more. My commercial site can be increased in value too! A decision to build die 35th Avenue North intersection on Vicksburg is the action that is needed for all of us. I can help pay for the 35th Avenue intersection if the City permits higher and better use of my site. I propose to create a mixed use commercial area on my site. Muller Theaters have an agreement with me to build a state of the art theater of at least 14 screens. They will commit to build adequate parking to satisfy the true needs of their facility. I would select other restaurant, office and retail users which by design would not compete against each other for parking but would instead compliment one another. I want these thoughts to become actions. I propose that Harstad Hills, Inc. purchase the City site for One Million Dollars ($1,000,000.00) to provide the catalyst. This offer to purchase is contingent upon the standard soils, environmental, marketable title, etc. contingency clauses; and the following- 1) ollowing 1) The City agrees to construct the 35th Avenue North fullintersection on Vicksburg Lane. The City pays for one-half of the costs of this improvement, to a maximum of 100,000.00. I pay the remaining costs. 2) The City agrees to construct 35th Avenue North, east from Vicksburg Lane, and to assess the costs to the benefited properties in accordance with your standard methods. I assume the assessments to your property with the purchase. 3) The City acquires any necessary easements for 35th Avenue North and assesses the costs of acquisition in the same fashion as the construction costs; but the City agrees to pay their share of these costs up to a cap of $100,000.00. 4) The City allows uses on its property to be determined by the marketplace and myself, but in accordance with normal City standards. 5) The City amends its Comprehensive Plan and the Sugar Hills PUD Plans to permit the uses I will propose including the theater, bank, restaurant(s), office and other retail commercial uses. I request that you review my proposal, and present it to the City Council at the December 18th, 1996 meeting for their consideration. I look forward to working with the City on this mutually beneficial opportunity. Please feel free to call me at 636-9991 to discuss this, or if you have questions. Very Truly Yours, Harstad Hills, Inc. Martin N. Harstad President rA M O O PLO I 4.0 O O rA I rl m U r. 03 o U c° w o cz wDcn o 4 o o a q Zi o YCyO to 03^" to cC OztuD n7 UOO O Uwi D bU OO U bA , cn cnc's L3 O O ` l bA N St m bviip o d oo o own o 0 0 0 o UJ o a V" j o p Y 3•. In i 00 c's O LA a23 cc°i H b n ' `o s3 74. ° 0 3 o ' 'Ll'` b 3 Q in 1)Q. Ln o 0 Q Q V) Ln_ a o Z O Ub , q a) _ O o M M s. GL U 3 O bA `) 3 . O Qo Q tf) kr)_ O O a n v t U O b C C b U zt00a ? a U. b 0 o o U o v v o o 0 o i U) c cz 0° U C4 a c d 0 0 Z 0 Q, o o 0 o v o to') .s a m 3 aU ° U U Z .., Z IJ cl coo c uncnc w b U o° wcz o ' to a ct o a. 3 0 , o v kn 3 oNo U cd F M O O y S O cl bA U Z 00 U s0. R O ccz "C3 s . Tj 04 O M V) y N uncn cc, cn Q.. N 6R iC Q N cC D U yOU o M b O w? 3 ^o a cd 0M ct cz 3 0. 0. M b 3 c o a c o 0 0 oo o n o p 4 3 cn ti 72 cn O N04 p cC O N O ci. 0 o ry bn z0 H asrov w d o o o o U to Ztp_ L.ZS to v h v O ° n 4> O O h ti Z2 sy. O O c > pL,o.cn O h h .. p p 4 o vb y °`2,z q o oh Q ,O zi 18, Vi C3 4i obi s. +.to o o x cz 1:3 o Zt o Gi i h , d o .. ° zt z a ah ,t3!Z3 Z2 7 TS Q4 `ti 0 C3 Cj O Z -k Z y •° ' tl O +qJ ° d o, Ct O` O O Q O qZJqvh i v- tt > o C4.) d t:3 o q Z3 ct to" o) o o) LZ to o hoo000 o 2 o y Q, Q•O C3 Q- o Z, (Z3 ti of 0 3 Q. U o ti tn aro O O `' O o o o h . U c o 4 ° o, o ncqj 'ice. °x Q ° T3 N y O O O vj b y o y •O Ln aEooa z a• ntz > h Z2 yeti q` 0 O v y V o O et •° o ° '' • q ochi t:3 h h V O V oVi of .p f/1 O O U SCS Zt t:3 1%) Q U O2 O tO y L. E3 i.1 c N Zi Obi O C3 N O Oi Oi tito U Ci ti q 0) h p aOvOyH CO qChiwC3yUo`i M Oji CZ obiZI 4 epi 3o° T. y s. Ci h s: Zi y ti o v h_ v '' Q sO'' U v Z1 tl O ;CS C3 •ti O " . 4, o ° Q h ON O O q C) O + h 7 U ` y +.; ? 3`',, l ` _ M> U h obi ev . p y 1`3obi 04 cl,h v p° o> ZS ° h x. ej v m k 00 8 o g b Cl k o q cl QD2 n 00 Q OC) @ k 2 2 m LastName» Company» Addresslo City» Dear «AutoMergeField» : I am writing to you at the request of the Plymouth City Council's City Center Subcommittee, which was formed to work on planning issues concerning the City Center area of Plymouth. Recently, the Committee has been working on the possible sale and development of a five -acre site, currently owned by the City, at the northeast corner of Vicksburg Lane and Highway 55. The City's plan is to develop a retail/entertainment project, including possibly a movie theater, on this site. Earlier this year, the City sent out a "Request for Qualifications" to developers who might be interested in purchasing the City's property, and developing a theater and possibly other related uses. Frauenshuh Companies was selected as the developer of the site. You may have been contacted about this project by Frauenshuh sometime in the last several months. Unfortunately, the City and Frauenshuh Companies were not able to work out an agreement for development of a theater, and we have ceased negotiations. We are currently considering offers from a theater company and from another developer for purchase of the site. I am writing to you now because the Subcommittee desires that all theater companies who may have aninterestinthissitebeawarethatthesiteisavailable, and that the City is now willing to sell the site directly to a theater company without the involvement of a developer. The City Council plans to make a decision on whether to sell the property at Vicksburg and Highway 55 on January 22, 1997. The Committee will be meeting again on January 15, with the intention of making a recommendation to the City Council. If you have interest in purchasing this land or have any questions about this letter or the proposed theater site, please call me at (612) 509-5401, or call City Manager Dwight Johnson at 509-5051 as soon as possible. In order to consider an offer, we would need to have it in hand along with a proposed site plan of sufficient detail to determine the feasibility of the proposal (grading and landscaping plans would not be required) not later than noon on December 31, 1996. Sincerely, Anne W. Hurlburt Community Development Director cc: Mayor and City Council Dwight Johnson' City ManagerPLYMOUTH A Beau tifuCPlace'To Live onnn of VW)l ITH R01 11 FVARn • PLYMOUTH. MINNESOTA 55447-1482 • TELEPHONE (612) 509-5000 Letter Dated December 16, 1996 Regarding City Center Area Site Sent to: Robert Copeland Movie Entertainment 5300 Hyland Greens Drive #200 Bloomington, MN 55437 Frank J. Meograssi Director of Real Estate United Artists Theatre Circuit, Inc. 9110 E. Nichols Avenue, #200 Englewood, CO 80112-3405 Gary Raymond, Area Manager General Cinema Theatres 14551 Burnhaven Drive Burnsville, MN 55337 Carmike Cinemas District Office 1601 N. Broadway Rochester, MN 55906 Linda Moore, General Manager Cineplex Odeon, Skyway 6 Theatres 711 Hennepin Avenue Minneapolis, MN 55403 Cheryl Olson, Manager GTI Theatres 123 2nd Avenue Northeast Cambridge, MN 55008 BBC: Mike Muller Muller Family Theatres 4950 54' Street Northwest Maple Lake, MN 55358 Stephen Mann Mann Theatres, Inc. 704 Hennepin Avenue Minneapolis, MN 55403 cc: City Council Dwight Johnson d MEMO CITY OF PLYMOUTH 3400 PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447 TO: City Center Subcommittee FROM: Anne Hhurt, Community Development Director SUBJECT: Theater Parking Requirements DATE: January 7, 1997 for January 15, 1997 Subcommittee Meeting At the December 13 meeting, the City Center Subcommittee asked staff to do some additional work on theater parking requirements. The City currently has a minimum parking requirements of one space for every four seats (1:4) for theaters. There was some question as to whether or not this standard is adequate. Prior to December 13, staff had conducted a survey of a number of theaters that have been built or have been recently approved for construction in the Twin Cities area. An updated copy of that survey is attached. We also asked our zoning ordinance consultant to review the parking requirement and provide us with some examples on the parking ratios required by other communities. The consultant found that the minimum parking standards vary widely. Some cities require as much as a 1:3 ratio, others as low as 1:6. A 1:4 parking ratio is quite common. His research indicated that there was little agreement on a standard, because theaters are so often located within shopping centers or share parking with other uses, making it difficult to isolate the number of spaces that are required by the theater alone. Based on this research, and the fact that Plymouth's standard for theaters has been 1:4 for some time, the consultant recommended retaining the 1:4 ratio in the new zoning ordinance. Since December 13, we have obtained some additional research from the City of Coon Rapids, which has recently evaluated theater parking standards, and also observed parking conditions at two existing theaters. Research from City of Coon Rapids— The City of Coon Rapids has recently had an unusual opportunity to review three separate theater proposals. While all three will not be built (Mann has withdrawn its proposal), it did give the City a good chance to review its parking requirement. Coon Rapids had an ordinance minimum U. aRA0PID 6_ INTRODUCTION TO: Planning Commission FROM: Lee Starr, Community Development Director SUBJECT: Multi -Screen Movie Theaters DATE: November 15, 1995 The following information provides general information on the parking needs and traffic generation characteristics of multi -screen movie theaters. PARKING The attached report on the parking needs was provided by Karasotes Theaters. The report summarizes the operational characteristics of multi -screen movie theaters and verifies that a parking standard of one space per four seats is appropriate for these theaters. TRAFFIC GENERATION Traffic generated by multi -screen movie theaters does not all come and leave at the same time because of the staggered schedule for presenting films in these theaters. As shown below, because of this film scheduling, peak hour trip generation rates for multi -screen theaters are similar to retail stores of a comparable square footage. Use 12 screen theater (1) 14 screen theater (2) 60,000 sq ft -retail (1) Week Day PM Peak Hour Trips 214 255 300 Weekend Day Peak Hour Trips na 380 na Sources: 1) Trip Generation, Institute of Transportation Engineers 2) Traffic study for 14 screen Cineplex Odeon Theater near Chicago (see attached) 11155 ROBINSON DRIVE, COON RAPIDS, MN 55433-3761 (612) 755-2880 - FAX (612) 767-6491 Ur -r -ASC -FE -S THEATRES PARKING RATIO ANALYSIS Kerasotes Theatres is seeking to depart from the parking requirements established for movie theatres by the City of Coon Rapids. The City's regulations require that one parking space be provided for every three seats. Based upon our experience and the nature of our theatre operation, we have found a need to provide one parking space for every four seats. The plan which we have submitted provides 972 parking spaces for 2992 seats, thus creating a 1:3.25 parking space/seat ratio. It is our opinion that this is a more than sufficient number of parking spaces for the following reasons: 95% of our parking spaces are directly in front of our theatre. Patrons do not enter a small segmented area and become frustrated when that area is filled and conclude that this condition exists in the entire lot. Our patrons enter the parking area in front of the building and are able to observe where available spaces are located. A significant number of our patrons are dropped off and picked up by a third party. It is our experience that this number can be up to 25%, depending on the type and time of the feature. No long term parking is necessary for these patrons. There is a constant turnover in our parking lot due to the staggering of start times, the length of the films, and the size of the theatres. It would be impractical and unwise to have a surge of more patrons than either our box office or concession areas could reasonably accommodate. I have attached a sample of our Schedule of Performances for a similar sized theatre in Boling- brook, Illinois, which illustrates this time staggering. (See attached "Schedule of Performances") With 16 screens and an equal number of features, there is never a situation where each feature has sufficient appeal to sell out. A significant portion of moviegoers will not buy a ticket if their first or second choice has been sold out. It is unusual if, of 16 features, more than 8 even have a realistic potential to sell out in peak times. At no time are more than 95% of seats sold. This is standard theatre policy. It takes into account that many patrons object to single seating and front row seating, as well as accounting for the segment of moviegoers who put clothing and other items on adjacent chairs. It is our experience that each automobile has approximately 2.5 people when they arrive at the theatre. If each space is taken, this would account for 2430 patrons. Based upon the 95% potential of seats to be sold, this would assume an .86 occupancy rate. (2430 - 2842 =.86) This would correlate to 10 sold out features and 6 features with 60+% of seats sold, an extremely rare occurrence. These numbers do not take into account any patrons who were dropped off by a third party. The possibility of this hypothetical condition is further lessened due to the above mentioned time staggering. I have also taken the liberty of enclosing a Comprehensive Traffic and Parking Survey for a highly successful 3000 seat theatre which we own and operate in Bolingbrook, Illinois. This report was compiled on weekends during the busy holiday period. Its results clearly indicate that even at a 1:4 parking ratio, our parking lot functioned well. EXISTING THEATRE PARKING ANALYSIS The following table is an analysis of existing parking conditions at recent vintage, suburban, multi -screen movie theatres which are analogous to the 16 screen theatre Kerasotes Theatres is proposing to construct in Coon Rapids. When looking at comparables, we wanted to ensure that each was not directly part of or connected to a retail development. Each, given its location, had to be capable of supporting its own parking requirements. We also wanted to include various theatre circuits to indicate wide- spread acceptance of the 1:4 parking ratio. Sony does have an agreement to use an adjacent office building parking lot which has approximately 200 spaces. The lot is remote from the Theatre and requires patrons to walk up stairs and across Sony's main parking field before entering. Note that even with these additional -200 spaces, the parking ratio is 1:4.13. Table No. 1 Theatre Circuit Location No. Seats No. Parking Ratio Parking: Seats Kerasotes Vernon Hills, IL, 1900 485 1:3.92 Sonv Rolling Meadows, IL 2940 512 1:5.75 Sony/Kerasotes Streamwood, IL 4041 1010 1:4 Kerasotes Bolingbrook, IL 2968 735 1:4.04 Kerasotes Springfield, IL 1750 438 1:4 General Cinema Indianapolis, N 3100 712 1:4.36 Goodrich Savo , II., 2847 712 1:4 Regal Westfield, N 2100 525 1:4 Cineplex Joliet, IL 1739 435 1:4 Independent Lake Zurich, IL 2200 j 550 1:4 Sony does have an agreement to use an adjacent office building parking lot which has approximately 200 spaces. The lot is remote from the Theatre and requires patrons to walk up stairs and across Sony's main parking field before entering. Note that even with these additional -200 spaces, the parking ratio is 1:4.13. r. No o d I al e A tE N U)I Lo V LA O O Q Q U O N Qr Q1 O Ol O Q1 Q1 Q1 Q1 s 0 oo goLQ 7 N Z I hl QI pl C o T 3 0 Q M f l o o U-)+ C' yl r nQ) ppM I Qh I M f'I Qt I 8 n Lf)o L L rO r Di O r- o; r Q; r r I V N F - C oev Llr) ir r J L i0N t0 0o tD 0 0 0 o rnV rn CSI rn O Cc)). ch rn O Un O N'7 O 7 to r r0 V L V w— V g 0 8 QC1 r QI QO 4 jI V N Q V N r N N a N N 7 N P N Q N ll1 O C7 r r`jl c r`jl hil hjI 3 0 N 3 0 0 l I61 V) O l a i NV) 4 2 0C] O a X O a s V Qi cv cu QQO o ULL N O p C D O z W cd CL II J Q M 4-J W cn j Q U a C O E 5 co LO NT O O U')Ocn In vo E O U -)p E m to EInNv0Nr0Cl) N O0O.0 O u, N LLV' cb CO O LO r M r n Y O C U L N t N L N z a L L t L N L N N L r L V) N N N r. GIJ. r11l.1"iV 11 VJ -%.I I - W w. J) Id S CINEPLEX ODEON THEATERS I Addison, Illinois January 12, 1996 i III.', PROPOSED DEVELOPMENT Cineplex Odeon is proposing tc develop a 14 screen theater facility within the Meadows Business Park. The Theater will have a total of approximately 2,800 seats with the various theaters varying from a seating capacity of 141 seats to 367 sears. A 'parking area with approximately 148 parking spaces will be constructed iminediately adjacent to the theater building. An additional 689 parking spaces will be constructed or the west side of Gree;ibriar Drive for a totai parking availabiiity ofi 830 spaces. Trio -Characteristics Metro has conducted numerous traffic impart evaluations for the deveiop,;,ant Of multi -screen theater facilities in the Chicago region. S=iwveys have also baen corinple ted by Metra of several existing rnulti-screen facilities in the areaLn determine the +.rip characteristics of a larger tiiea¢er complex. These surveys were conducted during a t'ypica! v.eekday evening, a Friday evening, a Saturday midday period and Saturday evening period and on a Sunday during the midday period. The surveys included the amount of traffic ingressing and egressing the facility and the amount of parking that was observed at each facility. Based an this information, Metro was ab!e tC develop a standard trip rate for a theater faci ity based on the number of seats ti1Mt Oro pry id'd. In order to analyze the highest impact periods, traffic was estimated for the development during the peak travel periods of the adjacent roadways. A theater does net generate any trips during the weekday morning peak hours. Therefore, a weekday evening period and a Saturday midday period represent the hinhest travel par: oids for traffic cn the adjacent streets and entering and exiting a theater development. Based on the surveys and referencing the institute of Transportation Engineer's report, title Trip Generation, 5th Edition, iYletrp estimated the number of trips thwt would occur during a typical weekday evening P.M. peak hour and a Saturday midday peak hour. Table Z indicates the number of trips, inbound and outbound, itro Transportation Group, Inc. Page 7 CINEPLEX ODEON THEATERS Addison, Illinois I-- J January 12, 1996 thak are anticipated to occur with the development of a 2,800 seat multi -screen th4ter facility. TABLE 2 Trip Generation Cineplex Odeon - Addison 2,800 seats ory>:; :w,v . r i(..• ..K • Www. ...•.:W<.,w.. •.,a. ,n•>,MnA ..T.. R In OUC : TOI i 11! iui k i 155 100 255 230 150 380 I As evident from the surveys conducted and the nature cf the theater operations, thele is rarely a time period when there is a significant volume of traffic entering and exiting the theater at any one time. All 14 screens do not begin or end their respective shows at the same time. The start times are staggered so as not to create a bottleneck at the ticket counter cr the concession stand. This, in turn, allowwi traffic in the parking lot to be staggered as well. As stated, the theaters inside the facility range from a to+al of 141 seats to a total of 39-7 saats per audiicor!um, One hundred percen, ('00%) of the seats at any particular show are never sold, allowing for vacant seats for coats, front raw, Etc. Thus, the total nurr ber of patrons per theater is decreased from the maximum potential attendance, which in .urn Impacts the levels of traffic enterh-;g and exiting the theater prior to and after a show. I TripI© istributio i I Th direction from which the theater patrons are anticipated to arrive from is dependent on several factors, including available roadway network, location of population, location of competitors and complimentary uses, such as restaurants. Rased on these factors, it is anticipated that a majority of traffic will approach the site; from the east and wast on Lake Street. Some traffic is also anticipated to arrive fro,T the south on Swift Road, which has continuity south to St. Charles Road In Glen Ellyn, Table 2 and Figure 3 indicate the anticipated trip distribution of the theater patrons. Metro Transportation Group, Inc. Page 8 CITY CENTER City of Plymouth, Minnesota 23 January 1996 Hoisington Koegler Group Inc. 8 Meyer, Scherer & Rockcastle Ltd. McComb Group, LTD. Ehlers and Associates, Inc. CONTENTS 0.0 A Plan for a City Center 1.0 The Structure of the Center 2.0 Design of Public SpacU.- ak 3.0 Configuration of Sites 14.0 Design 5.0 Supporting Information Prepared by: 9113 Hoisington Koegler Group Inc. 7300 Metro Boulevard, Suite 525 Minneapolis, Minnesota 55439 612.835.9960 Meyer, Scherer & Rockcastle Ltd. McComb Group, Ltd. Ehlers and Associates, Inc- Hoisington Koegler Group Inc, 1995 City Center Design Guidelines City of Plymouth, Minnesota Contents Irk 0.1 Creating A Center As communities outside of major cities have developed, they have consistently provided for all of the direct needs of their residents -- housing, jobs, schools, parks, shopping and many others. Most however, have evolved around the house, the automobile and the destinations at the ends of the journey by car. Some communities focus on their schools, or a particular natural resource, or some other element that might bring people together; but for the most part, the sense of a center of community has become lost. Certainly, there are many things that are important features of the community of Plymouth, but a strong center is not one of them. For years, an area of about 75 acres has been designated as "downtown Plymouth," and for most of that time nothing has happened that would provide any sense of it being a downtown. Previous plans for downtown" were not framed around any sense of creating a center for the Plymouth community, and did not target uses that would encourage the kind of interaction and interrelation that might be desired in the community's center. Recognizing this, the City of Plymouth began a process of creating a plan for the area a plan that would involve residents, business and land owners, City officials and others in setting a com- mon course for their "center". With a plan in place -- a plan that builds on the needs and desires of a wide range of participants -- the City can begin to actively encourage development that fulfills the community's goals for this area. While this area can never be a downtown like the center of Minneapolis, it can be planned to provide the sense of a center for Plymouth that draws on the character of the land and a distinct pattern of introduced features. It can be a place that attracts residents for a variety of civic, commerce and recreation activities, and it can begin to provide a strong sense of identity for this community. 0.2 Goals From the beginning, there were goals that this project sought to achieve. The following goals were under- stood as the basis for the planning process, and they were confirmed through a series of public meetings: To create a well-grounded vision for the area, not a dream. To look broadly at land use, determining the best fit for a variety of uses. To study the relationship between the "community center" site and "downtown." To determine the appropriate use of the City -owned five acre parcel at Vicksburg Lane and Highway 55. To establish an identity for "downtown" Plymouth, including a signature development for the City's parcel. To develop design guidelines that deal with the structure of downtown, not just cosmetics. To explore an appropriate and authentic "theme." To include the public, land and business owners, and neighbors in the process of creating a plan for the center. City Center Design Guidelines City of Plymouth, Minnesota A Plan for a City Center: Page 1 0.3 Conditions Plymouth's Comprehensive Plan recognizes the area bounded by Highway 55, Vicksburg Lane, County Road 9 and Fernbrook Lane as the City Center area. A large city park occupies about half this area, and is located in the east portion of the City Center. The remainder is largely undeveloped land lying between Vicksburg Lane and Plymouth Boulevard. Cub Foods, along Vicksburg Lane, is the most significant commercial structure. Other commercial build- ings include a State Farm Insurance Company claims center, an Amoco gas station/convenience store, an auto mall (on a prominent hilltop site), a small multi -tenant building containing a liquor store, and small maybe obsolete) cable television building. Plans are in process for two additional projects in the City Center: a daycare facility has been proposed at the north end, along County Road 9; and, at the northeast corner of Vicksburg Lane and 37th Avenue, a funeral home has been proposed. Plymouth's City Hall and Public Safety Building, the Post Office, and the Hennepin County Library are also located in the City Center, and provide a significant base for community and civic functions in Plymouth. A large community event - "Music in Plymouth" - is held annually in the City Center area. Surrounding land uses include single family residential along the west side of Vicksburg Lane north of 36th Avenue and at the extreme southeast corner of the City Center area. High density residential uses occupy the area to the north of County Road 9 and east of Plymouth Boulevard north of 37th Avenue. This area includes a senior housing facility owned by the City of Plymouth Housing and Redevelopment Authority. Industrial uses occupy land south of the City Center, across Highway 55. Land at the northwest corner of Highway 55 and Vicksburg Lane is guided for limited commercial use, although there have been various other proposals for development of this site. While the land available for development in the City Center is rather nondescript old field vegetation, two significant woodlands lie at each edge. The Sugar Hills neighborhood, west of the City Center, is largely a maple -basswood forest; the park at the east side of the City Center contains a significant number of oaks, especially in areas close to Plymouth Boulevard. Wetlands are also significant natural patterns, with a large wetland located at the intersection of Highway 55 and Plymouth Boulevard, and an even larger wet- land system that includes Plymouth Creek lying a few hundred yards east of Plymouth Boulevard. Land ownership is divided among many individuals, with no single owner controlling a majority of the City Center area. The City of Plymouth owns a five acre parcel at the northeast corner of Highway 55 and Plymouth Boulevard. This parcel is recognized as the key piece of any City Center development concept. 0.4 Process In order to find the best "fit" for the community, and to build an understanding of the direction to be set by this plan, the process for creating the plan was framed around participation by citizens, neighbors, land owners, business owners, elected and appointed City officials, and City staff. A series of workshops result- ed in a list of initial concerns and opportunities; the formulation of a set of guiding principles and a vision statement; evaluation of several concepts; and a review of the final plan. Meetings were held with land and business owners, as well as with a subcommittee of the city Council. All sessions were conducted in ways that encouraged constructive thought and refinement of plan directions so that the result would satisfy the goals of the community. A complete record of the meetings and workshops is attached to this report. City Center Design Guidelines City of Plymouth, Minnesota A Plan for a Citv Center: Paqe 2 0.5 Guiding Principles Once input from the various parties was received, a set of principles was established to further define the goals of the project and as a way of measuring the fit of the concepts and final plan. As these principles form the basis of the concept and design guidelines for the City Center, they might be re -read over time to be reminded of the initial directions of the plan. Definition of a Boundary Boundaries of the City Center should be defined to create a walkable district no larger than a ten-minute walk. The establishment of boundaries should lead to protection of special features and neighborhoods, and encouragement of the best use of limited available land. Beyond the boundaries, commercial develop- ment must be carefully considered to encourage focus on the City's center. Identity Related to Place An identity must be established that is meaningful to the community, symbolizing the area as the heart of the community, and reflecting the spirit of the people and the place. An identity for the City Center must be recognizable as the community's center from its edges and from within. Elements used to tie the center together must reflect both the urban and natural qualities of the Plymouth community. Recognition of Natural Resources Forests, wetlands, topography and other features of the natural environment should be recognized as ele- ments that lend identity to the City Center, as a means to connect the City Center to areas at its edges, and as a force that shapes patterns of development. Significant patterns of the natural landscape should be integrated into new development, so that they become amenities for new development rather than the space left over. Emphasis should be placed on creating a seamless landscape, without break across the lines that might otherwise divide the private from the public areas of the center. Natural features will be a highlight of the City Center. Patterns of the near landscape will be drawn through the center, reinforcing its connection to the land and its significance as a part of the Plymouth landscape. Landscapes of the center should be compatible with patterns of the larger landscape of the community, drawing from the natural environment to establish a strong identity. A Mix of Uses A vital center must contain a blend of activities, including commercial, office and public uses. The public elements should include public facilities, such as the City Hall and the Library, but must also include parks, plazas and community -oriented open space. Mixing might occur vertically within a building, with offices over commercial uses; mixing must occur horizontally, so that a range of uses occurs along the length of a street. Mixing should occur with respect for specific character of the land and the resources available, and with strong consideration of the character of the City Center's neighbors. Streets as Spaces Streets should be the public spaces and the common ground of the City Center. To be active as public spaces, they cannot be used for cars alone; pedestrians must be an integral part of the street environment. Development along streets will not be so much a part of the private realm, but instead will feel like an extension of the public space of the street. Community and civic uses should front on major streets, and buildings should address streets instead of parking lots. City of Plymouth, Minnesota City Center Design Guidelines The Structure of the Center: Page 3 Circulation patterns throughout the City Center will be planned to allow for people to move about without their cars, to allow people to park once and shop twice, and to coordinate with future changes to larger transportation systems. Streets will be planned to create comfort and interest for pedestrians, with cars moving at speeds that allow for recognition of more than the generic symbols of the retail environment. Parking for People The land of the City Center is too precious to cover with asphalt and cars. In order to provide focus on the architecture and activities of the center, parking must be moved out of the "front yard" and shared amongst a variety of uses. To enliven the street, parking on the street should be encouraged. All parking must be developed to relate to people as well as to cars. Design of Buildings Development of the City Center should generate intensity and permanence, and set a hierarchy of building types, including the establishment of landmarks. Consistently high standards must be set for building materials and construction to achieve an architecture that is meant to last. The City Center must be devel- oped in ways that use the land to its highest and best potential, not in ways that simply await the next good development opportunity. In developing Plymouth's center, development should occur that re -orders pri- vate space to make the public domain more usable, memorable and vital. Architecture in the City Center should explore a character that assures integrity, interest and diversity, while respecting overall patterns set by the plan. Buildings will unify the City Center in the ways they address the street, responding to the pedestrian envi- ronment and reinforcing adjacent structures. Commercial buildings must provide for walk-in trade from nearby residential areas and adjacent civic facilities, as well as for customers who drive. Parking should not dominate the landscape or pedestrians, and there will be comfortable, safe and direct access to the front door from parked cars and from sidewalks at the street. Connection to, from and within the City Center Strong connections must be maintained between the City Center and the neighborhoods that surround it, and extending into more distant neighborhoods by continuous and convenient trails. Transit must be con- sidered as a method of connection, ensuring that future options can be accommodated within the City Center as modes of travel evolve. The City Center must be extremely walkable — no more than a ten minute walk between major features. Orientation to Families Plymouth's center must have an orientation to families, with activities and events that build a sense of com- munity across generations. Activities should occur that make the City Center active in the evenings as well as during the day, and for civic and entertainment reasons as well as for shopping or work. A Sense of Community The City Center should contain a single element that is broadly recognized as its centerpiece, mirroring the spirit of the community and becoming the focus of community life. It should be developed as the attraction, as shopping or workplaces can occur anywhere in Plymouth. This element should offer the opportunity to establish traditions of community, binding neighbors together in an element of common ground, and provid- ing the place for celebrating the life of the community. City Center Design Guidelines City of Plymouth, Minnesota A Plan for a City Center: Page 4 0.6 Vision A vision statement was crafted to summarize participants' intentions and as a method of evaluating the fit of proposals for developing the City Center. The vision for Plymouth's City Center is: Plymouth's City Center will be a blend of cultural, recreational, civic and entertainment uses that encourage interaction of the entire community, especially families. It will be built around an infrastructure that provides goods and services for residents and that allows for casual meetings and organized community -wide events. In all facets, the City Center will orient to people. In developing the City Center, it will be considered as a whole. Even as individual parcels are considered, it is their fit as a part of the center that is paramount — the role of the parcel in the the City Center land- scape, and the affect of the parcel on its neighbors. The City Center will be pedestrian friendly and auto convenient, with an emphasis on striking a balance between people and cars. Uses will be diverse, yet strongly integrated, with distinctive public spaces being the highlight. Above all, Plymouth's City Center will "fit" the community. It will fit the land, responding to forces that shape and direct development in ways that maintain aspects of both countryside and town. It will fit the region, promoting activities that are unique to the community. It will fit the people of Plymouth, establishing strong traditions based on an active community life. 0.7 A Concept Plan for the City Center Plymouth's City Center, as demonstrated in the concept plan is not a "downtown" in the traditional sense, but it will not be merely a "shopping center" either. The plan strives to create a place for the activities of commerce and community in a location that is central to the City as a whole. It is not a copy of what might have worked in another city; rather, it is based on the common needs and desires of residents and land owners, and it builds on "found" characteristics and patterns of the area. The City Center concept plan is based on important patterns and relationships, but it is only a concept. As development occurs on individual sites, one should expect the "built" version to be different than the "plan" version. At the same time, however, certain ideas must hold true to yield a center that adheres to the vision defined through the process. The City will use the design guidelines to maintain consistency with the vision and concept plan, and coherency in the patterns of development that result. Structure and Organization The existing pattern of streets in the center serve as a good foundation for the structure of the City Center. Vicksburg Lane and Plymouth Boulevard define the west and east boundaries, while cross streets break the center into discrete blocks. In the plan, 35th Avenue has been extended to meet Vicksburg Lane, and 34th Avenue has been vacated to allow for more intense development of the southern tier of sites. A "spine" connects the north and south ends of the center through the middle of the blocks. Within the spine, spaces can be developed for joint uses of the center (regional NURP ponds, and pedestrian connec- tions and activities) and to recall patterns of the landscape surrounding the center. As an element, the spine will become one of the signatures of Plymouth's City Center. One of the key aspects of the City Center concept plan is the way development relates to the street. Buildings in the center will be set close to the street, resulting in the buildings becoming the focus rather than parking lots. Buildings close to the streets will also shield neighboring residential areas from parking areas and lights, and create a sense of density for the City Center. City Center Design Guidelines City of Plymouth, Minnesota A Plan for a City Center: Page 5 It is important that corners not be relegated to parking; corner sites have a critical role to play in lending identity to the City Center. Parking, therefore, should not occur on corners, and should not be located between the building and the street. Use The concept plan is built around a set of uses that are appropriate to the City Center. No single use domi- nates; it is the mix of retail, entertainment, employment, public and residential uses that will result in an active center. The plan indicates uses that are viable development projects, so that something will happen here. At the same time, the plan encourages the best use of the land resources of the center. Therefore, retail uses are targeted to those sites that have retail potential, and office uses are set for sites that have best potential for office development. Careful consideration has been given to the City's five acre parcel at the northeast corner of Vicksburg Lane and Highway 55. After exploring several alternatives, the plan illustrates a signature use (not merely a signature development) for this corner. An "entertainment center' is proposed, focused on a multi -screen movie theater, with restaurants and "entertainment retail" uses surrounding it (retail stores for books, movies, compact disks, and other media). A developer will have to assemble several parcels to make this kind of development occur, but the resulting development will be one that serves the Plymouth community and marks an important corner of the City Center. Additional retail development is shown in the remaining parcels that border Highway 55. Ideally, this devel- opment will build from a strong relationship to the highway, the entertainment center and the employment uses of the center. Convenience retail would occur at the southeast corner of Vicksburg Lane and County Road 9. Typical neighborhood goods and services might occur in a single building in this location, which will become more significant as County Road 9 is completed west of Vicksburg Lane. The central portion of the City Center is shown as "Office/Office-Technical" uses. While the traditional office market may not be viable for these parcels, the plan increases the ability to create similar uses that would bring people to the center on a daily basis for employment uses. Traditional office uses are encour- aged, but an office -technical use would also be appropriate. This type of use is in higher demand in the region, and would be entirely compatible with other uses of the City Center. Office -technical uses resemble traditional office buildings, have similar service/loading and parking requirements, can have the same level of aesthetic enhancement, but provide space for research and testing in addition to office functions. They do not contain warehouse spaces, but might have showroom function as a minor part of the development. While the plan does not show residential uses, higher density residential uses could occur on several sites within the City Center. A senior residential development could be attractive considering the kinds of nearby development and the level of amenity that will be created through the plan. For senior residential, the most likely sites would be those near the existing senior residential facility (located at the northeast corner of Plymouth Boulevard and 37th Avenue). The Library and City Hall serve as a strong foundation for public uses in the City Center. A community cen- ter, located at the east terminus of 36th Avenue, would be an important element for the City Center as it would draw visitors from across the community and anchor one the most prominent sites of the City Center. Other uses could also occur in the City Center, but some would require a great deal of care in order to sup- port the goals of the plan. Auto -related uses are not a good fit for the center, as they do not create strong relationships with their neighbors, and the automobile invariably dominates the site. "Fast food" uses could City Center Design Guidelines City of Plymouth, Minnesota A Plan fnr a city renter Paoe 6 be a part of the City Center, but not in the ways they have been traditionally developed. The "stand alone" nature of fast food facilities tears at the fabric of the City Center plan, but if the use could be incorporated into a larger building the use could be acceptable. The concept plan is not intended to be a tightly structured document for land use. Rather, it is meant as a guide, indicating uses that have market potential and showing how those uses relate to each site in the City Center. Flexibility is encouraged to create the best mix of uses, relationship to other development, and accommodation of development opportunities. Circulation While it is important to move traffic safely and freely in and around the center, streets also must function to define the City Center. The key is to focus on traffic flow, not speed, and to use elements that help to make the streets convenient for drivers and friendly for pedestrians on the walks. The plan shows streets devel- oped to accommodate expected traffic volumes, but also demonstrates a level of streetscape development that will act to "calm" traffic to speeds reasonable for the City Center. Ultimately, some changes to traffic control will be required as a result of the development created from the concept plan. Traffic signals will be required at every intersection along Vicksburg Lane from Highway 55 to County Road 9 (except at a street that will serve a new neighborhood west of Vicksburg Lane between 37th Avenue and County Road 9). Each intersection will also be full access, meaning that a driver entering any point in the intersection can move in any direction. Traffic signals will do more than control traffic and traffic speed; they will provide the necessary relief to allow pedestrians to safely cross Vicksburg Lane to reach the City Center. Plymouth Boulevard will be controlled by traffic signals at Highway 55, and perhaps, at County Road 9. 36th Avenue will be controlled with a traffic circle, which forces drivers to make right turns and then travel around a large island until their destination street is reached. Traffic circles are also more pedestrian friendly, and in this location, the traffic circle will create a strong tie between the City Center and the park. Intersections at Plymouth Boulevard and 37th Avenue and Plymouth Boulevard and 35th Avenue will be controlled with side street stops, where the traffic on Plymouth Boulevard moves through the intersection, and traffic on the side streets stops. At Plymouth Boulevard and 34th Avenue, traffic will be controlled using an all way stop. Traffic volumes on Plymouth Boulevard will require four lanes of traffic south of 36th Avenue, but only two north of 36th Avenue. This will allow for the development of a more significant median to the north, and provide the opportunity for on -street parking. On -street parking is also a possibility on the cross streets (35th, 36th and 37th Avenues). In these loca- tions, on -street parking may allow for increased development in adjacent sites and provide for traffic calm- ing due to the parked cars. Even though most visitors to the City Center will arrive by car, the plan recognizes that once people park their cars they become pedestrians. The plan encourages development that allows people to park once and shop twice through the use of joint parking. But coincident with joint parking is the need for a complete pedestrian network. Sidewalks are shown in the plan at both sides of every street, between the street and the front door of every building and along the spine. In addition, the design guidelines show that every parking area makes a level of accommodation for pedestrians through the creation of separate walkways through parking areas. In Plymouth's City Center, pedestrian circulation must be recognized as an impor- tant element. City Center Design Guidelines City of Plymouth, Minnesota A Plan for a City Center: Page 7 Public Spaces While the City will work with developers to fulfill the goals of the center, the best opportunities for creating a distinct City Center will be in its public components (which are controlled by the City). Buildings like the Library and City Hall are recognized as strong civic elements, and a Community Center will likely be seen as another important civic structure. Balancing the "built" public components are the public spaces — in Plymouth's City Center, the park, the streets and the spine. The park on the east edge of the center must be made to be a part of the City Center. In the way a Community Center is designed and situated on this site, it can become a "bridge" between the "developed" City Center and the "natural" park. It is the one place in the center where the larger picture of Plymouth is expressed in the combination of building and landscape, and it occurs at the terminus of 36th Avenue where it becomes a focal point for the center and the community. As streets are developed to serve development, they must be considered an opportunity for identity. The landscape elements that happen at the street create a pattern that is different than other streets in Plymouth, and provide for a new level of pedestrian amenity. The spine is the other component of the public space of the City Center. While it may not be a public space, it must be developed and maintained to feel like a linear "public" park at the heart of the center. Identity To set this area of Plymouth apart from the rest of the community, it needs to be distinct. To make this area a part of the community, it needs to draw from area. The concept plan strives for an authentic identity, one that builds on its immediate context. While a strong image cannot be seen in existing buildings, an image can be derived from the overall patterns of buildings shown in the concept plan (especially with a pattern of buildings that is significantly different than a typical suburban situation). Identity can be developed through streetscape elements, with landscape patterns drawn from adjacent woods and wetlands. Plymouth Boulevard can be developed with a pattern that reflects the oak woods at it east curb, and that same landscape pattern might be drawn along 36th Avenue to Vicksburg Lane. Vicksburg Lane might take its cues from the maple/basswood forest of Sugar Hills. Streets are then devel- oped with a recognition of their context as one part of an identity for the City Center. To make a more dis- tinct streetscape, the density of street trees should be intensified so that the streets of the center are signifi- cantly different that other streets in the community. The City Center is a place that should reflect both the country and city qualities of Plymouth, and the plan accomplishes this by contrasting "natural" elements with "urban" elements. At each edge of the center, a low wall defines the boundary between the City Center and Sugar Hills at the west and the park at the east. On the City Center side of the street, a continuous hedge defines the street from development. Plymouth Boulevard and Vicksburg Lane are "contained" by elements that are both country and city. Landscape patterns on individual sites become important in the plan. The dominant patterns of the land- scape at each site should reflect the pattems of the street. The landscape patterns of the City Center, when extended through the center from the significant natural patterns at its edges, become seamless. The cross streets of the center (35th, 36th and 37th Avenue) are the "portals" to the City Center. In the plan, they are marked by elements that recall the defining wall at the center's boundaries and echo the built" nature of the center itself. City Center Design Guidelines City of Plymouth, Minnesota A Plan for a City Center. Page 8 J T Enhancements to the City Centers image are not generated through the use of banners or other "applied" elements. An authentic image is built around a series of elements that are found in the City Center, that have meaning to this place, and that reflect the character of the community as a whole. Summary A concept plan for Plymouth's City Center, while it reflects a great deal of detail, demonstrates the patterns and relationships important in the creation of a center more than the actual configuration of development. It combines the guiding principles into a picture of the City Center as it might develop. To assure consistency with the principles and vision, design guidelines must be applied to development projects. In the end, no single project will make Plymouth's City Center a success. It depends on the commitment of the City, its residents and every developer to making a place that can become Plymouth's Center. J C 1.1 Accommodating Pedestrians Intent: Plymouth's City Center should be a place that is as comfortable for pedestri- ans as it is for cars, and should allow for pedestrians to move easily from one destination to another without the use of cars. Recognize first that most people will arrive by car, but once they park they become pedestrians. Strategies: Complete a pedestrian network of side- walks and trails. Connect the sidewalks and trails of the City Center to trails reaching to the rest of Plymouth. Facilitate parking and pedestrian con- nections that allow people to park once and shop twice. 1.2 Creating a Sense of Densi Intent: If this area is to be Plymouth's "City Center," it has to look like the center of something -- and be different than other commercial areas in the City. The best opportunity would be to build cohesive- ness and legibility through the density of development (or the appearance of den- sity). Strategies: Place buildings near the streets to pro- vide a sense of development beyond parking -- define an edge and create something to pass by. Share land resources wherever possible in order to increase the intensity of development (shared ponding, joint use parking). Avoid "stand alone" uses, uses that rely on drive-through sales, and those that are oriented solely to the automobile. City Center Design Guidelines City of Plymouth, Minnesota IFwwl441 ir tea ~r iA\ 1 A complete pedestrian network for Plymouths City enter will involve both on- and off-street walkways, and connections beyond the center to the larger system of community trails. 4 . . it PtWhPAW ZONS'- G-- / aij }• N. s Buildings developed near the street will yield a greater sense of density, and provide opportunities for interior portions of site to be used for common purposes. The Structure of Downtown: Page 1 1.3 Mixina Uses Intent: Downtowns are places of mixed uses. Plymouth's City Center should be a mix of commercial, office, public, entertain- ment, recreation and housing uses. This range of uses should occur on the various blocks of City Center, within individual parcels, and even within a single building. Strategies: Establish a general guide for use/activi- ty in the City Center area; allow uses that are appropriate to occur outside of the guide if the pattern of use and activi- ty furthers the goal of an active and vital center (without compromising compati- bility). Allow a percentage reduction in parking required for development that mixes uses with peak parking times that area complementary. 1.4 Focal Points Intent: Some locations within the City Center have great significance, and when developed, they can lend identity and signature to the center. When consider- ing landmarks, recognize that focal points do not have to be buildings -- special sites and well-developed streets could become signature elements of Plymouth's City Center. Strategies: Use resources to promote development of a "landmark" quality in key locations Recognize that the City has most con- trol over the public spaces of downtown especially streets); promote more intense development of these areas to create a signature for the entire City Center. City Center Design Guidelines City of Plymouth, Minnesota I _ bThiL ---.1.1'x...-. r 1 t'JOL-i e 11 ) l /1 J ,1 1#i611.(141N rr... -. 1 r -1 i 7'f L Uses that are mixed throughout the center will create a more vital, active, interesting and useable center for Plymouth. t jt i y 414 XV, i l t R 1 ti Buildings, site and streets can all be focal points for City Center, and each can lend identity to the center. The Structure of Downtown: Page 2 1.5 Identity and Definition Intent: One should know when you enter the City Center, and what it is that sets this place apart from other downtowns or commercial areas. In Plymouth's City Center, features of the natural and built environment can be used to create a sense of identity, and to define the boundaries of the area of downtown. Strategies: Establish "markers" at significant points of entry (key intersections), and extend the character of those markers through- out the downtown streetscape. Utilize the larger patterns of woodlands that lie at the edges of the center as a crucial identity element. Develop guidelines for building design that encourage individual expression while maintaining some sense of unity. City of Plymouth, Minnesota City Center Design Guidelines Kmf4ccncf+5 r111Wv i GoN 11w e N A built "edge" provides a strong contrast to the natural "edge" on Vicksburg Lane and Plymouth Boulevard. This idea is key to setting a distinct, authentic identity for the City Center. The Structure of the Center: Page 3 Design of A'• Public Spaces T 2.1 STREETS 2.1.1 Streets of the Citv Center Intent: People will invariably enter the City Center in their cars, and their first impressions will be of the streets. The streets set an order to the center, and there should be a hierarchy of streets relating to their importance in the struc- ture of the center. Strategies: Develop Plymouth Boulevard as a park- way, strengthening the relationship between downtown to its west and the park to its east. Consider Vicksburg Lane, due to its connections to the larger Plymouth community and the volume of traffic that it carries, as Plymouth's "Main Street." Develop 36th Avenue with a character that links the main street and the park, and connects the public/civic functions at its ends. City Center Design Guidelines City of Plymouth, Minnesota f t zx t7; u,y w Ffc Plymouth Boulevard, north of 36th Avenue: wide medians; hedges at City Center side, "wall" at Park side; on -street parking. AltI 1 cr cv et-• .... p.,yc. • Plymouth Boulevard, south of 36th Avenue: wide medians; hedges at City Center side, 'wall" at Park side; no on -street park- ing. 36th Avenue: wide medians, hedges at both sides of street, no on -street parking. n 444 1 546TMu%• -I •lsRc• Vicksburg Lane: no planting at medians; hedges at City Center side, "wall" at Sugar Hills side. Design of Public Spaces: Page 1 2.1.2 Street Character Intent: Visitors to the center will experience it first on the street. To encourage them to explore the center, streets should be a lively, active environment that encour- age pedestrian activity and provide for a visually interesting from vehicles. Strategies: Avoid blank walls facing streets by intro- ducing windows or architectural treat- ments of facades with a street orienta- tion. Screen parking and service areas from street views with landscape and archi- tectural treatments; berms should not be used as the grade change separates development from the street. Reinforce the pedestrian environment with street trees, plantings, pedestrian - scale street lights, and other amenities; use these elements to extend the street - wall across areas without buildings. 2.1.3 Pedestrian Environment Intent: Pedestrian activity is an important com- ponent of the City Center, and every person that comes here will experience some part of it as a pedestrian. The vehicle and pedestrian environments should be balanced, creating a center that is comfortable, safe, convenient and accessible for pedestrians. Strategies- Develop the shortest possible street crossing distance by using "bump -outs", medians, traffic circles or other devices. Plan for traffic signals at intersections along Vicksburg Lane and stop signs at other downtown intersections to allow for safe pedestrian crossing. Require sidewalks between the public sidewalk and the front door of every building in downtown. Mid I Building walls that face streets should be "active," with windows and other elements that create interest for passing pedestrians and motorists. Parking areas should be screened from street views with hedges, rather than by berms and screen fences. F s 1Q" Spaces between buildings should be developed to extend the sense of an edge at the street -- a continuous "streetwall. 4— I7t i- OWr IM Make streets comfortable to cross by extending the pedestrian zone as far as possible into the street. Ms Sidewalks should connect the front door of every building to the sidewalk at the street, buildings with two front doors would have sidewalk connections at both locations. 2.1.4 Planting Intent: One of the most recognizable patterns of the center will be the patterns of the landscape. A consistent landscape character should be developed, relating the City Center to the larger environ- ment, and creating a seamless land- scape between streets and develop- ment sites. Strategies: Develop a sense of connection between streets of the center (the urban forest) and the park and Sugar Hills neighbor- hood (the natural forest). Establish continuity at streets by using a defined palette of materials. Extend the character of the streets into sites by allowing the dominant street planting patterns to inform the planting patterns of adjacent sites. Emphasize the spine by establishing a landscape character that is different from streets and developed areas. 2.1.5 On -street Parking Intent: The streets of the center need to serve a purpose beyond movement of vehi- cles. Street should be used, where practical, for parking, resulting in activity on the street, easing of parking required on sites, creation of a buffer between traffic and pedestrians, and a reduction in traffic speed. Strategies: Provide opportunities for on -street park- ing on streets with lower traffic volumes, especially where it would help balance unusual peak parking demands for indi- vidual sites). Allow for a space 8' wide by 22' long for parallel parking, at both sides of the street; create protection for on -street parking, where used. Do not provide parking in front of areas where the pedestrian spine touches the street. As the landscape of the streets in the center takes cues from larger patterns of the environment, the patterns of landscape development at buildings draws from the character of the adja- cent street. TI rLt7 iPQ t :•1 Parking can be provided on streets with lower traffic volumes to ease the demand for parking on site, and to produce "traffic calming" effects. The pedestrian spine should reach to the street, and not be hid- den by on -street parking. 2.1.6 Identity Elements Intent: The public space offers great opportuni- ty to signal the City Center. While the center will be noticed due to the density of development, a more unique identity could be established in ways that are more subtle and more meaningful to the community. Strategies- Establish markers to highlight the streets of the center and to set a rhythm as one passes through the center. Use an element of the same vocabulary as the markers to reinforce the woods at each edge of the center as the bound- ary to City Center. Establish common landscape themes for the public/street side of each devel- opment in the center (such as the hedge and street trees patterns described above). 2.1.7 Traffic Speed Intent: Cars should not move through the cen- ter at the same speed they would on a highway. By controlling traffic speed, the City Center can be made more con- ducive to pedestrians, and safer for vehicles. Strategies: Provide traffic signals at all intersections on Vicksburg Lane for controlling speed and to allow for pedestrian crossing. Recognize that traffic can "flow" without having to flow at high speeds; balance speed, traffic flow, and convenience with scale, pedestrian movement and aesthetics. Plant trees close to the street as one method of "calming" traffic, and as a way of developing streets with distinct character. T OilIL A wall at the edge of the woods defines the boundary between the "urban" and "natural" patterns of the City Center, and creates a strong element of identity. Hedges at the opposite side of the street mark that edge with an element more reminiscent of the woods. L Markers," at street intersections, identify the district and set a pattern of elements unique to the City Center. They build on the character of the walls that define the center's boundaries. Y.- To r r• . Trees planted near the edge of the street set a strong pattern throughout the City Center and serve to "calm" traffic. 2.2 IGATHERING SPACES 2.2.1 Useable Spaces Intent: Throughout the City Center, spaces should be developed to encourage interaction and gathering, and to accommodate special events. These spaces should vary in size, be multiple purpose, with a character recalling fea- tures of the larger landscape of Plymouth. Strategies: Create a pedestrian -oriented spine to connect the north and south ends of the City Center area. Develop a variety of spaces on the spine to allow for a variety of activities. Add functions of private development to the spine (regional NURP ponds, for example). Include amenities as a part of the spine for comfort, convenience and interest. Use the spine to recall the larger envi- ronment of the community. 2.2.2 'Public" Space in Private Development Intent: Not all of the gathering spaces of the City Center need to occur in public facil- ities. The entire downtown should be considered a gathering space for the community, and therefore, there should be opportunities for some degree of gathering at every building. Strategies: Develop waiting spaces at transit stops, or at places where public transportation is likely to pick up or drop off riders. Create useable, inviting outdoor spaces plazas") at front doors of buildings over 30,000 square feet, especially where the front door lies at a connection to the spine. Incorporate special pavement, seating, more detailed landscaping, and other special features at each such space. w 9'Q4M u n6 ,N PRoM wi olrwy A spine that connects the south and north ends of the City Center will become the highlight of the area, and provide an interesting way for people to move about without their cars. Even private development in the City Center will be public" in some respects. These buildings should accommodate gathering at their front doors, with places to meet and places to sit. 2.2.3 Stormwater as a Feature Intent: Typically, every development would be required to accommodate systems for treatment of runoff on the immediate site, wasting space and, most often, treating the system as an undesirable necessity. These spaces, if designed properly, could become an amenity, and allow for some increase in the intensity of development. Strateaies: Develop "regional" NURP ponds to be shared by a number of parcels in down- town; locate ponds as a part of the spine Maintain ponds through City or an asso- ciation. Recognize ponds as an amenity and encourage ponds to be developed in a more park -like fashion; prohibit fences around ponds. City Center Design Guidelines City of Plymouth, Minnesota I E. IJI _ The spine should be developed to accommodate pedestrians, to create a highlight for the City Center, and to provide for required functions of new development in the center. J Areas developed to treat runoff from new development should be considered amenities for the City Center, and should have a park -like character. Design of Public Spaces: Page 6 2.3 ICOMMUNITY CENTER 2.3.1 A Center of Activi Intent: It seems appropriate that a facility be incorporated into the City Center that functions to draw people to the area, and serves as a center of activity. This kind of facility would attract people from across the community at different times, but it should be developed in ways that it is always bustling with activity. Strategies: Make people and their activity the focus of the Community Center; allow the activity of the Community Center to be seen, not just the cars. Develop strong pedestrian connections between the Community Center and other uses of the City Center (that is, there should be a way to enter the build- ing from the street). 2.3.2 A Center of Communit Intent: The place developed as the activity cen- ter of the City Center should provide the opportunity for building community. It should be the one place in Plymouth that welcomes all resident for functions that are oriented to community rather than commerce. Strategies: Develop the Community Center and its site as the most important gathering space in the City Center. Provide spaces for large and small gatherings, formal and informal events, and paid and free activities. City Center Design Guidelines City of Plymouth, Minnesota 01" While the Community Center building can be attractive, it is the activity of the building that is important. The ability to see the activity within the building will add to its significance as a civic structure within the City Center. Design of Public Spaces: Page 7 2.3.3 "Bridging" the Center and the Park Intent- The community center should act as a bridge" between important aspects of the City Center and the community. It is a transition between the "urban" ele- ments of the center and the natural ele- ments of the park; between uses of commerce and uses of community; and between the built aspects of the com- munity and those that are of the land. Strategies: Allow 36th Avenue to penetrate the community Center site and terminate in broad views of the park and wetlands. Develop the Community Center and its site in ways that do not dominate the natural resources of the site. Make the Community Center structure the transition between the more "urban" development to the west and the "natur- al" development to the east. Introduce some formal (urban) elements at the park side of the Community Center, and some natural elements at its the City Center side. City Center Design Guidelines City of Plymouth, Minnesota G'rtV b Upr ....— C t _13T4 The Community Center can act as a "bridge" between the City Center and the park, employing elements that are both urban and natural, and forming an important transition between activi- ties of commerce (in the City Center) and community (in the park). Design of Public Spaces: Page 8 Configuration R-R3.0 of Sites Y-_ 3.1 Building to Street Relationships Intent: For Plymouth's City Center to gain an identity as a distinct district and a com- mercial area with a different look than a shopping center," it must be made to feel like you have entered something. The way buildings relate to the street is one of the key aspects of creating a dis- tinct district. Strategies: Form an edge to the street with build- ings, leading to a sense that the street is like a "room" within the center. Establish a "build to" line at 20 feet from the rights-of-way; require that 50% of the largest building on the site occupy the street frontage at the "build -to" line. Establish a "building development zone" between the "build -to line" and a line set at 40% of the depth of the lot. 3.2 Building to Building Relationships Intent: To continue the sense of a room at the street, the space between buildings should be addressed. In this way, a feeling of a continuous wall might be developed, lending a stronger sense of a downtown district. Strategies: Minimize the sideyard area of buildings on Vicksburg Lane. Coordinate development of buildings to create active spaces in sideyards rather than only parking or service functions). Allow parking between buildings to the extent that parking in the sideyard accounts for a maximum of 50% of parking on the site. Encourage the creation of spaces for people in areas between buildings. City Center Design Guidelines City of Plymouth, Minnesota 1 I i f A common "setback," established close to the street, will pro- mote the streets of the center as important public spaces -- or rooms" -- within the City Center. 4. Buildings of the City Center will address the street with a manda- tory build-to"line, set 20' from the right-of-way. Buildings will occur in the front 40% of the lot, and at least 50% of the street frontage must be occupied by building. Configuration of Sites: Page 1 3.3 Densitv of Development Intent: When one approaches the center, one should recognize it partly due to the intensity of development. Plymouth's City Center should be developed to pro- mote that kind of intensity on every site, and to set it apart as a result of its den- sity of activity and buildings. Strategies: Promote the use of air, not land, in developing sites in the center; encour- age multiple story buildings where the use is appropriate to taller buildings. Require the footprint of each building to cover a minimum of [20] percent of its site (not including areas designated for shared stormwater ponds). Allow free-standing buildings on a site only if another building on the same site meets or exceeds the minimum lot cover on its own. 3.4 Access Intent: Access from the street to buildings in downtown should be clearly visible, con- venient and safe, and should be orient- ed to vehicles and pedestrians. This level of connection between buildings and the street will complete the pedes- trian network through downtown. Strategies: Provide access to sites from 35th Avenue, 36th Avenue and 37th Avenue, to the greatest degree possible. Develop pedestrian routes alongside r I ALMI ``=i- B% y promoting density. the City Center will focus on a character created by buildings, not parking. 21 XV %Ftpt1r 120 owl I Each site must be intensely developed, using at least (201 per- cent of the available area for the footprint of the primary building. T Arrival to destinations of the center should be as interesting on foot as it is by car. Combining the pedestrian and vehicle entries makes the experience for both more a part of the City Center. 3.5 Parking Intent: Regardless of the land use assignments made through this plan, parking will use the most land of any development. Parking must be designed to emphasize the spaces and buildings, making it an integral part of the City Center. Strategies: Recognize that once people park, they become pedestrians. Encourage joint use parking to avoid over -building parking for singular events. Locate parking behind or beside build- ings -- no parking between building and street or on comers/intersections. Design parking areas to evolve to other uses if transportation modes of the future allow. Implement parking to meet the expected demand of proposed development, with proof -of -parking for the difference between expected demand and City requirements. 3.6 Plantin Intent: To build cohesiveness, plantings should recognize patterns that are larger than individual sites. Plymouth's City Center should promote a seamless landscape between public spaces (streets) and pri- vate spaces (sites), with a recognition of significant natural landscape patterns. Strateaies: Require that the dominant tree species I 1.. i I i. i i. I II liili. Significant landscaped areas should be used within parking area to reduce the apparent expanse of pavement. These spaces should connect between the building and the spine, if the site is adjacent to it. Parking should be located at the interior of a site; parking should not occur between a building and the street. M^t• 3.7 Elements Intent: Development components other than buildings also play a role in the aesthet- ics of the center. In Plymouth's City Center, these elements should be of a scale that is oriented to pedestrians, with recognition of how those elements affect people in cars. Strategies: Require signs to be incorporated into the fnr-nriac of hi ildinas. not extending V* n I With cars moving slowly on the streets and buildings placed 4.1 Buildina Character Intent: Plymouth's City Center is a place of commerce and community -- ideas cen- tered on people; the architecture of its buildings should reflect this focus on people. Buildings should be commer- cial, not residential; more permanent 4.3 Massing/Density Intent: The City Center area should be one of the most intensely developed parts of the community, and the density will fos- ter pedestrian activity. More massive buildings should be expected, but their size should not prevent them from relat- ed strongly to the street or from becom- ing attractive components of the center. Strategies: Use air, not land when creating build- ings in the City Center. Keep tall buildings close to the street, but require that upper floors be stepped back to prevent canyon -like streets. Articulate large buildings to reduce their apparent size; modulate their facades to provide for additional interest to long buildings. 4.4 Composition Intent: Every building in the City Center does not have to be the same. Development should be guided to provide enough lati- tude for creativity while simultaneously weaving a common thread through each design. Strategies: Avoid large blank exterior surfaces; articulate facades, especially with win- dows, to create visual interest from the street. Establish a strong base and top for multi -story buildings, with middle layers that are more simple. Articulate the tops of buildings to avoid box" -like images; encourage building tops that reinforce their commercial nature (prohibit sloped roofs). Provide entries to buildings that are visi- ble, or at least obvious, from the street. Integrate mechanical systems into the architecture of the building. City Center Design Guidelines City of Plymouth, Minnesota W 'I Buildings with more than two levels will be stepped back from the street at a 1:1 ratio. Fn rT-u Articulation (giving emphasis to architectural elements, and the interval at which the elements occur) and modulation (variations in the face of a building) are important in creating a building that provides interest from the street. rrc •ra:. y,e. sw..`rewd or..s.r.r.. Boob.. r AWMA6b kr &W d rqt r r r r r r r r r r rrrrrrrrrr- bOdk,.lbjro"b i awl I llda Buildings of the center should not be the same, but should be encouraged to explore within a set of general "organizational codes.' Articulate facades at regular intervals to provide greater visual interest. Use elements such as lighting, trees, windows, awnings and entries to achieve a well -articulated facade. Design of Buildings: Page 2 4.5 Materials Intent: It is impossible to guarantee that all buildings would be well-designed simply because high quality materials are required. In Plymouth's City Center, creativity should be promoted, utilizing materials that are enduring, timeless and well -detailed. Strategies: Define a list of desired and undesired materials for buildings in the City Center; allow developers to deviate from the list only when they demon- strate (visually and verbally) that the proposed design incorporates materials in ways that are compatible with the proposed use and the City Center as a whole. Require that buildings be constructed and maintained in ways that promote longevity; require developers to submit a schedule of anticipated building main- tenance/replacement and projected life cycle costs of major building materials with building plans. City Center Design Guidelines City of Plymouth, Minnesota Building Materials Desired Materials that are easily maintained, durable, and attractive at close distances from the view of a pedestri- an on a sidewalk, for exam- ple). Materials that have an attractive pattern, texture, and quality detailing. Brick, stone, or high quality pre -cast concrete (colored and textured). Metals that are matt finish and neutral or earth tone in color; metals that are used for exterior walls should have visible corner mould- ings and trim. Concrete enhanced with tex- turing, coloring, embossed or sculpted surfaces, mosaics or artwork. Transparent glass. Canvas awnings. R r Undesired Non -durable siding materials such as plywood, corrugated metal or fiberglass, or other materials that decay rapidly when exposed to the ele- ments. Materials that have no pat- tern or relief, especially when those materials are applied to large wall sur- faces. Simulated brick or stone. Wood, except as accent materials or in elements that are integrated with other desired" materials. Mirrored glass, especially mirrored glass that faces an active pedestrian street. Materials that represent cor- porate colors, patterns or trademarks. Brightly colored metal roof- ing or canopies. Concrete that is not enhanced as indicated under Desired Materials," espe- cially pre -cast, tilt -up walls. Synthetic awnings, especial- ly awnings meant to be illu- minated from within. Design of Buildings: Page 3 5.0 Supporting Information The following information is attached in support of the directions demonstrated through the Concept Plan and Design Guidelines for Plymouth's City Center: Workshop 1 Summary Photograph Survey Workshop 2 Summary Workshop 3 Summary Technical Memorandum by McComb Group, Ltd. regarding City -owned parcel at Highway 55 and Vicksburg Lane City Center Design Guidelines City of Plymouth, Minnesota Supporting Information: Page 1 The fust workshop session for the Plymouth Downtown Concept Planning was held on Wednesday, May 3, 1995 at the City Hall. The primary objective of this meeting was to obtain the public's perceptions of what the future "Downtown" Plymouth should be. Approximately 35 people attended this meeting. A total of 7 small groups responded to prepared questions. Their responses are summarized in this handout. A Vision of "Downtown" Plymouth in 20 Years Participants were fust asked as a group to imagine their downtown in 20 years. This included what the individuals would see, feel, smell and hear. Responses to this question were recorded and are shown in the graph below. VISION OF "DOWNTOWN" PLYMOUTH IN 20 YEARS" P a`` tac 1° raT s ake k`ttg raps it safety/security nice/ U 4Ue neo C°,;/ clock s afl shops eJS` ness ice—r busy architecture' unity hub o rousing for eldersfactivity/sports — fr•Pndly i ation l over 5 years of age people, particip rods house balance between Pedestriatts/autopedestrian — less au'.o rnobile recreational, cultural, civic, entert64nment dray. local `fix C VA lefsUrP vs regions- reside:z. k ter 2oisa of bC ?r4 i vuslc f • chicles nea If6'hts Qo arty J! r lace a :ic!P i c zataering F cc;, neo lords h s o d 1u~L into F keep G I r 1 D retail- ttyr' 'es'plant `°or c — ge: °untry settnae lizht rail — shift from loss of isolation from other areas (connected with other commun:t:es) open/not cor_ested :active 130' little crime,ds and $. h'it's Frith nature pro gc` ovie thea eT build to encouraged to sit ar_d relay things ih='- draw pe.?le to this area ' somethin: `- interest parking/traffic to areas (concerns) sensitive to reGidentlal Hoisington Koegler Group Inc. Current Reality Panicipmts watt then asked to work in small groups to identify the strengths, weaknesses, benefits and dangers of their downtown as it exists today that may help or hinder this vision of "Downtown" Plymouth in 20 Ycars. The aggrcgatcd results of the small group's responses are identified in the Current Reality Graph below. CURRENT REALITY Public con.r l Populauor is grow=g Nothing to get rid of Needs to be scmethin; different Natural Resources - trees/wetlands f Ex: -s=ung government buildings and park Existing m'rnstruc:ure Isn't necessarily %ax base' driven l Community ready for development Boundaries a:ready defined so can't get too large Cleary identified commercial and recreational areas Architecturally n.ce public bldgz. Establish a historical center ventral location allowing easy access to whole community Flexibility of varing land uses Use of TIF/City proactive in dev. City owns major portion of-eaaining land Good core uses (city hall. p.o.) surrounded by residences Pattern of individual development: cookie -cutter development As our community grows. outside forces have divided us Land is not developed sufficiently to be called downtown Fasting infrastructure/development may be a constrai=t Split by school districts Lack of identity Density is decrensirg Building downtown from outside in Zoned commercial for 20 yrs, why not developed No feasible plan Multiple land owners in downtown No definition of downtown ASafe access from adjacent neighbors Cbaage of name from downtown to City Center 7 Expensive land/cost of development r Difficult to work with Sort. Fragmented layout S- Large asphalt parkir_g lot of CUB's Shallow base of business lack of scale/space for retail hub Conflict of lateresz Cost of development CUB store Small area Jobs Improve quality of life Unite the community Conveniences Revenue enhancer/economic vitality Attract people to live here l Establishing design guidelines early on Concerned and Interested citizens Use of warm materials. brick f Beautiful downtown Already core development Community identity/sense of community Goods and services to a large papulation Opportunity to create unique place 'something special' Good traffic flow around area Some day Plymouth may be one of largest cities in state Able to form a cohesive plan -have It blend with same obi's. Unity of archit./landscape e:ements: decorative lighting Not correct mix of strong anchors/draws and smell shops Plan not provid:ag econoauc benefit to current :andowne-s The more we try to guide development we could hinder It Financial concerns - lack of funds Lack of community support for concept of a downtown Divisive issues - land owners don't agree Ref:ectiag strictly on the past Implementing the plan Developing orlc to draw P:c=euth residents r Traffic Parking - Encroachment of high Priced read. hones C Lack of diversity in plaanin; process Retail development is fickle Environmental Crlrr_e Hoisington Koegler Group Inc. Resources of Plymouth that should be reflected in Downtown Plymouth Group 1 clean environment value of children, participative activities family oriented safe openness Group II Plymouth Creek Park library Group III accentuate Plymouth Creek via a trail to be used as access to the area openness, trees, flower beds, separation from residential areas recreational activities volunteer diversity of ages Group IV natural: woods and wetlands and wildlife and parks needs to be something different, unique from other smaller shopping convenience areas cultural diversity: school system is beneficial in that minorities come into city; downtown area could be attractive to have more diversity office socialleconomic: economic variety of commercial and business enterprise population make-up; well-educated; appreciation of musiclarts Group V open space, water, trees central park/plaza - gathering core - city sponsored activities want vibrant businesses that provide needed and specialty goods and services educational opportunities, community theater need to plan for more diversity in future expand amphitheater theme Group VI cultural: people friendly Group VII natural: wetlands, creek, trees social: places where people meet and spend money economic: need to draw persons passing thru to stop and support goods and services cultural: community center draw/music in Plymouth Downtown" Plymouth Activities Participants were asked what they would like to do in "Downtown" Plymouth. A variety of responses were received ranging from shopping, socializing, and recreating. The tabulated responses from each group are summarized in the graph below. 5 2 04 F vO 3a H z 2 Total of 7Tables oo b vt3 z 3 0-, G° Responses d Helping Guide the Planning Process Groups were asked to offer three powerful statements that would help guide the downtown planning process. Because of the variability in answers, all responses have been listed. Group I A leisurely, relaxed, entertaining family friendly environment A strong public funding and support Do not focus on retail for attraction Group II Downtown Plymouth has to have a unique personality based on its natural, educational and recreational resources Downtown Plymouth has to draw from outside of Plymouth or it won't draw Plymouth Address the issue of scale - good mix of building heights - use creative zoning Group III Get input from public on the development project for diversity and accountability Establish the tools to implement the vision - guidelines, codes, standards Get the momentum going by starting on the project in a timely manner Group IV Downtown integrated with the park setting; country feel - play down parking lots and asphalt Recreation, cultural, civic, entertainment to build community - activities for gathering - citizen involvement Careful blending of business, retail, recreation - architectural cohesiveness Group V Keep it clean family oriented Blend of business and leisure Need crisp vision of planning for downtown Group VI Be realistic Accommodate/compromise Don't allow the planning process to drag on - be decisive once an idea is forged Group VII Open all zoning to accommodate development Do a plan, stay with it so landowners can develop, don't study - let development occur Ask the people who pay the taxes what is needed to make this work short term and long term Use of the Results The results of this workshop have been used as the basis for Guiding Principles and a Vision for "Downtown" Plymouth. The Vision statement serves as the overall framework of what the Downtown wants to be. The Guiding Principles support and direct efforts towards accomplishing the Vision of the Downtown Concept Planning. 11—, 1-F,0 3.1 PHOTOGRAPH SURVEY The first workshop session for the Downtown Plymouth Concept Planning process wu held on Wednesday, May ?. 1995. At this session several volunteers were asked to document with photographs the places, people and events that could contribute to the en itonttmt of downtown Plymouth as well as detract from the quality of the downtown experience. Over 100 photographs and comments were returned and reviewed by Hoisington Koegler Group. The most representative samples from thou sub- mitted are included in this summary. Each sample has been organized by category and includes a picture and an unedited description. Tapir. DOWNTOWN Commarts: Edina 50th and France - A nice snsdscape. Wide sidewalks the use of materials other than concrete. Attractive store fronts architecturally tied together with such elemaus as brick awnings, lighting. Scale of buildings is people -friendly. Placestosit. People walk around and do not have to drive from store to store. Attractive use of plant materia[, flowers. water fountain. People watching, outdoor cafe. Conmrenu: Thus picture will explain itself "Plymouth Village Shops" a strip mall with cardshop. print shop. restaurants, etc. Art Gallery also. Comments: This is a photo of Java Jacks a small neighborhood coffeeshop. People walk to this coffee shop and sit outside at table. and enjoy the neighborhood Comments: Downtown Wayzata - las of trues and sidewalks in front of nicely designed shop fronts. Attractive b both shoppers and strollers. Doer cart L . Comments: Small town theater - showing two movies — pizza but neu door and down from it a pet store and Scandinavian shop - all walking distance for shopping. dining and move fr ... Comments Galleria Shopping Center - Edina - Good Earth Restaunant outdoor eating area. This is a classy shopping center with upscale shops and several restaurants which ars attractive dews for both people working in the area and those who simply want a nice but not too =pensive dining experience. Outdoor dining area is especially attractive. ACGCSTtMS M HMd.aba mr."r Grwp las. Ner.r. S,&.rw rA i&*—Ac LC 3.2 PHOTOGRAPH SURVEY MIXTURE OF USES t MIN., e.3'. _;:•`j' _.,. r Comments. A mixed use project with both retail stores at street level and offices on the 2nd and 3rd floors. The combination makes for good utilization of space. This mixed use could be incorporated for downtown Plymouth. Parking could be better utilized with either surface parking or a two or three level ramp. Different sore fronts could be utilized to give more character rather than the standard shopping center front. Cormntentr Rice lake Plaza, Maple Grove -provides waiL food in a stall compact area, minitnanm parking and marimimsales plus successful space. Affordable by entrepreneurs and convenient to residenrs. T1s. Comments: This photograph shows housing units on top of neighborhood Comments: Freestanding quality restaurant on Highway 55 and internally. commercial at 12th and Hennepin in downtown Minneapolis. In some Highway 494 and Canty Road 9. scmaries for downtown Plymouth such a mixing of uses would complement the area by ensuring that there are people in the area. Comments: This picture illustrates the interaction between a retail setting and residential setting which has been tied together using walking paths, landscaping. streascapes and a large common ares for people to meet and congregate. It is very user friendly. With regards to Plymoutk both retail and housing have been accommodated and tied together. It also creares a focal point which downtown Plymouth trust have its own identity. Topic LANDSCAPING AND BUFFERING Comments: The large landscaped islands in this picture are of Northwest Boulevard in Plymouth just north of Highway 55. These landscaped islands tell the passerby that they are in a community that cam about its itag c and wants to loot its bes. Such features would add to the downtown Plymmah environment and send a message to the passerby that they are in a community that takes pride in its appearance, Comments: F.dinborough development - demonstration of good combia- tion of housing and business. Includes high rise, town houses. businestes, and an indoor park. The indoor part arca includes a gathering area for general use, a kids' area, a pool. and a small indoor rung track. Cormnentc This picture illustrates how cards berating and landscape plantings have been used to visually screen a parking lot at 2905 Northwest Boulevard in Plymouth. This kind of trcarrt r around surface level Parking would add to the environment in downtown Plymouth. ArGt;srtm M HNd r.a Y..rrr Cry Lc. N.wc SA.rw .aa iLdt 1 LrL 3.3 PHOTOGRAPH SURVEY Topic DESIGN OF BUILDINGS Co ww= This picture captures the West end of Oxboro Shopping Center. It shows architecture and the attention to detail for both the public strcascapes le bus benches. pavers, wrought iron fences. etc and the landscaping and brick post. The center is a good design for a strip center Luing various heights for the mall overhang which makes it more visually appealing and an excellent sign program which reflects the image of the center. Conurtmts: Pleasant to the rye - specialty shops with hanging plants outside. pottery for decoration is a good idea. Taken in a part of Wayzata on old Highway 12 Comnewr Mann's Cinema and Minnesota Steakhouse - St. Louis Park. Coaone ts: Carlson Towers. Although the scale is probably Urger than These two new businesses are nicely designed. not too large and would would be suitable, these m beautifully designed office buildings with a draw people from a wide arm distinct and recognizable profile. Topic FOCAL POIN7S/L4NDAfARX5 Comments: The 25' to Yr high clocktower selves to capture and identify the intasectionlarea of 99th and Lyndale. This is the type of identity we nccd to have to identify "downtown" Plymouth. This tower is tall. visually appealing (brick) and gives the intersection identity -the sate could be used with signage below the clock to identify downtown Plyt»otth Identification of "Downtown Plymouth" is a very very important factor in its'suecesc Topic CLUSTERING OF USES TO.VAI.VTAI.V OPEN AREAS Conunentr Noaenbe g Memorial County Park Wayzata. Outstanding features here are the flowers and the outdoor structures. PPI Comnewr Mann's Cinema and Minnesota Steakhouse - St. Louis Park. Coaone ts: Carlson Towers. Although the scale is probably Urger than These two new businesses are nicely designed. not too large and would would be suitable, these m beautifully designed office buildings with a draw people from a wide arm distinct and recognizable profile. Topic FOCAL POIN7S/L4NDAfARX5 Comments: The 25' to Yr high clocktower selves to capture and identify the intasectionlarea of 99th and Lyndale. This is the type of identity we nccd to have to identify "downtown" Plymouth. This tower is tall. visually appealing (brick) and gives the intersection identity -the sate could be used with signage below the clock to identify downtown Plyt»otth Identification of "Downtown Plymouth" is a very very important factor in its'suecesc Topic CLUSTERING OF USES TO.VAI.VTAI.V OPEN AREAS Conunentr Noaenbe g Memorial County Park Wayzata. Outstanding features here are the flowers and the outdoor structures. 3.4 PHOTOGRAPH SURVEY Topic: PEDESTRUV AREAS Comments: This photo is of downtown Edina. Unfortunately the fountain was not functioning yet but it shows an open area with beautiful sidewalks and benches to sit and visit with residems on. Comments A shady retreat - places to sot and watch. Part -like. Different kinds of spaces would be desirable. Places to bike to. Quality restauranta and cafes, coffee shops, ice cream shop. Topic PARKING STRUCTURES fi t Comments This parking ramp is tucked in away from a main stmt and cannot be viewed by any of the residences. Surface parking is not what we would like to am in Plymouth 717 +` a• Comments: Fanuiel Hall, Boston. Scale of buildings - use of cola, places to sit, tre cs, planters, tanual surfaces. Commau s. This photo is of downtown Sdim In particular the spacious walkways lined with beautiful light posts and seasonal banacm Commaur Radisson. Puking ra rap built by City to rnin;rni vd2iele traffic and to &lbw for maximum space for goods and services to residents 3.5 PHOTOGRAPH SURVEY Topic: PUBLIC MEETING AREAS w` iii, II Y Ea d• I 77, Comments. This photo is of the fake Harriet Band Shell. I would like to seethe downtown have a large community area for recreational and musical events. Water in and around this area would also be very desirable. Topic ENVIRONMENTAL CONVECTTONS Comments: The Minnesota Valley National Wildlife Refuge - building contains public rooms and a cafeteria. Acts as a launching point from the refuge trail system In Plymouth could as as an environmental transition using wetland area at Plymouth Crock. Also possible educational tie-in with meaty Topic REGIONAL DRAW t Comments. Henry Boerboom Veterans Memorial Park in Osseo. This is a nice example of a civic focal point in a downtown area. Comments: Timber Shores Park - the boardwalk through the marsh makes this accessible. Something similar at the marsh at Plymouth Crock Park would make it more useable. SUMMARY Workshop #2 May 31,1995 DISCUSSION GUIDE In small groups, participants were asked to review the Vision statement and the set of Guiding Principles, and to com- ment on each. This summary lists those comments; no interpretations were made (excepts for clarification purposes). A Vision for Downtown Plymouth's downtown will be a blend of cultural, recreational, civic and entertainment uses that encourage interaction of the entire community, especially families. It will be built around an infrastructure that provides goods and services for residents and that allows for casual meetings and organized community -wide events. Downtown will orient to people, not market sectors. In developing the downtown, it will be considered as a whole. Even as individual parcels are considered, it is their fit as a part of downtown that is paramount — the role of the parcel in the downtown landscape, and the affect of the parcel on its neighbors. Downtown will be pedestrian friendly and auto convenient, but the emphasis will be on people, not on cars. Uses will be diverse, yet strongly integrated, with distinctive public spaces being the highlight. Above all, Plymouth's downtown will "fit" the community. It will fit the land, responding to forces that shape and direct development in ways that maintain aspects of both countryside and town. It will fit the region, promoting activities that are unique to the community. It will fit the people of Plymouth, establishing strong traditions based on an active com- munity life. Comments: No commercial or retail mentioned specifically Define: downtown will orient to people, not market sectors How far do you guide the makket direction? Are there aspects of the Vision statement with which you cannot agree? If so, please identify the particular point and describe any reasons: Rephrase commercial Good idea but will anybody build it? Market sector reference is too vague -- take it out Make this one paragraph and about four sentences Outdoor recreation not mentioned by downtown shoppers to date; other options available for outdoor recreation Guiding Principles Definition of a Boundary Boundaries of downtown should be defined to create a walkable district no larger than a ten-minute walk. The establish- ment of boundaries should lead to protection of special features and neighborhoods, and encouragement of the best use of limited available land. Beyond the boundaries, commercial development must be carefully considered to encourage focus on downtown. Comments. 10 minutes relates to size? Okay No larger than a 10 minute walk — was this discussed at first meeting? Boundary is self-evident — by roads — but this could spill over into other commercial areas along Highway 55 Boundary is simple — the arterials Bottom half of downtown doesn't have access today What does 10 minute walk mean — needs better delineation Are there aspects of this principle with which you cannot agree? If so, please identify the particular point and describe any reasons: Does 10 minutes belong in this statement? Drop last sentence Need to make it accessible to people who live farther away Identity Related to Place An identity must be established that is meaningful to the community, symbolizing the area as the heart of the communi- ty, and reflecting the spirit of the people and the place. An identity for downtown must be recognizable as the communi- ty's center from its edges and from within. Elements used to tie the downtown together must reflect both the urban and natural qualities of the Plymouth community. Comments: Okay Discussed name change to Plymouth Center -- City Center -- to what? Okay The identity has to be physically generated such as a "clock tower" or the "spoon and cherry" symbol Signage would be important Are there aspects of this principle with which you cannot agree? If so, please identify the particular point and describe any reasons: Recognition of Natural Resources Forests, wetlands, topography and other features of the natural environment should be recognized as elements that lend identity to downtown, as a means to connect downtown to areas at its edges, and as a force that shapes patterns of devel- opment. Significant patterns of the natural landscape should be integrated into new development, so that they become amenities for new development rather than the space left over. Emphasis should be placed on creating a seamless land= scape, without break across the lines that might otherwise divide the private from the public areas of downtown. Natural features will be a highlight of downtown. Patterns of the near landscape will be drawn through downtown, rein- forcing its connection to the land and its significance as a part of the Plymouth landscape. Landscapes of downtown should be compatible with patterns of the larger landscape of the community, drawing from the natural environment to establish a strong identity. Comments: What are the natural features now? Will you be adding to them? Well put together, good use of words — liked "a seamless landscape" Okay Integrate development with park land to west No "real" natural resources in downtown Maintain trees Common drainage — regional NURP pond Are there aspects of this principle with which you cannot agree? If so, please identify the particular point and describe any reasons: A Mix of uses A vital Center must contain a blend of activities, including commercial, office and public uses. The public elements should include public facilities, such as the City Hall and the Library, but must also include parks, plazas and communi- ty -oriented open space. Mixing might occur vertically within a building, with offices over commercial uses; mixing must occur horizontally, so that a range of uses occurs along the length of a street. Mixing should occur with respect for specif- ic character of the land and the resources available, and with strong consideration of the character of downtown's neigh- bors. Comments: Mix of uses vertically? How it will relate to the scale of buildings Offices? Preference for services offered to general public group added recreational to text] Mixed uses follows the vision -- concern for market for vertical space should be considered Horizontal is easier to sell to tenants Have to have some height to make economic sense — some areas can have taller buildings (to south) Limited market for office space, but office over retail is viable Would like theater, but takes a lot of land for parking Are there aspects of this principle with which you cannot agree? If so, please identify the particular point and describe any reasons: No Residential is not addressed, forgot to mention recreational and entertainment Downtown space too limited to focus on open spaces Streets as Spaces Streets should be the public spaces and the common ground of downtown. To be active as public spaces, they cannot be used for cars alone; pedestrians must be an integral part of the street environment. Development along streets will not be so much a part of the private realm, but instead will feel like an extension of the public space of the street. Community and civic uses should front on major streets, and buildings should address streets instead of parking lots. Circulation patterns throughout downtown will be planned to allow for people to move about without their cars, to allow people to park once and shop twice, and to coordinate with future changes to larger transportation systems. Streets will be planned to create comfort and interest for pedestrians, with cars moving at speeds that allow for recogni- tion of more than the generic symbols of the retail environment. Comments Streets and pedestrians how? Safety? Buildings a close relationship to street Community and civic uses should front on major streets? What about retail? Larger transportation systems on Vicksburg or where? Park once and shop twice? More than twice? Streets should be [part of] the public spaces group indicated that "areas," not "streets," should be planned to create comfort...] Access to property from Vicksburg and Plymouth Boulevard is restricted (no curb cuts) so access needs to be there by side streets Access is important Frontage is needed to allow access (cut 34th or 35th to Vicksburg) Dangerous hill by cable building Are there aspects of this principle with which you cannot agree? If so, please identify the particular point and describe any reasons: No Last sentence sounds like a lot of slow moving traffic — will people accept this? What does third sentence mean? Pedestrians part of street environment. Does this lead to car cruising? Should separate cars -- people with walking paths, etc. Sheltered walks needed in bad weather Parking for People The land of downtown is too precious to cover with asphalt and cars. In order to provide focus on the architecture and activities of downtown, parking must be moved out of the "front yard" and shared amongst a variety of uses. To enliven the street, parking on the street should be encouraged. All parking must be developed to relate to people as well as to cars Comments: Parking ramp to be considered? What does "shared amongst a variety of uses" mean? Need parking pods (four - five small parking lots) Igroup suggested changing "precious" to "limited" in first paragraph Parking must be convenient to stores Protect parking for commercial uses from civic activities Shared parking is a good idea -- complement daytime/evening uses Municipal parking ramp is a good idea Are there aspects of this principle with which you cannot agree? If so, please identify the particular point and describe any reasons: Design of Buildings Development of downtown should generate intensity and permanence, and set a hierarchy of building types, including the establishment of landmarks. Consistently high standards must be set for building materials and construction to achieve an architecture that is meant to last. Downtown must be developed in ways that use the land to its highest and best potential, not in ways that simply await the next good development opportunity. In developing Plymouth's down- town, development should occur that re -orders private space to make the public domain more usable, memorable and vitaL Buildings will unify the downtown in the ways they address the street, responding to the pedestrian environment and reinforcing adjacent structures. Commercial buildings must provide for walk-in trade from nearby residential areas and adjacent civic facilities, as well as for customers who drive. Parking should not dominate the landscape or pedestrians, but will instead provide a comfortable, safe and direct access to the front door from their cars or from sidewalks at the street Architecture in downtown should explore a character that assures integrity, interest and diversity, while respecting over- all patterns set by the plan. Retail should not be the only use in downtown; second story uses for offices, small business and services should be encouraged. Natural features from areas around downtown should be incorporated as landscape elements, and the landscape itself should be viewed as an investment, improving with age and adding value to the devel- opment of which it is a part. Comments Strike the land to its highest and best potential Specific uses and how restrictive should an ordinance be? Remove second portion which is negative Use of land to its highest — delete — just use the word best Internal contradictions on parking (direct access to the front door); sounds like right in front of stores jgroup questioned portion of first paragraph] jgroup underlined several parts of text] Use glass, not just brick Southdale Galleria concept works well — cars hidden, nice landscaping Connection to, from and within Downtown Strong connections must be maintained between downtown and the neighborhoods that surround it, and extending into more distant neighborhoods by a continuous and convenient trails. Transit must be considered as a method of connec- tion, ensuring that future options can be accommodated within downtown as modes of travel evolve. The downtown must be extremely walkable — no more than a ten minute walk between major features. Comments: Buses on Vicksburg Add "friendly to neighborhoods" Connection to downtown, neighborhoods and parks Should connect south of Highway 55 -- bridge? Connections also with Vicksburg and County Road 9 Are there aspects of this principle with which you cannot agree? If so, please identify the particular point and describe any reasons: Orientation to Families Plymouth's Center must have an orientation to families, with activities and events that build a sense of community across generations. Activities should occur that make downtown active in the evenings as well as during the day, and for civic and entertainment reasons as well as for shopping or work. Comments: C--:__ A Sense of Community Downtown should contain a single element that is broadly recognized as its centerpiece, mirroring the spirit of the com- munity and becoming the focus of community life. It should be developed as the attraction, as shopping or workplaces can occur anywhere in Plymouth. This element should offer the opportunity to establish traditions of community, bind- ing neighbors together in an element of common ground, and providing the place for celebrating the life of the communi- ty. Comments: Like a centerpiece idea — fountain? rock? historical museum? Are there aspects of this principle with which you cannot agree? If so, please identify the particular point and describe any reasons: Workshop #3 June 19, 1995 SUMMARY OF DISCUSSION The purpose of the meeting was to discuss a concept plan. Michael Schroeder of Hoisington Koegler Group presented the plan, which was a combination of the best aspects of the three concept alternatives presented at previous workshop. It was noted that this plan is still being formulated, that no final decisions have been made, and that input form this workshop would be integrated into the plan as it evolves. Barry Petit of Meyer, Scherer and Rockcastle presented a series of sketches as the basis for the character of downtown's streets, and the form of new development in the downtown area. The following comments summarize the discussion that followed the general presentation: The consultants need to prepare an accurate existing conditions map, one that shows buildings approved by the City but not yet completed. The consultant will have that information available at the next meeting. A question was asked about the development shown at Cub Foods, and whether Cub Foods had been consulted. It was noted that Cub Foods had been invited to all workshops, including this workshop, and they had chosen not to participate; to date, no other formal contact has been made. It was suggested that Cub be contacted directly as they are a major player that already exists in downtown, and that other key players be offered the same opportunity to meet directly with the City and consultant. "Key players" were not defined. A comment was made that there was too much green on the City -owned parcel, and too much green in general in the downtown. The consultant noted that development would be required to provide for on-site ponding, and that a part of the green space indicated in the plan would be dedicated for common NURP ponds (required stormwater ponding areas that could be shared by a number of adjacent parcels). It was also noted that these ponding areas could be come an amenity for downtown, creating small park -like spaces focused on the ponds. Access to retail on from County Road 9 was questioned. The consultant will investigate this point. Residents of Sugar Hills had several concerns about the plan, including traffic on Vicksburg Lane, lights from park- ing areas, noise from the commercial development and looking at buildings directly across the Vicksburg Lane from their homes. The consultant explained that Vicksburg Lane would become busier regardless of the development in downtown as it is a major street connecting the south and north portions of Plymouth (and even into Wayzata and soon into Maple Grove). Buildings have been shown along Vicksburg Lane to shield neighbors from the negative effects of commercial development (lights, noise, parking areas). The use of some of the parcels on Vicksburg Lane was also questioned. It was explained that this was still a concept plan in process, and that uses for all parcels would continue to be studied. Other neighbors stated that traffic turning onto 36th Avenue west of Vicksburg Lane was a problem, and that litter from Cub Foods blows into their yards. The 'back door" issue was also raised -- that if park- ing does not face Vicksburg Lane, then the service area would. The consultant stated that the plan intends buildings to have buildings with two "front" sides, and that there are several examples of development projects that provide for service/delivery functions from parking lot sides of the buildings. s A question was raised relative to the viability of office uses in downtown, given current market conditions. The con- sultant will review this concern, as a part of the original proposal for the study was a market perspective. It was noted that this plan is intended to be a longer term vision for what happens in downtown Plymouth. The City's history in planning of the downtown area was raised as an issue, and that nothing has happened for 20 years. The City pointed out that this process is intended to allow development to happen, by setting a plan that all parties have participated in formulating. That the various developers, neighbors and other interested parties have been present at workshops is the key to creating a plan that meets everyone's needs. Access at 35th Avenue is seen as critical for creating viable retail in the southern part of downtown. The consultant will continue to study access in this area. Some workshop participants questioned the plan's emphasis on pedestrians, and specifically that no one would walk Plymouth Downtown Plan Workshop #3 Summary June 19, 1995 to Cub Foods. A Sugar Hills resident stated that she walks to Cub Foods, and appreciated the consideration the plan gives to the pedestrian. The pond at the Bank near Plymouth Boulevard and Highway 55 was pointed out as a potential resource. It was sug- gested that the wetland could be upgraded, and made into more of a signature entry to downtown on Plymouth Boulevard. The meeting ended with a short discussion of the next steps, and the process the City would be using to put the plan into action. Participants would be notified of the next formal presentation of the downtown plan. TECHNICAL MEMORANDUM TO: Anne Hurlburt DATE: September 12, 1995 City of Plymouth FROM: McComb Group, Ltd. Re: City Owned Parcel at Highway 55 and Vicksburg Lane In response to your request, we evaluated the land parcel at the northeast quadrant of Vicksburg Lane and Highway 55 to determine the land value and development potential for office or other commercial uses. Our analysis was focused on four objectives: 1. Site development potential 2. Land Values supportable by office or other commercial uses suitable for the site. 3. Evaluation of future sales prices and present value of those sales prices. 4. Access considerations related to the intersection of Vicksburg Lane and 35th Avenue. Site Evaluation The city owned five acre parcel is located at the northeast quadrant of the intersection of Highway 55 and Vicksburg Lane. The northwest quadrant is composed of two larger parcels measuring 17 and 25 acres respectively. Development Potential The site and its location makes it suitable for many uses including: Convenience uses such as convenience store/pumper, fast food, sit down restaurant, and other small retail developments of a similar nature. These uses generally require a site of one to 1.5 acres and can generally pay the highest land prices. This parcel could accommodate two to three such parcels. Each of the above can afford differing land costs. The uses described above are listed in descending order of land value. There are two significant rules of thumb in real estate that apply to this site: 1. Small sites generally sell for more money per square foot than larger sites. 2. Uses that are generally perceived as more attractive, such as office buildings, generally pay less per square foot for land than do uses that are less desirable such as service stations. The city of Plymouth's objective is to have an attractive signature office development of some type located on the site. It will require planning, patience and attractive pricing to achieve this objective. Land Value Land transactions for vacant land with freeway exposure in Western Hennepin County were evaluated to determine the land costs that different commercial uses could support. Information on these transactions is presented in Tables 1 through 3. A summary of the 25 transactions studied is presented in Table 1. Transactions are grouped by geography and include such information as date of sale, sales price per square foot, site location and intended use. Most of these recent sales in Plymouth occurred before 1991. The intended land use for ten of these 25 transactions was office development. Information on these transactions is presented in Table 2. The average price per square foot of land for these transactions was $3.67. Much of the recent activity for this land use has been in Minnetonka and Maple Grove. The inverse relationship between size of parcel and price per square foot can be seen from this table. The smallest parcel (sold in the fall of 1998 in Plymouth) had a per square foot sale price of $4.64 while the largest parcel (sold in April 1991 in Maple Grove) went for $.82 per square foot. One transaction deserves some additional explanation. The intersection of Hwy. 101 and Hwy. 7 is a very desirable location in Minnetonka and the bank office building paid a premium to locate there. This premium is reflected in the $6.73 per square foot sale price. The land cost that office developments can support are generally lower than other uses because it costs more to build a signature office building than a convenience store or fast food restaurant. The revenue stream that flows from a convenience store can support a land cost of $ 4 to $5 per square foot. The rental revenues from an office building will not. It is this market pressure which keeps the land cost for offices low. Present Value of a Potential Future Land Sale The present value of a future Vicksburg parcel sale was estimated from two perspectives: its development as an office building site and as a site for a convenience type use. Based on our research and past experience, the 1995 market price per square foot for these land uses were estimated at $3.65 and $5.00, respectively. The market value of the land is estimated to appreciate at three percent annually. The present value of future sales were discounted at 7.00 percent. This rate was derived from the City's usual rate of return on investments of six percent plus an override of one percent to reflect carrying costs. A schedule of these present values is presented in Table 4. Regardless of which alternative is chosen, the City has a better chance of achieving its desired rate of return on investment if development occurs in the near future. Because they can support a higher land cost than office developments, a convenience use development will bring about the highest sale price for the parcel. Development Potential and Access from 35th Avenue One key aspect of the development potential for this site is its access from Vicksburg Lane. Two alternatives are being considered: 1) full access and 2) right turn in/right turn out only. Any future developer would consider the site's access in the purchase decision. Presently, a median in Vicksburg Lane prevents southbound traffic from turning left at 35th Avenue. Quick access to Highway 55 from 35th Avenue is also impeded. If the present configuration is not changed, this lack of easy access will have serious implications on the fixture development of this site. The value that full access adds to the parcel cannot be underestimated. It will make the difference as to whether the site will be developed or not. Minneapolis City Limits to the east, I-394 to the south and Highway 101 to the west. Information on the different classes of office space in this market is presented in Table 5. The signature office building the City hopes to attract to this site would be classified as Class A office space. Class A and B space represent 79 percent of the office space in this market. The vacancy rate for Class A and B space in June 1995 was 7.7 and 6.6 percent respectively. At the end of June 1995, approximately 162,000 square feet of Class A space was available. An analysis of the amount of Class A space absorbed in the last two years is presented in Table 6. Judging from these two points in time, the absorption of Class A space is slowing down. Based on these absorption rates and the absence of new construction, it is estimated that the northwest office market has a 2.5 to 5 year supply of Class A office space. The development of this land is dependent on three things: market forces, the desires of the City, and a developer who wants to be at the location. Based on the analysis done on the present value of future land sales, it is in the City's interest to develop the land in the near future. There are steps that City can take to aid this process. First, the city must define what it wants developed at Hwy. 55 and Vicksburg Lane and communicate its wishes to the development community. The City must market this parcel like private land owners. Part of this marketing process is an attractive price for the parcel. Developers will then make proposals which the City can evaluate. The City wishes to leverage its ownership of this parcel to spur quality development consistent with the desired image of downtown. To bring about this quality development, the sales price of the land should not be the primary concern. The City's desire for a quality downtown and an interested developer are the keys to this site's development. Finding the right fit between these two factors will take time. When the right match does occur, the City should be prepared to move quickly to complete the transaction. Development Potential of the Northwest Quadrant of Hwy. 55 and Vicksburg Lane The northwest quadrant of this intersection is composed of two parcels measuring 17 and 25 acres, respectively. Business parks and shopping centers are developments that require parcels of this size. With the Rockford Road Shopping center in Plymouth and the Northgate Plaza Business Park in Maple Grove, it is unlikely that these parcels will be developed in this fashion. In the short run, it is more likely that smaller sections of these parcels with be developed. The possibility of a movie theater on this site has also been discussed. If a movie theater is developed on this site, the City can expect the sales price to be comparable to the $3.25 per square foot achieved in the 1992 Mann Theater transaction in Maple Grove. The potential for office development on this site is comparable to the City owned parcel. All of the market forces (vacancy, absorption and rental rates) present in the northwest office submarket will affect the development time line of both sides of the intersection in a similar fashion. Conclusions The implementation of full access to this site will enhance its appeal to future developers and is vital to the site's future prospects. The City can take proactive measures to aid the development process of these parcels. It will require planning, patience and attractive pricing to achieve this objective. d N F— NC O U NN C MC NJ C 00 to m B R 0. 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FV of Sale PV (a)7.0% 1996 3.76 818,819 765,251 5.15 1,121,670 1,048,290 1997 3.87 843,384 736,644 5.30 1,155,320 1,009,101 1998 3.99 868,685 709,106 5.46 1,189,980 971,378 1999 4.11 894,746 682,597 5.63 1,225,679 935,065 2000 4.23 921,588 657,080 5.80 1,262,449 900,109 2001 4.36 949,236 632,516 5.97 1,300,323 866,460 2002 4.49 977,713 608,870 6.15 1,339,333 834,069 2003 4.62 1,007,044 586,109 6.33 1,379,513 802,889 2004 4.76 1,037,256 564,198 6.52 1,420,898 772,874 2005 4.91 1,068,373 543,107 6.72 1,463,525 743,982 2006 5.05 1,100,424 522,804 6.92 1,507,431 716,169 2007 5.20 1,133,437 503,260 7.13 1,552,654 689,397 2008 5.36 1,167,440 484,446 7.34 1,599,233 663,625 2009 5.52 1,202,463 466,336 7.56 1,647,210 638,817 2010 5.69 1,238,537 448,903 7.79 1,696,627 614,936 Source: McComb Group, Ltd. 1 Tgx e of Space Class A Class B Class C Renovated Total Table 5 Northwest Office Submarket As of June 1995 Figures in Square Feet) Total Available Square Vacancy Space Footage Rate 161,881 2,108, 942 7.7% 203,393 3,064,750 6.6% 169,751 4,034,834 4.2% 13.000 275.290 4.7% 548,025 9,483,816 5.8% Source: Minnesota Real Estate Journal Table 5 Northwest Office Submarket Absoprtion Figures in Square Feet) Class A All Classes Year end June 1994 64,822 314,022 Year end June 1995 32,899 267,623 Source: Minnesota Real Estate Journal 3-e MEMO CITY OF PLYMOUTH 3400 PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447 DATE: January 8, 1996 TO: City Center Subcommittee FROM: Dwight D. Johnson, City Manager SUBJECT: Financial comparison of proposals for development of city land at Vicksburg and Highway 55 The subcommittee requested a financial comparison of the proposals received for development of the City site at Vicksburg and Highway 55. Mann Theaters proposed a 37,500 square foot theater. City Assessor Nancy Bye determined that the Mann Theater building in Maple Grove is valued at $58.63 per foot and that the Willow Creek theater is valued at $59.20 per foot. Using a value of 59.00 per square foot, the proposed theater in City Center would have a value of 2,212,500 (not including land) and pay a net tax after fiscal disparities of $71,118 per year. Marty Harstad made no specific proposal for development on the City owned land. For traffic and financial analysis purposes, we were told to assume the maximum development of commercial/retail uses. Since the zoning ordinance allows 30% coverage, staff calculates the maximum development to be 65,000 square feet. A check of parking regulations indicates that this size is also theoretically possible for parking purposes. The City Assessor reviewed the per square foot values of two shopping areas in Plymouth. The Rainbow foods shopping area near Target Greatland on County Road 9 has building values of $43.26 per square foot. The Oakwood shopping area at County Road 6 and 101 is valued at $41.81 per foot. Using $42 per foot, the Harstad commercial development would be valued at $2,520,000 and generate annual taxes of $81,302 after fiscal disparities. Former Council member Lymangood suggested before leaving office that it would be fair to assume that the movie theater would generate some spin-off development fairly quickly. The site plan for the Mann theaters does show a site very well suited to a restaurant integrated into their concept plan, but not on City property. If a restaurant of only 5,000 square feet developed nearby due to the traffic generated by the movie theater, it would add value of $575,000 and an additional tax of $16,864 for this spin- off development. This assumes the restaurant has a value of $115 per square foot. Two newer restaurants in the community, Davannis and Country Kitchen, have values of $126 and $105 per square foot respectively. A larger or more up -scale restaurant would have more value. Staff has not considered what may happen on other properties, such as the Carlson property or the Harstad property west of Vicksburg, because development of the properties seems likely to occur independently of how the City -owned land develops. Nor have land values been considered, since the taxes are already being paid on land values. All of the figures used above are for new buildings only. Nor has staff considered the slight difference in one-time net proceeds from sale of the land. Mann theaters have offered $760,000 and Harstad a net figure of $800,000. This difference of $40,000 quickly becomes insubstantial in any medium or long term analysis. A summary of the financial impacts of the alternative development scenarios: Mann Theater alone $71,118 in taxes per year Mann Theater with restaurant spin-off $88,002 per year Harstad commercial -retail development $81,302 per year In conclusion, it appears that the financial benefits to the City are fairly similar, and the exact results depend upon the assumptions made.