HomeMy WebLinkAboutResolution - 660 - PUD Approval - Homart Shopping Center - 02/27/1973 WHP:arn
12-13-7 3
VILLAGE OF EDEN PRAIRIE
I-i ENNEPIN COUNTY, MINNESOTA
RESOLUTION NO. 650
A RESOLUTION APPROVING THE PLA NNED UNIT
DEVELOPMENT PLAN FOR HOMART DEVELOPMENT
r
COMPANY
WHHEREAS, I-IOMART DEVELOPMENT COMPANY, hereinafter referred to
as HOMART, is the owner of certain property and legally described as follows:
(Per Exhibit "A", which is attached hereto
and made a part hereof)
and
WI-HEREAS, I-IOMART did on or about November 24, 1972
file a petition with the Village Council for approval of a Planned Unit Development (P.U.D.)
pursuant to Sec. II. of Ordinance #135, and
WHEREAS, the Council did refer said plan to the Zoning and Planning Commission
for study and report, and
WHEREAS, the Zoning and Planning Commission did on January 16, 1973 bold
a public hearing on said plan, and thereafter made recommendations to the Village
Council on January 16, 1973, and
WHEREAS, the Village Council did on February 21, 1973, hold a public hearing
on said plan,
NOW TI-IEREFORE, BE IT RESOLVED, by the Village Council of the Village of
Eden Prairie that said P.U.D. plain be approved based on the following:
1. The maps and plans of HOMART, which are made a part hereof, marked
Exhibit "A" .
2 . Cornplaince with the requirements as set forth sin Exhibit "B" which is
attached hereto and made a part hereof.
ADOPTED by the Village Council on the 27th day of February, 1973 .
,Itatazel
2
ATTEST: ul R . Redpat1T, Mayor
•
Edna M.1-Iolmgren, Clerk
SEAL
WI-1P:am
12-13-73
VILLAGE OF EDEN PRAIRIE
HENNEPIN COUNTY, MINNESOTA
RESOLUTION NO. 660
A RESOLUTION APPROVING THE PLA NNED UNIT
DEVELOPMENT PLAN FOR HOMART DEVELOPMENT
COMPANY
WHEREAS, HOMART DEVELOPMENT COMPANY, hereinafter referred to
as HOMART, is the owner of certain property and legally described as follows:
(Per Exhibit "A", which is attached hereto
and made a part hereof)
and
WHEREAS, HOMART did on or about November 24, 1972
file a petition with the Village Council for approval of a Planned Unit Development (P,U. D.)
pursuant to Sec . 11 of Ordinance #135, and
WHEREAS, the Council did refer said plan to the Zoning and Planning Commission
for study and report, and
WHEREAS, the Zoning and Planning Commission did on January 16, 1973 hold
a public hearing on said plan, and thereafter made recommendations to the Village
Council on January 16, 1973, and
WHEREAS, the Village Council did on February 21, 1973, hold a public hearing
on said plan,
NOW THEREFORE, BE IT RESOLVED, by the Village Council of the Village of
Eden Prairie that said P.fJ,D. plan be approved based on the following:
1. The maps and plans of HOMART, which are made a part hereof, marked
Exhibit "A"
2. Complaince with the requirements as set forth in .Exhibit "Ii" which is
attached hereto and made a part hereof.
ADOPTED by the Village Council on the 27th day of February, 1973.
ATTEST: / d/
l R. Redpath, Mayor /
r ill i �I. Iloh g en, Clerk
SEAL
WI-II':am
12-13-73
VILLAGE OF EDEN PRAIRIE
HENNEPIN COUNTY, MINNE;SOTA
RESOLUTION NO. 660
A RESOLUTION APPROVING THE P LA NNED UNIT
DEVELOPMENT PLAN FOR HOMART A' EVEi_OPMENT
COMPANY
WHEREAS, HOMART DEVELOPMENT COMPANY, hereinafter referred to
as €-HOMART, is the owner of certain property and legally described as follows:
(Per E diibit "A", which is attached hereto
and made a pair hereof)
and
WHEREAS, HOMART did on or about November 24, 1972
file a petition with the Village Council for approval of a Planned Unit Development ( '.U.D.)
pursuant to Sec. 11 of Ordinance #135, and
WHEREAS, the Council did refer said plan to the Zoning and Planning Commission
for study and report, and
WHEREAS, the Zoning and Planning Commission did on January 16, 1973 hold
a public hearing on said plan, and thereafter made recommendations to the Village
Council on January 16, 1973, and
WHEREAS, the Village Council did on February 21, 1973, hold a public hearing
on said plan,
NOW THEREFORE, BE IT RESOLVED, by the Village Council of the Village of
Eden Prairie that said P.U.D. plan be approved based on the following:
1. The maps and plans of HOMART, which are made a part hereof, marked
Exhibit "A"
2. Complaince with the requirements as set forth in Exhibit "13" which is
attached hereto and made a part hereof.
• ADOPTED by the Village Council on the 27th day of February, 1973.
40#4;ej/
A'i'1 EST: au path, Mayor
i - ' :'i• •
Edna M. Frotmgren, , Clerk
SEAL
FIRST DR.?AFT: PLANNING REPORT
DATE: December 29 , 1972
TO: Members of Planning Commission
FROM: Village Planner Dick Putnam
STJBJECT: MAJOR CENTER DEVELOPMENT: HOMART DEVELOPMENT COMPANY
The Eden Prairie Major Center is not a unique occurrence within the Metro
Area; on the contrary, it is only one of many Regional Centers either built
or planned . This center is unusual because we have many development
options available at this time . In addition, we have the benefit (if we use
it) of other center' s experience to guide many of our suggestions .
The development at this center could be a transitional point in planning
philosophy because the potential for Metro Mass Transit is a reality. The
need for some total Metro system is well known , The Eden Prairie Major
Center was identified as a station location within this Metro system . The
inclusion of E.P . M. C . in the Metro Transit System before any building
or planning has begun presents the responsibility to proceed with a truly
innovative development concept based upon past experience , producing
a 21st Century product, rather than one of the 20th Century.
To understand the function of the total system , a brief background of the
community is needed . (The sector planning approach is the basis of the
planning and community growth .) Central to this concept is the HUB or
focus at the 494-212 interchange . For evident reasons , this location is
chosen primarily for its circulation (auto mode) . If one visualizes a
spoked wheel, the axial represents the Major Center Area and each spoke
defines an area adjacent and dependent upon the HUB for support. just
as the HUB supports the spokes , the HUB can not function without the
supportive spokes . This simple relationship identifies a major feature of
E. P. M. C . This is the center of not only a shopping center trade area ,
BUT of the New Town of Eden Prairie. The sectors are conceived and
designed to relate to the center area for many services and will identify
the entire area (1 , 200 + acres) as the community center. The implications
of this center on a transit system are far greater than the 100 acre shopping
center, but rather will greatly determine the success or failure of New Town
Development of Eden Prairie .
This approach is becoming reality with two large P.U . D. 's developing
adjacent to the Center area and one publicly planned P. U. D. recently
approved . A conservative estimate would indicate that about $1 0-J 5 million
worth of land is under P. U. D. development today in Eden Prairie . Public
investments in utilities and roads have been bonded for $10-15 million . The
1 obvious dedication to the sector development concept must be considered
when cost and timing decisions are made.
ORDER OF CONTENTS:
1 . Introduction Memo.
2 . Order of Contents.
3. Homart's request/time schedule .
4. Elements of Major Center Area that influence Homart Site.
A. Transportation
B. Transit
C . Pedestrians
D . Open Space/Impact Upon Environment
E. Public Utilities
F. Physical Form
G. Community Impact
H. Economic Development Impact
I. Homart as part of M.C .A.
5 . 100 Acre Homart Site Evaluation .
A. Size
B . Composition at Site
C . Traffic
D. Parking
E. Pedestrians and Transit
F. Existing Site Features and Landscaping
G. Storm Water Systems
H. Structural Character
I. Specific Design
J. Community Space
K. Security
L. Intensity
6 . Summary of Specific Recommendations .
7. Procedures for Homart Rezoning.
8. Recommendations.
3 . HOMART'S REQUEST: TIME SCHEDULE
HOMART is requesting from the Village of Eden Prairie two critical
approvals within the next few months , necessary for them to open
their major retail shopping mall by fall of 1975 .
The first approval required is the rezoning to C-Regional Commercial
for the shopping center site within the month of January, 1973 . The
completion of a rezoning application within the month of January is
dictated by the requirements of the major department store and HOMART
Corporation's board, which have to make commitments to continue the
work and develop the design of this center.
HOMART is seeking a second approval regarding the utilities, sewer,
and water, and road improvements that are required for the site , as
outlined in their brochure. April 1 , 1973 , is the latest date that an
agreement between the Village,land owners and HOMART must be reached
in order to assure them of being on schedule with their construction
commitments . Critical to any Village approval of utility and road improve-
ments is the hiring of the engineering firm to do the feasibility study of
the Ring Route and the cost allocation projections within that area.
Secondary to the two aforementioned commitments are those for site work
permit to begin June 1 , 1973 , and building permits to be issued August 1 ,
1973 . Subsequent building permits will be issued on a phase basis as
the design and construction progresses .
Of equal importance to the requests of HOMART are those requirements
that will be developed for the entire regional center area. The requirements,
or policies , to guide development in the decades to come will be formulated
by the Task Force currently working on developing a workable framework
for the 1 , 000 acre Major Center Area. With a project as large as the
regional mall shopping center, it is expected that a period of from three to
four years is necessary for planning , design, and construction of such a
center. The anticipated construction schedule and opening date of
;August 1 , 1975 , seem realistic from both the developer's point of view and
from the Village's point of view for provision of necessary improvements .
4 . ELEMENTS OF MAJOR CENTER AREA THAT INFLUENCE HOMART SITE:
TRANSPORTATION:1
The Ring Road area today is served by three principal arterial routes:
I-494 from the north and east; T. H. 5 from the west; and T.H . 169-212
from the southwest and northeast. Two other principal arterial routes
which circumscribe the secondary sphere of activity are C. S.A.H. 62 on
the north and C .S.A.H. 18 on the east . At the present time , I-494 is
a controlled access freeway facility, as is C . S.A.H. 1.8 (partially) on
the east between C. S.A.H. 62 and I-494. C . S.A. H. 62 is also a four-
lane controlled access facility, but terminates approximately two miles
west of C . S.A.H. 18 in northeastern Eden Prairie. T.H. 169-212 is
currently under construction as a four-lane divided facility between
I--494 and the cloverleaf of C . S.A.H. 18 and C . S.A.H. 62 . The
remainder of the routes in the study area are two-lane facilities. Planned
improvements to the existing network include an extension of T.H. 212 as a
four-lane controlled access facility southwesterly on a new alignment
running from the cloverleaf at 494 diagonally through Eden Prairie to a
point just south of Riley Lake . Mitchell Road north of T. H. 5 is also
under construction as a four-lane divided minor arterial with no control
of access . For the purposes of traffic assignment, the following addi-
tional long-range assumptions were made:
1 . 1-494 east of the present cloverleaf interchange at T. H. 5 will
have a maximum of six lanes;
2 . 1-494 north of the interchange at T.H. 5 will have a maximum of
four lanes;
3 . Proposed T. H. 212 for its entire length through. Eden Prairie will
have a maximum of four lanes, excluding weaving sections;
4 . At such time in the future when capacity problems develop because
of the merging to traffic on T .H . 's 212 and 5 , the Department of
Highways will consider a realignment of T.H. 5 to connect with
C .S.A. H. 62 . As a temporary measure, T.H. 5 would be routed
south on C .S.A. H. 4 to an interchange with proposed T.H. 212 .
That portion of old T.H. 5 east of C. S.A. H. 4 would revert to
local jurisdiction and could be connected to the ring road;
5 . The interchange at existing T.H. 169-212 and C . S.A.H. 60 (now
under construction) will be modified to a higher capacity half
diamond when the ring road and other half diamonds are built.
The anticipated future network utilizes the major freeways, the local
network arterials and collector/distributor routes to provide for the
circulation of traffic . Of primary importance for the Ring Road is the
provision of access to and from the major freeways , I-494 and T. H. 212 .
This access encourages the attraction of regional trips, and if properly
1 . Howard Needles Tammen & Bergendoff, "Transportation Considerations
for Eden Orairie Major Center" , December, 1972 .
•
designed , produces an additional benefit by relieving the existing clover-
leaf of the function of serving local trips . Without the relief provided
by the Ring Road, the interchange would likely be hopelessly overloaded .
The local network is also of vital importance to the proper functioning
of the Ring Road; by serving as minor arterials , or "feeders" of traffic
to the Ring Road activities , facilities such as Baker Road , Valley View
Road , T. H. 5 and existing T.H. 212-169 prevent the use of major
freeways for short trips , and by spreading out the access to the Ring Road,
prevent the congestion which would occur with the overly intense concen-
tration of traffic in a few locations. Other routes in the local network
such as Mitchell Road, and the new east/west collector facility in
east/central Eden Prairie, enhance the function of the Ring Road by
serving shorter through trips which might otherwise be forced to use
Ring Road segments , a situation which would complicate design of the
facility. The Ring Road itself would be designed to serve the type of
traffic characteristic of the land uses which generate the traffic. Thus,
the design of medians , channelization of intersections, signalization
and service roads can be used in order to insure that the roadway will
maintain a sufficient capacity to handle expected traffic, including
not only the sheer volume of traffic , but also the nature and modes of
transportation possible .
£ The location of the Ring Road reflects the concern that all parcels of
land be given the utmost opportunity to develop in the manner to which
they are best suited . Although the specific centerline cannot be estab-
lished until preliminary design, some general alignment features are
suggested here:
1 . In the northwest quadrant, the roadway should make a long
loop in order to provide maximum frontage for the land uses
expected on either side. The eastern terminus should be
fixed at existing C. S.A.II . 60, making use of the existing
structure over I-494 . The western terminus will eventually
occur at a crossing of new T.H. 212 , joining with the westerly
leg of the Ring Road. For these reasons, attention should be
given to locating the Ring Road so as to provide an economical
and sufficient opportunity to bridge new T.H. 212 . In addition,
attention should be given to a minor realigning of T.H. 5 to
properly coordinate with an initial at-grade intersection at T.H. 5
and the Ring Road.
2 . In the northeastern portion of the Ring Road (between I-494 and
T. H. 212 on the east) right-of-way costs can be minimized by
remaining as close as possible to the existing alignment of
C . S .A. H. 60 . This alignment could also serve to define and
rf
5
insulate or buffer different land uses on either side of that
segment.
3 . The eastern leg of the Ring Road (running south from T. H . 212
to I-494) should provide maximum use for land adjacent to a
roadway passing through adverse topography.
4. In the southeastern area (between old T. H. 212 on the south and
I-494 as it swings east) the Ring Road should loop far to the
south in order to provide maximum internal acreage for the
regional retail activities proposed therein, and to keep circu-
lation problems at a minimum by locating access to the major
traffic generator as far away as possible from the freeway
access locations .
5 . The western leg of the Ring Road (running north/south between
old T.H . 212 and new T.H. 212) should be located far enough
east to provide developable land for the west side of the Ring
Road , and to tie in at a convenient location to bridge new
T. H. 212 . Developers in the area have commenced some work
with regard to grades and soils in this area, and such studies
should be taken into account in preliminary design .
Traffic Assignments:
The trips generated from the land use forecast referred to earlier were
assigned to a test network of roadways in the Ring Road area. The trip
generation and the roadway configuration are representative of 1990 travel
patterns and traffic intensity. In addition to local traffic , through
traffic as developed by the Minnesota Department of Highways in their
System Planning and Analysis Report M-115A (September, 1972) was also
assigned to the test network. Earlier traffic assignments have indicated
potentially critical design and functional problems created by high
intensity development proposals in the Rind Road area .
It was the intention of the traffic assignment to determine the capability
of the test network to serve traffic during the most critical time periods
of the day, and to determine what specific access configuration or confi-
gurations could reasonably be expected to handle peak hour volumes.
Analyses of similar developments in the Twin Cities Metropolitan Area and
elsewhere indicate that the evening peak hour period is the most critical
in terms of traffic flow. For this reason , PM peak hour traffic was used
to judge the overall efficiency of the test network and to identify specific
problem areas in the test network.
The test network itself and the PM peak hour volumes assigned are shown
on Exhibit 2 . Directions of approach to the major center were based on
1990 estimated population and employment data within a ten miie radius
of the center. In general directions of approach to the Ring Road area
are depicted on the following page . •
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It was considered essential to project traffic to a design year of 1990
for two basic reasons: First of all, many of the assumed improvements
to the regional highway network are not expected to occur before 1990;
secondly, if it is assumed that certain regional improvements will be
made , it is essential that the Ring Road facility itself, which will be
functioning within this decade , be designed in a manner so as to be
compatible with future improvements to the regional network which will
distribute regional trips in and through the area. Furthermore , although
certain geographic areas in the primary and secondary sphere of activities
might initially receive direct access via the Ring Road from major
arterials , it is possible that in the future this type of access may not be
possible . Consequently, developers should be made aware of the long-
term consequences of land uses dependent upon a close proximity to
access from major arterials.
In other words , the short-term problems of access to the major arterials
and the short-term problem of location of the Ring Road facility itself can
be solved only with the knowledge of what the long-term problems will
be in the area , and a knowledge of the probability of implementation of
long-term solutions.
Problems:
In the short-term (before 1990) one obvious and imminent problem is
present: A major retail center will open in the southern portion of the
primary sphere by 1975 . Briefly, access from the two primary arterials
(I-494 and T.H. 212 or T.H. 5) will be needed by the time of opening.
At a minimum the access requirements of the center consist of the con-
struction of the westerly leg of the Ring Road running from old T. H. 212
northwesterly to an at-grade intersection with T.H . 5 at some location
just west of the existing cloverleaf at T.H. 5 and 1-494. In addition,
temporary in-bound access from the east to the center must be provided
via an off-ramp from I-494 westbound to existing T .H. 212/169 at the
location where existing T. H. 212/169 passes over 1-494 . This location
is currently served by a temporary on-ramp serving traffic from Eden Prairie
to eastbound I-494.
Traffic assignments showed that the most significant long-term problems
occur in the western portion of the Ring Road area . For purposes of
assignment, full movement access was assumed for the Ring Road. from
T. H. 212 on the east and on the west; partial movement (half diamond)
access to 1-494 was assumed on the north and on the southeast. The
volumes shown on Exhibit 2 clearly indicate the heavy movement and
intensity of traffic between the 494/5 cloverleaf and the T. H. 212/5
t. junction . There would be potential problems also at the full movement
•
interchange now under construction near County Road 60 and T.H. 212 ,
but with the assumption that this facility will eventually be changed to
a high capacity half-diamond , it is felt that such an interchange , together
with both half-diamonds at I-494 will function efficiently in 1990.
This means in effect , that the only short run problem which is in potential
conflict with long term solutions available occurs in the western portion
of the Ring Road. The question to be answered is: Can the projected
traffic along future T.H. 212 through and west of the existing 1-494/5
cloverleaf be served through a design which is safe and efficient, and
if so, would such a design have a substantial degree of probability for
implementation.
The expectations of local developers have for some time been that a
folded diamond facility at the western leg of the Ring Road and T.H. 212
could be provided, together with a directional movement tying T.H. 5
to T. H. 212 west of the folded diamond. There is no doubt that a design
can be arrived at to accommodate most of these movements, but there is
considerable doubt that such a design could be implemented with a
reasonable amount of time. Furthermore , in no case could any design
accommodate all westbound traffic from three sources: southbound
I-494 , westbound 1-494 , and southwest bound T.H . 212 . When T.H. 212
is complete in its upgrading to the west, access from the northeast
(a primary direction of approach) would have to be denied to the collector/
distributor route west of the cloverleaf which provides access to the
folded diamond at the Ring Road. Similarly, access from the Ring Road
folded diamond on the west to northeast bound T.H. 212 would also
have to be denied.
Concentrated development, such as a major regional center, located
at or near the intersection of two primary arterials generally creates
certain traffic and access problems . Ready access is required by the
development to foster early growth and help assure continued prosperity.
However, access that later leads to traffic congestion and possible
diversion of patrons to other centers must also be avoided. The issue
of local access versus potential traffic congestion is certainly applicable
to Eden Prairie's proposed major center.
•
TRANSIT
A transportation system for the Major Center Area would not be of one mode.
All centers have used only two modes in the past -- auto mode to the parking
areas and then pedestrian circulation to the shopping facilities within the
Mega-Structure . This system seems to work well if all people have autos ,
the roads have sufficient capacity, there is adequate, well-sited parking,
and all trips are made exclusively in and out of the center area. As we
know, the total workability of the system breaks down when any of these
factors don't apply. Examples exist to illustrate each breakdown. Each
results from an overloading of the entire transportation system .
If the Model split of the future indicates more trips made using transit,
it seems realistic to assume that A.C .T. (Activity Center Transit) would
also be needed to make the system work . The form that the transit
takes , whether rail, bus , or PRT, will not alter the NEED in this Major
Center. The traffic analysis done indicates thousands of trips generated
within the Major Center area during a normal daytime hour. The studies
indicated that using only the auto-mode accommodation of these trips
would be complicated , unesthetic , and would consume large amounts of •
land and costs . (The end is insight to the capacity of the major freeways
serving the Center area and , therefore , transit to the Center and within
the 1 , 200 acre Center area becomes necessary systems , not added-on
"gingerbread" .)
The sector and community design today is geared to the procession of transit
into the community, thereby linking the residential unit with the Metro system
interfaced in the Major Center Area. What this tells us is that the ACT
system , built perhaps as a demonstration , should be used to better link
the community and the Metro area .
An obvious function is to provide fast, safe , efficient short-trip service
within the Major Center Area. Within the M.C .A. , most of the functions
of a medium-sized C. B.D. should be provided Can suburban shopping
centers provide the broad range of services needed by a community of
150 , 000 residents ? No, a normal center could not, BUT E. P, M.C .A.
does not depend upon the shopping mall for these services . The Mall is
{ ' only a part of the package and should function as the retail center of the
community and its trade area. Can a center do both ? Yes , if proper
planning is implemented, especially in transportation development.
The Center Area's physical layout indicates that a ring-road system is
required to give adequate auto flexibility. Auto access at four points to
the freeways and at numerous points to the arterial street system provides
a very good auto system. The transit system most easily applied to the
proposed auto system would be the bus or mini-bus . The flexibility of the
bus is evident within the community arid Metro area since the guideways
(roads) exist. The accommodation of the additional trips on the roadways
would reduce the quality of service and could cause congestion on the
system if the same rights-of-way are used for auto/bus . The use of
separate bus lanes is certainly possible by adding an additional lane of
pavement . The bus , conventional or automated, is a possible method to
provide safe , fast, efficient transit.
A function of transit that is many times disregarded is its multiple use
potential. (To make best use of a transit system , as many uses as can be
accomplished should be provided access to the system. ) Within E. P. M .C .A. ,
freight and inter-city goods' handling could be accomplished; utilization
of the system by the educational facilities within Eden Prairie , by the
general community, and by the inner ACT could be accommodated. This
( transportation system should serve many users.
A transit system for this area must supplement and work in conjunction with
existing transportation systems already in use or planned. The obvious
interface with road and auto needs must be workable , but in the future , the
interface with the Metro Transit System will be necessary. Eden Prairie is
developing an extensive pedestrian walkway system that serves the sectors
and focuses on the Village centers . The distances within most of these
Village sectors is "walkable" by most of the residents. In addition , the
provision for auto parkway connection at the sector centers is assured.
The pedestrian systems within the Major Center Area are not defined
today, but the inclusion of residential units within and adjacent to the
Area will produce meaningful walkways . Today we are providing only
two transportation options in Eden Prairie: auto and walking. In the future,
we hope to supplement these basic systems , making the entire system
compatible with Metropolitan Transit goals and usable by all residents .
PEDESTRIAN SYSTEMS:
The standard shopping mall does utilize pedestrian movement outside and
inside the shopping mall as the basic form of movement once one has
arrived in the parking lot. Today there is a two level system of movement,
the exterior being normally very unattractive , dangerous , and one that
encourages you to spend minimum time in that area surrounding the mall.
Once one is inside the mall, the character of the pedestrian areas change
( drastically, and all shopping centers strive for pleasing environment:
The master plan presented by HOMART is no exception to this general rule
of shopping center development.
The Major Center Area planning to date , which incorporates transit, the
automobile , and the pedestrian movement , does put heavy emphasis upon
the ability of people to move about within limited areas within the Major
Center without utilization of the automobile. There are some general
principles when dealing with pedestrian movements that must be incorpo-
rated to make them feasible:
1 . Expand the efforts to make better use of parking spaces through
development of parking decks which would incorporate less
walking , controlled environment, and less maintenance.
2 . Develop an urban or town center concept that has definite nodes
for pedestrian focus .
3 . Usa planting and lighting to make the pedestrian areas attractice
and easily defined.
4 . Provide attractive veiws from within buildings , such as the retail
mall , out on to pedestrian corridors that are pleasing and would
encourage people to walk on these .
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5 . Complement the pedestrian system with a well-coordinated
graphic and street furniture package.
6 . Vary the paving materials on the interior and the exterior so
as to provide an interesting surface.
7 . A key to any walk system is its maintenance; therefore , choice
of tasteful but simple materials that can be maintained at a
high level is desirable.
8. Create interesting, usable spaces along the pedestrian routes
within the M. C.A. that have varied uses . Small boutique
shops and other commercial service uses could be located
along major pathways. Also , the creation of small plaza or
vest pocket park areas would be useful.
10. The exact location and alignment of the pedestrian systems
should serve structures, transit points , and major parking
modes . The ability to connect these primary uses is integral
to any system' s success .
11 . Separation of pedestrian from major vehicular movement is
advisable with barriers, overpasses , and underpasses.
D. OPEN SPACE/IMPACT UPON ENVIRONMENT:
The description of a major diversified center's relationship to the natural
environment is well stated in the Metropolitan Council's Development
Guide's section on major diversified centers , in which it states:
"The natural amenity of the location is destroyed or severely
reduced if the trees are cut, the lakes drained , the hills leveled,
and the potholes filled in to make way for commercial development.
Sites with high amenities are relatively rare and unlikely to be the
only places capable of satisfying sub-regional commercial needs .
These high-emenity areas should be retained in their natural state
as part of the regional open space system. Wherever a major
diversified center is developed , its design, quality, operation, and
maintenance will have a substantial impact on the natural environment.
A badly designed center can reduce an attractive natural site to
mediocrity. The location, design , and development of the major
diversified center can be used as a positive factor in the preservation
of open space within the center and in the adjacent region. Since a
substantial investment will be made in any kind of center development,
it is wise to use funds to attempt to enhance the natural environment
rather than detract from it with manmade development. "
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Eden Prairie's Major Center Area does have many high amenity sections
bordering the 1 , 000 acre Ring Route Area. Anderson Lakes Park , the
foremost regional metropolitan wildlife park, does border and will touch
the Ring Route Area on the east, just south of Freeway 494. Utilizing
state and federal funds , the Village of. Eden Prairie has acquired all of
the land around Anderson Lakes and the area called"Rhino-Head"as a
natural wildlife park. The Anderson Lakes area is a critical area that
must be protected and preserved in its natural state . Another area of
intense amenity value is the Purgatory Creek flood plain which borders
the west side of the Ring Route Area. This large, flat flood plain lowland
area of approximately 400-600 acres is characterized by a very deep
layer of peat and organic material. The Riley-Purgatory Creek Watershed
District Flood Plain Plan indicates a substantial amount of this land is
necessary for flood water retention and water recharge areas for the Village .
Its value as a major visual open space cannot be measured in quantity
terms , but deserves high priority.
Bryant Lake to the northeast of the Ring Route is one of the largest lakes
in Eden Prairie and has large areas of marsh bordering the Ring Route Area
and 494 . Bryant Lake is fed by two sources, one the western branch of
Nine Mile Creek and the major creek itself coming from Glen Lake . Nine
Mile Creek flows out at the south end, across 212 , and into Smetana
Lake , and from there east to Bloomington on its way to the Minnesota
River. The development of the south end of Bryant Lake bordering the
Ring Route Area is critical to the preservation of the lake's quality and
its intensity of use. The preservation of Nine Mile Creek in its natural state
as it flows between Bryant Lake and Smetana Lake is again of high
priority within the Village. The Village has acquired some land adjacent
to Nine Mile Creek as a natural wildlife area and will be acquiring
adjacent land to the Creek within these areas. The varied topography
and steep slopes , heavily woodedi marshy areas within the Nine Mile
Creek valleys must be preserved through logical land use development
adjacent and Village acquisition of these properties .
These major open space resources adjacent to Eden Prairie's Major
Center Area must be preserved at all costs, and are primary elements
within the planning of adjacent uses to minimize encroachment and
impact upon these fragile areas.
To develop a major town center/shopping area without including
significant usable open space would be unthinkable , given today' s
planning state of the arts . Eden Prairie's Major Center Area around
494 and 212 is surrounded by many natural open space areas within
the 4 , 000 peripheral acres . However, the 1 ,000 acres within the
Ring Rate have only 30 acres of open space proposed, which is the
pond located near Rosemount Engineering. The preliminary Major Center
Plan therefore proposes only 3% of the land within the Ring Route Area
{. to be classified as open space for recreational use , that being the pond.
The Major Center Area will be one of the most intensely used areas
within the Metropolitan Area, providing jobs for thousands of workers
daily, a full range of shopping services utilized by many members of
the community and the region as a whole , and residential and service
uses all within the Ring Route Area.
It is interesting to reflect upon other major urban centers , such as
Boston where Boston Commons is a pleasing relief from the concrete
and high rise world surrounding it, or New York City with its Central
Park on a large scale and its vest pocket and plazas developed on the
smaller scale as people spaces within the sprawling city, or
Philadelphia with its Independence Hall redevelopment area providing
under grade parking and open space uses on the surface . Yet , smaller
cities such as Chaska, to the west of us, and Shakopee or other small
towns in Minnesota have provided the Town Square which has served
as a focal point and a resting area for the citizens for many years. Some
will maintain that the regional shopping complexes do not have to worry
about providing exterior natural, restful places for people to relax within
the highly urbanized area. Examples abound of the lack of concern for
exterior open space areas within any major shopping complex within the
Metropolitan Area, yet all major retail developers go to great expense to
develop interesting interior mall spaces which utilize plants , street
furniture , water fountains, birds , and other amenities to provide
pleasing , restful places for the users of the retail mall. One of the
basic reasons for this costly development is that people like to shop
in the climate controlled, highly active, interesting shopping mall
environment, and therefore , it makes good economic sense for the
shopping mall developer to add these amenities to his project.
HOMART's proposal for the shopping mall will be equal to or better
than any interior mall space yet designed within the nation, and we
would hope that such treatment could be utilized on the exterior of
the center and site to utilize the great views that the site possesses
and also that it would apply to the entire Major Center Area of 1 , 000
acres as a primary concept of constructing the entire downtown of Eden
Prairie.
E. Public Utilities - The foresight used in designing the utility systems
within the Major Center Area will benefit HOMART directly in that
the sower system exists with sufficient capacity to handle its
requirements and the water systems provide a dual-feed system with
adequate pressures and relative close proximity to the HOMART site .
The sanitary sewer exists in the southerly end of the HOMART site
and runs north and stops presently at 494 . This system would be
extended north of 494 into the Smetana-Bryant Lake area in the future .
The sizing of this trunk is large enough to accommodate the needs of
the shopping center.
The water system, so critical for the development of a sprinklered
building, exists currently on the south at the intersection of the new
East/West Parkway on 169 and can be extended up 169 to serve the
center from the south. This system can be linked in two ways: one
by going down West 78th Street to M.T. S. to hook with the existing
main, or to cross 494 by boring underneath it and running up around
old Valley View Road and boring under 494 where Valley View crosses
494 , connecting to the existing main at Topview. It would appear
the most efficient means would be to connect the 169 system to West
78th Street and connect in to M .T. S. since the southwest quadrant
will be the first to develop in the Major Center. Area .
The storm sewer system for this area has not been designed and would
require a combination of water into two watersheds -- Nine Mile and
Riley-Purgatory. The watershed districts have made their staff from
Barr Engineering available to deal with the problems associated with
runoff within the Major Center Area and the HOMART site.
PHYSICAL FORM:
Am I advocating a series of connected megastructural buildings circling
the 494/212 interchange? Yes and no! ! The state-of-the-art of shopping
center design revolves around the automobile, not necessarily by choice
but by lack of a viable alternative . The auto creates design parameters
for all development in the area that tends to separate and segregate various
uses into islands amidst a sea of parking. The resultant development
pattern is too spread out for comfortable walking movement, yet too close
for effective transit use. Therefore, the auto becomes the principal mode
to move about in the shopping center area. For a moment, let us dream:
if many uses were either close enough to walk to in comfort or if an
efficient transit mode was available within the total area, would the auto
be used as much?
The era of "megastructural" city centers is not here yet -- perhaps by 1980
or 1990 -- but significant attempts are being made in that direction. For
example, Downtown Minneapolis is constructing a 2nd level skyway system
that will link most major activities with pedestrian walkways . Hamburg and
Munich, Germany, are installing a " skyway" and "sub level" walkway
system that works with the new underground transit to move people around
the cities . (What they have in common is that designers , officials ,
developers , and people enjoy and will use well-planned pedestrian and
transit systems if it competes with the car. ) What it means is that new
shapes and forms can result from planning shopping/regional facilities
from a slightly different point of view.
The mall shopping center was a new concept in the 40's/50's since it let
people move freely in a plaza with varied shops all within easy reach. To
shop at a suburban center was very easy -- you just drove from your house
to the mall , parked from 100 to 1 , 000 feet from the building, and walked in --
all the selection you had in the central city without the traffic, parking, and
distance problems . The 1970 's have modified the old concept only in cosmetic
ways: better auto movement within the center, better freeway access, land
use controls , and greater square foot areas . just as the mall improved the
"strip centers" , perhaps a new approach can improve the mall .
COMMUNITY IMPACTS
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Since centers have replaced the old suburban town center with the town
hall, schools, shopping and service uses , there is a void in many communities
because the shopping mall was not intended as a "town center" . What
has happened is that the things that give vitality to the "town center" have
been dispensed around the community with no real focal point. For example,
the "town square" area used to be the place where political speeches,
town meetings , town forums , announcements, and discussions were held.
The right of free speech, free press, and assembly are not present in
the modern mall centers.
The shopping functions of old town centers were mixed with social, cultural,
governmental, financial, and recreational activities thatdrew citizens to
the town. The functions of the old towns were multi-faceted and people .
identified with "their city" . Today, the suburban migration has produced
residential areas without central focal points . The standard focus for
suburbs is the high school and grade school system. The problems are
apparent since school districts cross municipal boundaries and may have
numerous high schools. "Community pride" , very evident in small towns
or major cities , is replaced in many suburbs with different allegiances.
A possible community social framework is to develop strong identification
with public and private facilities that reinforce existing community spirit.
Like all urban systems, a hierarchy of facilities and uses are necessary.
A city with no small-scale neighborhoods would be unique; likewise , Eden
Prairie is part of the Metro area, while within the Village, there are
smaller scale neighborhoods . Surrounding the Major Center are six
distinct areas that will have their own focal points: elementary schools ,
commerical, churches , and parks/recreation spaces . The planning function
thus far is a strong attempt to group these and other community facilities
together with good pedestrian and auto access . The common facilities
for each 7, 000 to 15 , 000 population neighborhood will benefit the community
not only from the physical aspects , but more importantly, in social or
group ways . The creation of identifiable images, governmental units ,
educational units, and living areas is the goal.
The application of this"multi-level approach for community organization"
to the Major Center Area is important if we are building a community,
as well as regionally, oriented service center. The basic question of
community-regional compatibility must be discussed with local, southwest
sector, and Metro representatives as well as the individual developers.
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H. Economic Development Impacts - The economic impacts of the Major
Center Area as a whole are not clear at this point in time due to
changes in the state and metropolitan allotment of the tax revenues
from all new commercial and industrial development. The Village
Council asked the Manager and the Staff to conduct research into
the economic impacts involved in new commercial-industrial
development within Eden Prairie . This study is in the process of
completion and would be available by the time the Council would take
action on the zoning proposal for HOMART in late January.
The basic questions related to the Major Center Area and HOMART
are in two general areas -- the costs involved in such a development
as a large , regional diversified center and the allotment of those
costs to the public and private sectors , and the revenues gained
through taxation or other indirect benefits that come back to the
school district and the municipality. With the new law , the
Metropolitan Development Act, and the fiscal disparities approach
to revenue sharing at a local level, the exact amount of revenues
the Village would receive back from such a development are not
clearly defined at this time. The basic elements of the fiscal
disparities legislation ask that the municipalities , on all new
commercial-industrial construction, share 40% of the taxable values
with the Metropolitan Area. All of the funds from the seven county
Metro Area would be pooled and through a process of allotments
based upon population and income , the money from the grouped pool
is returned to the municipalities . I might make a _general, unsub-
stantiated example using Eden Prairie today, since we have a low
population, of relatively high income with a substantial amount of
new commercial-industrial development, Eden Prairie developments
would pay the 40% of assessed value into the metropolitan pool and
would receive little of that money back on a shared basis . Whereas,
a community with a high population of relatively low income,with
little commercial-industrial base would pay little into the metropolitan
pool but would receive a large amount back. Currently the law is
being tested in court and there have been arguments for and against
the law's equity. It is safe to say that the principle of revenue
sharing on metropolitan-based land uses , such as commercial or
industrial , is an idea that will be developed in some fashion in the
years to come , perhaps statewide so that Eden Prairie by planning on
that approach should be realistic with future trends in taxation.
The cost of this development relative to Eden Prairie has not been
completely ascertained at this point, but that of the major road con-
struction could run in the millions of dollars, the provision of utility
service , fire , police protection and other municipal services will
certainly enter in . The apportionment of cost for these services
between the private sector and the public sector will be determined
with the assistance of the engineering firm hired for the grade and
( alignment of the Ring Route .
The economic impacts from such a major diversified center develop- •
ment that are intangible , such as the jobs , the convenience provided
to the community, the enhancement of the community as an attractive
residential environment convenient to the many urban services
required by the population can not be measured accurately. For the
Village to commit itself to the development of the entire Major
Center Area and presently the HOMART proposal without a firm
knowledge of the fiscal impacts would not be proper . Completion of
the staff economic impact study will define the options related to
M.C .A. and Homart' s development.
I. HOMART AS PART OF THE MAJOR CENTER AREA:
Considerable discussion for well over three years has gone into the location
of this Major Diversified Center Area and the exact location of HOMART.
There are many things to be considered in terms of timing for such center
development. There are obvious concerns that such a center developing in
a low-population community such as Eden Prairie would put extreme demands
upon the bonding power and financial capabilities of the current residents in
the Village. These concerns are being investigated by the Village Staff, and
possible consultants , to determine the exact impact. The new tax and school
aid formulas as enacted by the past Legislature have created new situations
that must be evaluated also . There is one area that seems to remain constant,
however, as an impact of such a major regional shopping center on the
Major Center Area, and that is one of quality of major center development
and timing.
When referring to quality of the development surrounding 494 and 212 , it
might be wise to examine other interchange locations within the Metropolitan
Area to see the impact that certain types of development have had. One
might say that the shopping center (egional mall)is a catalyst for a specific
type of development around any interchange. For example , the Southdale
development on the corner of France and 66th. and the Crosstown, has
produced such facilities as hospitals , major office structures , major regional
facilities such as large furniture stores, office complexes , and general
service facilities. On the other hand , development that occurred at the
intersection of Highway 100 and 494 is predominantly office and office
service functions, such as hotel complexes. The actual service to the
community residents of such a center is somewhat limited. Another
would the example of the intersection of Highway 100 and the Crosstown.
Because of existing development, the area around that interchange is
essentially residential in character. Perhaps the biggest example would
be 35W and 494 for the varied type of use surrounding the interchange area.
In that case , the proliferation of large land users , such as used car dealer--
ships , heavy equipment dealerships, and large office structures , such as
Naegele's , have dominated that intersection. One quadrant has the Ward' s
Southtown development in that area. The 494 strip, as it is called, is
�. somewhat a result of bad development and has produced the linial
arrangement of services such as restaurant, hotels/motels, etc. from
Metropolitan Stadium through Highway 100.
Within the Eden Prairie Major Center Area, the quality which we are
seeking is to combine many varied types of uses, each of which have
occurred at rather random tIshion in other locations, into a cohesive
package that is workable . One might say that the catalyst for such a
development would be the retail mall center, as it does encourage other
types of development -- entertainment, cultural , motel service , medical ,
educational -- to occur at the same time or shortly thereafter. It is my
feeling that without such a catalyst applied to the Major Center Area,
that a varied type of land use , not consistent with the Major Center Plan,
would evolve due to pressure for development that could take undesirable
types .
The timing of such a center to develop is critical to the Major Center Area
and critical to the time schedule of the major department stores. As you
know, Sears has a 5 year sliding schedule and they plan on opening the
Eden Prairie center in 1975 . If that is delayed , the center would not open
until the late 70' s. The pressure in Eden Prairie for development at this
time has increased the value of the land in this Major Center Area to a
point where it is very difficult for one to hold land in a vacant state.
Today there are many different types of uses that are approaching the
Village for permission to build within this area , many of which are basing
their location upon development of the Major Center Area in 1975 . It
does seem critical that development of this center in the mid-70's is
(\ important to insure orderly and proper use.
100 ACRE HOMART REGIONAL CENTER SITE EVALUATION:
A. Size - HOMART' s proposal is to build a regional shopping mall with
two major department stores which will offer 750 , 000 sc. ft. of retail
space. with 90 - 100 shops in the tenant building . Currently HOMART
is discussing with a third major department store about coming into
the Minneapolis market at its Burnsville , Maplewood , and Eden
Prairie locations , which would add approximately 120-150 , 000 sq.ft. ,
bringing the potential size to 900, 000 - 1 , 000 , 000 sq. ft . It is
important for Eden Prairie at this point to set a maximum size on the
center so that the planning and design and the site acquisition can
reflect the ultimate and optimum size for such a center, be it two,
three , four, or six department stores .
The trend within the shopping center market today is two directions .
One is to build a smaller scale retail center such as the one proposed
by HOMART with two, possibly three , department stores that are
under 1 , 000 , 000 sq.ft. category. Many developers are looking at
the other extreme as the way that shopping centers and mall retail
facilities will go in the future , and that is the large or 1 ,500 , 000 -
2 , 000, 000 sq.ft. centers with four to six major department stores.
These trends are national and local, and reflect obvious characteristics
in individual markets. For example, within the Minneapolis market,
there are six major department store chains within the area. HOMART
{ is proposing , with the addition of the third store to its center, to add
a new major retailer to bring the total to seven . In comparison with
other metropolitan areas, Minneapolis has a large number of major
department store chains . Other cities may have two or three large
stores . One assumption that may be drawn from the fact that
Minneapolis has many stores is that there is intense competition
between stores and that the major department stores deal in more
specialized lines of merchandise. In looking at the surrounding
shopping areas , such as Southtown or Ridgedale or Southdale , it
becomes apparent that to duplicate one of those major stores would
be unfeasible , from a marketing point of view. Therefore , for
HOMART to have more than two or three major department stores
would be most difficult without bringing new tenants into the Minneapolis
market , which is already heavy on department stores . HOMART, in
analyzing the market for this southwest area, identified the
availability of two such stores - Powers and Sears - as viable markets
with the closest store being many miles away for each. The number
of department stores in this case , too , somewhat dictated the size
of the retail center, indicating it should be small with 750 , 000 sq.ft.
The addition of a new department store would enlarge the center by
essentially the space required for that store.
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What is the best way for this retail mall to develop in terms of
size for the community? There are two schools of thought on this ,
one stipulating that the center should be as large and massive as
possible for additional tax revenue benefits that are gained through
such retail commercial development and also that there is a much
larger scope of services , much greater selection, many more
stores available for the community within such a center. Also, it
is a prestige item that the community would have an extremely
large center. Another point of view which I feel is more in keeping
with realities of fiscal legislation and the physical construction
potentials is that the center should be kept small, to a much more
human scale than the large 2 ,000 , 000 sq.ft. center. By reducing
the scale of the center in terms of size, you still maintain the
diversity of selection in shops that you would in a larger scale
store - the difference would be in the number of like shops , for
example. Also, relating to the physical problems such as water
runoff or amount used for parking , with a smaller center your land
used is less for parking and the non-amenity uses to a greater
degree . But, of primary importance is the human-scale of the
smaller center of less than 1 ,000, 000 sq.ft. can provide for the
shopper and to act as a focus for the downtown. The municipal.
services , such as roads, utilities , police , fire , are essentially
the same for a large center as it would be for a smaller center,
the difference being essentially in the traffic generated and the
ability of the road system to cope with that traffic. A center of
the scale of 1 , 500 , 00 - 2 , 000, 000 sq.ft. at the Y location would
create major problems for the metropolitan arterial system , such
as 494 and 212 .
In summary, from a community's point of view, the smaller size of
750 , 000 sq. ft. is highly desirable but that the expansion capabilities
of such a center must be determined at this time and all requirements
such as parking , fire, and other physical planning requirements must
be dealt with at the optimum scale from the beginning. Therefore, a
firm commitment from HOMART to plan for a maximum of three
department stores is essential within this plan. The ability to phase
in a third department store at a later date remains open , only the
commitment to a given number or amount of floor space must be
required from the developer.
B. _Site Composition and Consumer Patterns - Proposed on the HOMART
100 acre site are other uses than the regional shopping mall. The
neighborhood center or community shopping center of approximately
150 , 000 sq.ft. with a junior department store and major supermarket
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as primary tenants would fulfill a range of goods most commonly
called convenience goods , whereas the regional mall center and
other related regional shopping areas would fulfill the need for
shopping goods . Tn convenience shopping, the selection is of
minimum importance . Urgency of need, a relatively low purchase
price make comparison shopping relatively unnecessary and by
the same token, reduce the time spent by shoppers in securing these
goods . Shopping goods , which are associates with a regional mall
center, or comparison goods are priced higher , are used for a much
longer period of time, hence brand name and individualization of
features becomes more important. Traditionally, each merchandiser
of varied goods , such as shopping or convenience , would group or
cluster themselves together for ease of access from the general public .
Determining the convenience for the individual , the relative frequencies
of shopping trips for each type of goods must be considered. During
the year, more time is expended in a series of convenience purchases
than in the shopping goods purchase. Comparison of goods is of
little concern to the shopper on convenience good purchase trips .
Therefore , in grouping convenience type retail facilities in a
diversified center such as the HOMART area, are we doing any more
than satisfying the preference for orderliness or planning while at the
same time forcing a change in consumer behavior through faiiure to
provide alternate and more convenient sources of shopping opportunities.
For example , the shopper is forced to travel five miles rather than one-
half mile for groceries . Are we imposing a pattern of weekly shopping
on a choice pattern which, in the present environment, may be daily
or twice a day or weekly? The basic question is , are we providing
choices for the residents of our community that have varied patterns
of shopping and living .
If Eden Prairie was developing all of its commercial, convenience
neighborhood , and regional at one location in the Major Center Area
this would certainly hold true that we are inconveniencing the
shopper. The development pattern for commercial at this point
relies heavily on the neighborhood , meaning small scale grocery
and minimum convenience shopping in close proximity to residential
neighborhoods , and in many cases , being the focal point of that
neighborhood with elementary school parks , such as in Red Rock or
in Edenvale or The Preserve and currently proposed in the Bluffs
West area. To compliment the small scale facility, there are proposed
major community or neighborhood convenience centers of 100-160 , 000 sq.ft
with a major supermarket as tenant. These are proposed with the HOMART
site at Valley View and Mitchell in Edenvale . There is interest at the
Co. Rd . 4 and 5 intersection and in the southeastern area along a
relocated Co . Rd. 1 and Franlo Road. Since there are other community
shopping centers located throughout the community, it would seem that •
the location of one such center in the HOMART site would not jeopardize
the freedom of choice by the consumer within Eden Prairie.
The elimination of the neighborhood center from the HOMART plan would
on the other hand impose a limitation of choice for the shopper. It is
recognized in center development that the major supermarket, junior
department store, and other convenience tenants do not work well
within the shopping mall itself. Such essential things as rent per
square foot which the major supermarket pays is approximately half
of that expected by the normal retail mall. Likewise , the necessity
for close proximity parking within your convenience center dictates
a separate location from the mall itself. It has been proven that there
are many shoppers that will utilize the convenience services at the
same time as they are shopping in the regional facility. Also, within
the Major Center Area , there will be housing and The Preserve directly
to the south of the center site that would have very close proximity
to the neighborhood center, particularly if it is connected with some
form of pedestrian access to the housing within The Preserve.
The location of the neighborhood center adjacent to the retail mall
makes sense particularly if there is a strong pedestrian connection
that would utilize potential retail space along that pedestrian way to
encourage the movement between the retail and convenience center.
This is being tried in Ridgedale with enclosed walkways and
clustered convenience facilities atop the discount store . Other
advantages such as joint utilization of the parking during peak periods
would provide the rationale. The access to the convenience center
as proposed by HOMART would be from the interior perimeter road of
the HOMART site, with no access on to 169 or the Village Ring Route.
The other parcels , some labeled office and cinema, along with other
development such as banks or convenience food establishments or
restaurants , are uses that have traditionally been located on the
perimeter of retail centers . The uses have good relationship with
the function of a retail center and that of Eden Prairie Major Center
Area since it provides entertainment service and employment- However,
the plan proposed with separate structures disconnected and only
accessible by automobiles is not the best utilization of their grouping.
Rather the clustering of the structures together along a pedestrian
access with other related uses makes much more sense . For example,
the cinema which has the evening peak, which lets out many times
after the retail mall is closed, should have close proximity to
restaurants , convenience food centers , without the necessity of
driving one's automobile to that location within the center site.
Likewise , the office structure sitting in the sea of parking does nct
relate well with the restaurants or the mall without the use of the
automobile . Clustering of uses along pedestrian ways again is
essential for grouping of these future development uses .
C . Traffic Movements on HOMART Site - The work of Barton Aschman,
traffic consultants for HOMART , done in the preparation of this
conceptual plan must be regarded as excellent. The basic features
of the circulation proposal are long magazines from 200 ft. to 400 ft.
in length that are divided that enter the site from the major arterial
roadways , 169 and the Ring Route . There are five such accesses
proposed which seems sufficient. From these access points , there
is an interior perimeter four-lane roadway that runs around the center
mall providing access to the large parking lot and to the adjacent
parcels , such as the neighborhood center or cinema parcel . A
perimeter road is a two-way system that will enable free movement,
well defined by planted islands throughout the center without over-
loading the Village Ring Route. The traffic movementswithin the
parking lot of the retail mall are standard, running perpendicular
to the mall itself with diagonal parking.
The master plan indicates parking islands that would separate the
traffic from the perimeter road and the parking. These are indicated
to be rather small , which would allow only minimal planting.
Likewise this occurs near the building. There is an access street
that runs directly parallel to the building adjacent to a sidewalk
running around the mall facility itself, separated by the two-level
berm effect, in this proposal,on either end. These provide access
for th.e service trucks , etc. to the loading magazine and for the
auto movement back around. It would be suggested that larger
areas be opened near the building for planted and people spaces that
would move the roadways at varied distances from the structure as a
way of providing greater amenities to the shoppers. The parking lot
layout is conventional in that one parks his automobile and walks
down the traffic lane to the mall building. The plan indicates little
opportunity to move to a pedestrian walkway and then into the
structure. The inclusion of a greater number of pedestrian walkways
within the parking levels remains to be proven feasible or unfeasible
but should be explored, particularly with the adverse weather in
Minnesota that makes walking in the streets rather hazardous and
unpleasant .
At this time, the necessity for signalization and possibly
channelization of the intersections with 169 and the Ring Route of
the five entrance magazines for the center has yet to be determined
and no cost allocation has been made . The engineering firm hired by
the Village to design the Ring Route would participate in the determinati
of cost and need for signalization at these points . A general summary
would be that the automobile movement system for the center and its
related parcels is workable on the short-term basis, with temporary
accesses at 5 and the upgrading of 169 and the Ring Route , and also
on the long-term basis when the Ring Route area is fully developed.
D. Parking -- The parking for 750 , 000 sq .ft shopping mall is considerable
and will require great care in handling the large paved spaces from
many points of view, be it engineering-wise with the storm water
problem or esthetically from a large asphalt sea. First , there are
important considerations related to the Village Zoning Ordinance,
which requires eight parking spaces per 1 , 000 sq. ft. of gross leasable
area. If we were to apply the Village ordinance of eight spaces per
1 ,000 sq.ft. g.l. a. , the center itself would require over 50 acres of
parking to provide the 7 , 200 spaces required under our ordinance.
In researching the number of parking spaces necessary for such a
commercial facility through the Urban Land Institue publications and
other research papers on the subject, it became apparent to build for
the maximum number of spaces , such as the day before or after
Christmas, is really impractical. The Urban Land Institutes.
publication #53 , which makes a recommendation that 5 .5 parking spaces
per 1 , 000 g.l. a. be used as the requirement for regional shopping
center, is based upon examination of well over 100 existing such
facilities and their peak demand periods . The 5 .5 ratio will
accommodate all but the 10 highest hours during the year. Therefore
it seems appropriate to revise our requirements in the Zoning Ordinance
from eight to 5 . 5 for the retail mall facility.
An advantage of shared parking within this center can be gained if
some of the things related to pedestrian connections and, later, people
mover transit can be implemented. For example, if one is to visit
Southdale on a very crowded day, such as Christmas, you will notice
that the parking lot of the major cinema across 66th Avenue is
practically vacant while the overflow lots at the Southdale site are
jammed up. Because of the lack of movement between the excess
parking of the cinema and the center, this can not be used . The
master plan proposed by HOMART would have the same situation
existing of available parking on adjacent lots for the neighborhood
offices or cinema that would be most difficult to utilize for overflow
parking for the center because of the lack of adequate and interesting
access by the pedestrian. Therefore , to utilize the 5 .5 ratio of parking,
it seems appropriate in this particular instance , that logical overflow
lots be made available by use of pedestrian ways and clustering of
uses such as the neighborhood center and cinema close to the mall
so that any overflow that may occur could use these lots.
)t
(
A major feature of the proposal is the two-level mall , which in the
master plan, proposes to have two-level parking arrangements
separated with planted earth berms . It would seem, in looking at
the site which is rather varied with steep topography and great
dropoffs , that there is an opportunity on this particular site to
utilize more than two levels of parking, rather four levels for example
that would reduce the effect of the large scale lots by grade and
vertical separation, also providing better areas for pedestrian
connections . Likewise , with the varied topography, the capacity
to utilize some ramp parking in close proximity to the buildings
would seem easy to implement, given the proper economic base.
Realizing the difficulty in providing ramp or structured parking in
a regional center today, we would ask that the potentials be investi-
gated very seriously , to be implements at the beginning or later on
in the center development. Of great importance along with breaking
the parking lot up physically into various levels , is the use of
landscaping to tastefully screen and buffer the lot from various
views . The screening of the majority of the parking from the pickup,
delivery, and dropoff lanes with landscaping seems important. Also
large planted areas within the parking bt to break the vast monotony
of large parking areas would seem in the best interest of the center.
Of course , screening and landscaping adjacent to the Ring Route and
perimeter roads is advantageous , along with truly identifiable signing
•
of directions for traffic and parking movement. Overlooked many
times are the plantings next to the mall itself and projecting into the
parking lot. In designing the parking lot itself, one must consider
the climate of the Upper Midwest. The severity of the winters with
the intensely cold northwesterly winds as well as snow present
problems associated with auto movement as well as pedestrians.
All attempts should be made through planting, earth forming, and
building enclosures to minimize the impact of the cold northwesterly
winds in the winter that would quickly chill the shoppers as they
move from the car to the center, and likewise the snow removal
problem . The use of bermed and planted pedestrian ways that area
sheltered from the wind as well as vertical level changes in the parking
lot can greatly assist in making the environment more workable.
Likewise , in the summer, the intense hot climate presents problems
of an entirely different vein that can be solved again with recognizing
the prevalent wind directions for the cooling breezes , particularly
from Anderson Lakes as well as providing shade through the use of
plantings in the parking area . The pedestrian experience in the summer
months can greatly be enhanced through proper design of the parking
areas .
To summarize the parking aspects of the plan submitted , one would
say that it is very conventional and certainly workable, given the
standards of today's shopping centers . If we are to adopt the
( standards used within the Major Center Area of Eden Prairie, we would
hope that the parking area could be changed as described above •
with a sensitive approach to the specific site as well as the
emphasis upon other forms of transportation at a later date within
the center.
E. Pedestrian and Transit - I have discussed some of the goals within
the Major Center Area related to transit and general pedestrian
movement . In previous sections , we have discussed the importance
of the pedestrian connections with the HOMART 1 , 000 acre site to
various clusters and HOMART has outlined very well the importance
of pedestrian movement within the center itself as being of prime
importance to their retailing operation. It is important to remember
that the interests of HOMART and the interestsof the Village run
parallel in that the Village interest is to connect with future develop-
ments within the Major Center Area and with adjacent residential
development in The Preserve . This will produce an ideal situation
from the retailing standpoint, we feel, that there will be greater
opportunity for welkin traffic from the office and related industrial
and residential areas to the center, as well as providing a wider
diversity of uses to the normal regional shopper. It is unfair for
anyone to say that the pedestrian system cannot work associated
with regional centers as well as it is unfair to say that regional
centers require pedestrian systems to make them work.
The plan presented by HOMART does not recognize the pedestrian
movements within the 100 acre center site but relies upon the use
of the automobile on a perimeter ring system to move between various
uses . The movements to the center are accomplished by parking
the automobile in the lot and walking down a parking lane to a
circumferential sidewalk around the mall to the major entrances .
There is no connection proposed with areas across 169 nor West
78th Street nor with Anderson Lakes nor The Preserve . Recognition
of the adjacent uses and the necessity for connection, either at
grade with signalization,through an underpass , or through an overpass
seems critical to the success of the entire area.
The ability to move within the Major Center Area of 1 , 000 acres would
he greatly limited if it was merely by pedestrian or automobile.
P adc strians for the short trip would require intermediate mode , such
as people mover system to move one from the HOMART site to the
northwest quadrant, for example, or into the Edenvale area . There
appears to be the opportunity working with various agencies through
demonstration projects and federal grants to accomplish some form of
transit to serve the entire Major Center Area at full development. The
configuration in a ring around the interchange with higher density
residential areas surrounding the M. C.A. make transit of some form
highly probabip and , I feel, essential to reduce traffic congestion and
provide the quality of movement desirable in such a high activity center.
227
6\
The current proposal by HOMART recognizes use of bus transportation
to and from the center with unloading lanes and stops next to the
center. The incorporation of a people mover system within the
center' s planning can be accomplished without altering the plans of
the shopping mall itself.
The pedestrian and transit systems in the plan proposed have been
handled in the conventional fashion as in other centers , we hope ,
because of the preliminary nature of the design.
F. Preservation of Existing Features and Landscaping - The site is
characterized by a very high knoll in the center that drops off on
either side to the west and a small pocket to 169 and to the
east to the Anderson Lakes marsh. The site has one smaller grove
of trees of elm, maple species that are of a mature or semi-mature
nature . This grove is connected with a fence-lined row running
down to the east through the Anderson Lakes marsh. The hill in
the center of the site offers great views in all directions and is
very prominent as one drives from the east on 494 into Eden Prairie.
The top of the knoll is slightly higher than the plateau that runs south
towards Neill Lake through The Preserve . This site , as well as most
of the land to the south, has been farmed in recent years and is
{ currently in pasture.
The essential feature of this site revolves primarily around the
hill form and the vast vistas that one has from the hilltop. The
preservation and enhancement through the structural siting and
structural character of the mall itself can most effectively utilize
the attributes of such a site. Likewise , through breaking up of the
parking levels and other structural sitings , the natural character of
the site can be preserved . The small wooded area which would
occur very close to the mall building would add a rather unique and
striking element to this center's design. The ability to link
Anderson Lakes Park through the tree-lined area with this wooded area
in the center is an option that certainly is available . However, if
siting and other technical factors enter in, the grove of trees is
expendable, whereas the major hill form of the site should be retained.
The fragile area near the site would be the northwesterly extension of
the Anderson Lakes marsh area . This would border the site on the
northeast just across the Ring Route. We are aware of the park
development in the Anderson Lakes area and the priority placed upon
that by the metropolitan area and the Village. It is important that the
quality of this lake and the marsh area is not adversely affected by
this development.
The master plan proposed does not indicate how the grades are
handled within the site nor the siting considerations , only that
the large grove of trees has not been preserved, but we stress
that this is not the final site plan by any means .
The landscaping proposed by HOMART is very extensive and in
their past centers has been one of their major efforts . The use of
planted bermod landscaped areas adjacent to major roadways as
well as the berms separating parking lots are proposed in the plan.
The careful identification of existing vegetation and theevaluation
of the best tree types for this environment are part of the plans for
this center. A unique landscaping approach must be used on this
site due to its high visibility from distant areas and its promity
to major natural features .
G . Water Runoff - The watershed districts involved, Nine Mile and
Riley-Purgatory, are aware of the HOMART proposal and have directed
their engineering firm -- Barr Engineering -- to work with the Village
and the developers in accommodating the runoff from the structures
and paved areas in a fashion that will not adversely affect Anderson
Lakes area or Purgatory Creek. At this point, the exact methods to
be used in holding and treating the runoff from this site have not been
determined. The importance of the storm water runoff can not be
minimized in that the Anderson Lakes area is essentially a saucer
or limited drainage area with very shallow, fragile lake quality.
The lack of major inlets and major outlets requires that Anderson
Lakes be examined closely in regards to its water quality. All
parties involved are aware of the requirements for location of the
center at this site and a satisfactory solution will be devised .
H . Structural Character - HOMART has developed centers in various
parts of the country and the world that have responded to the
requirements of the local sites , for example , designing Spanish-style
centers within the Southern California area or its center in Mexico
City that responds to its environment with local materials and local
style . With an Eden Prairie center, HOMART expects to design a
building that responds to the specific site features previously
discussed as well as the character expected within the Minneapolis
market area. The materials used in the exterior of the shopping
mall have not been determined, but will require masonry and steel
construction to accomplish the fire and code ratings . The interior
of the mall as exemplified by the pictures in the Maplewood arrangement
will utilize two-level design with expensive ramping and bridging as
well as common spaces within the tenant mall . The construction of
the shopping mall itself will be by HOMART with the department
store design and construction coordinated with it hut done by the
�x,
individual stores . We would expect a well-coordinated exterior
treatment for the rnall and the department stores.
The other buildings proposed and the development parcels within
the site would likewise be coordinated with the regional mall
facility and would be tied with some form of pedestrian connection.
The ability to cluster shops and other uses adjacent to this
pedestrian way would greatly enhance its usability and influence
the physical form of the structures . I have no doubt that HOMART
will do an excellent job with a design and construction of this
shopping mall and its related buildings .
I. Detailed Design Features - A large shopping facility of close to
1 , 000 , 000 sq. ft. , to be successful and to attain the personal human
scale necessary to encourage shoppers to use the center,must
consider the importance of detailing and small scale design as
paramount. The ability through good design of creating pleasant
spaces that are restful, that encourage long-term shopping of two
and three hours requires great care and expenditure in the small
scale amenities. HOMART at its previous developments is noted
within the shopping center industry as producing many of the best
acclimatized environments , which encourage the shopper to spend
over three hours in the mall. Other malls are holding customers
from an hour to two hours , which indicates that some of the detailed
design work of the interior space used by HOMART is pleasing and
exciting to the shopper. HOMART proposes to use ramping,
excalators , and stair systems to change grades within the center
in an interesting and pleasant manner for all age groups and physical
abilities. The incorporation of small-scale seating areas, balcony
seating, extensive plantings , a well-conceived lighting scheme
throughout, control of the graphic systems used on the store fronts
and the exterior, the use of street furniture , paving materials , and
building materials are detailed design elements that will contribute
to the success of the space.
The overall plan for the mall itself uses a concept called compart-
mentalization, which will define plaza or gathering spaces throughout
the shopping mall rather than the one large mall space. The breaking
up of the large space is accomplished through ramping, plantings,
and terracing with other design elements to accomplish this . Another
concept that may be used in this center is that of exposing parts of
the interior mall to the exterior at entrances and great view areas.
Incorporation of glass into the mall area fronting on to the exterior
spaces , be they natural or plaza, is something that will greatly
{
enhance the common space of the shopping mall.
Creation of the building clusters throughout the site as well as
pedestrian connections or plaza spaces will necessitate great care
in selection and design of the spaces and the materials that will
be used to construct them . The normal shopping center
developer has not paid adequate attention to the exterior and
connecting treatment used within his site. It is very important in
this center that the treatment of the pedestrian ways , be they
enclosed or exterior, and the building clusters such as the
neighborhood center be as well designed and appointed , just as
the major retail mall area .
j. Community Space - The HOMART center will be functioning as the
major retail component of Eden Prairie's downtown, and in that
fashion, does serve a community purpose. Therefore, various
community spaces should be included within the mall structure or
the other development parcels. Centers around the country have
been including various types of community spaces such as ice
arenas , major plaza spaces , community rooms , community service
centers such as police , and teen or youth centers for the people
who use the mall. In Eden Prairie at this point, the exact determination
of the types of community spaces needed and required has not been
determined. There will be needs that will occur over time as the
center develops and they will change. Therefore , spaces must be
provided to incorporate these changing needs , for example , a
community meeting room that may be used by merchants , the Chamber
of Commerce, community groups , and whatever for meetings, social
get-togethers , or utilized as a shopper's loungecould be incorporated.
Likewise , areas for youth or activities , staffed with a social-service
oriented person to assist in programming youth activities within the
center area, an area for police space that could function with the
security of the center are desirable. There are other potential uses
for the public or community space that may arise and discussion
should be continued as to the specifics.
A strong point of the HOMART plan for the interior mall is the small
scale gathering places , whether they be balconies from the second
level that are recessed out of the traffic flow or small scale seating
areas within the mall or sidewalk cafe-oriented seating , which
provide the intimate scale desired by most shoppers within such a
large facility. The research and design work by HOIVIART in this
area is commendable and the Village urges continuation of these
efforts .
As with other elements of the plan, the inclusion of public plaza or
gathering spaces does not occur outside the mall itself. It would
seem appropriate within this area that plaza areas , group seating
•
areas , and assembly areas be provided along the pedestrian ways
between or in various uses. Again, attention to the needs outside
of the mall retail center itself is important as related to community
usage.
K. Security - HOMART has pointed out the importance of adequate
lighting in the parking lot areas and the mall itself related to
security and the security force would be maintained by the center
for its own protection. These are necessary features that must be
incorporated within the center. Other centers have found that the
assignment of a full-time police officer to the center area is of
great benefit to the merchants . In the context of our Public Safety
Department, newly formed , this would seem very appropriate in
that the officer assigned to this station would do more than offer
the standard array of police services . It would seem an excellent
opportunity for one to relate to the youth and other members of the
community that may not otherwise contact the police force . The
concept behind our Public Safety Department seems well suited to
function within such a center area , in areas many times not
addressed by the police function. Recognition by the Village that
additional police services for traffic control and other services
associated with large groups of people will be required and certain
arrangements should be made with the developers in order that efforts
will not be duplicated and to share costs .
L. Intensity of Use - Gaining the benefits from the clustering or pedestrian
movements or transit movements will require a new approach on the
part of the Village in dealing with the intensity of land use related
to various ordinances , be they parking or floor area ratios , setbacks ,
whatever. Under the Planned Unit Development procedures for the
Village , certain flexibilities are offered through coordinated, large
scale development. I would urge the Village officials and HOMART
or subsequent developers to closely consider the impacts of standard
spread-out commercial development surrounded with large parking areas
and urge a new approach that utilizes more intensely used,compact
land areas to achieve a better, more human-scaled environment. What
is required is a joint effort between the Village, cooperating agencies ,
and the developer to achieve the desired end product through using
creative financing, building, and design requirements and a little bit
of imagination.
Homart' s Request/Time Schedule: •
A . The Village Council authorize the contract for consultant engineering
services for design , construction , and cost allocations for the Ping Route .
B . The Village Council authorize the Building Department Staff to issue
phased building permits if each phase has satisfied. the Village Planning
Commission and Staff and Building Staff as well as the Uniform Building
Code requirements .
T:lernents of Major Center Area that influence Homart site:
A . Transportation
1 . Recommend that a Southwest Sector Transportation Study be con-
ducted with the cooperation of various governmental agencies and
municipalities to examine all the road systems and evaluate the total
network . Transportation shall be defined to include all forms of
land-based movement.
2 . The allocation of Ring Route construction cost shall be determined
by the Village Council , based upon consultation with the land owners
in the area , consultant Village engineering firm , and the staff research
regarding Fiscal Disparity legislation.
3 . Recommend construction of the Ring Route from 494/West 78th Street
on the east to T.H. #5 on the west with an at-grade signalized inter-
section at that point. .
4 . Recommend upgrading of old 169/212 to four lanes with channelization
and signals from 212/494 ramps to its intersection with the southerly
leg of the king Route . Also , upgrading of the remainder of 169/212 to
Co. Rd . 41 to better serve the existing "Regional" uses .
5 . Recommend construction by 1975 of a temporary off-ramp from 494 to
existing 169 to accommodate the existing traffic generated by the
Vocational Technical School, Flying Cloud Airport, the Regional
Landfill , the future junior college, and Regional Shopping Mall .
13. Transit •
1 . The Village Council requests that the M .C .A . be redesignated as a
major metropolitan "transit node " to be served directly by the
fast link Metro System .
2 . The provision of Activity Center Transit is proposed within the M.C.A .
to interface with the Metro System and development in the M.C .A.
3 . Bus service should be provided to the Homart site by 1975 to serve
Eden Prairie and the retail center. Adequate walkway and waiting
facilities shall be designed into the Homart Mall.
:Ncg° Two
'I . Encourage joint use of bus or transit facilities by the educational
institutions within the community.
5 . Coordinate M. C .A . transportation planning with Village and private/
quasi--public pedestrian walkway systems .
C. Pedestrians
1 . Pedestrian movement is essential for the success of the "Town Center"
concept as well as the other transportation modes . Individual sites
within the M. C .A . will develop appropriate pedestrian connections
within the M. C .A . and provide links to the surrounding residential
areas .
2 . The principles listed under the Pedestrian Systems section will be
used to evaluate and guide development.
1). Open Space/Impact Upon Environment
1 . The preservation of Anderson Lakes as a Metropolitan Wildlife Park
must not be adversely affected by any element of the Homart Regional
Center or the related Major Center Area development.
2 . Protection from urban encroachment of the Purgatory Creek Flood Plain
is necessary to 'maintain the flood plain storage , wildlife habitat,
water recharge capabilities , and significant visual openness .
3 . The protection of Bryant and Smetana Lakes from pollution and ove-ruse ,
as well as the retention of the Nine Mile Creek Valley and related
marshes/flood plain in their natural state is required of all development
in the M .C .A.
Enhancement of the pond in the southwest quadrant of 494/2] 2 inter--
. change is required at such time as land is developed adjacent.
5 . Require private developments in the M.C .A. to provide usable exterior
open space: plazas , parks , or preservation of significant natural
features , in all developments . Homart should include usable/public
plaza areas , exclusive of the interior Mall,which relate to pedestrian
movement systems .
E. Public Utilities
1 . Proper design of storm water runoff systems from the Homart site
shall be accomplished to comply with the Village and the two Water-
shed District' s standards .
F. Ph ysical Form
1 , Flexibility in design and planning are encouraged to permit improved
systems in the M. C .A.
Page Three
G . Community Impact
1 . Recommend the "Town Center Concept" for the M .C .A. which will
provide the wide array of services necessary to a community.
2 . Establish areas that serve: the public for use of assembly , forums ,
political events, etc .
3 . Encourage , through planning, design , and management, strong
cornrnunit z identification with public and significant private facilities
within the M. C .A.
H . Economic Development Impact
1 . Sharing of the regional tax base is an appropriate fiscal concept to
develop metropolitan and state taxation policies .
2 . Costs to the local municipality, required to provide for the regionally
oriented uses , whose tax base is shared, should be shared by the
metropolitan or state government.
1. Homart as part of M .C .A.
1 . The "tone" or "quality" of the M.C .A . will be established by Homart's
retail mall; therefore , excellence in all phases will he required of
Homart and subsequently of other development on their site.
100 Acre 1-Iornart Site Evaluation
A. Size ---
1 . Recommend that a rnaxirnrrm of four department stores be planned for
Homart' s center and that the total G .L.A. square footage be approxi-
• mately 1. million.
B. Composition at Site
1 . Recommend the development of a Community Commercial Center on
the 1.00-F acre Homart site that will comply with all the M .C .A. and
Homart planning and design standards .
2 . Recommend that the entertainment, finance , office , and other appro-
priate uses be permitted on the 100 1- acre Homart site, if they comply
with the standards established for the M.C.A.
3 . The V.illn'•ie should insist upon clust:erinq of related land uses to
achieve greatest efficiency in transportation and pedestrian availability,
as well as visual appeal . Such clusters could be: financial centers,
food service, entertainment, office , cultural , etc.
4 . The organization of future development parcels and uses within the
Homart site should be consistent with the principles of linking and
coordinating the entire southwest quadrant of the M .C .A. through
pedestrian , auto, and mechanized transit .
tr
Pew! Four •
i etSAweun tree clusters of uses, there must be stimulating and e:citing
spaces that will encourage people to utilize the pedestrian and
transit systems .
G . Require appropriate interim uses of the land within the Major Center
Area while waiting for developmer!t to occur.
C . Traffic
:l . Recommend the use of the principles for the 1-Iomert site traffic
movement systems as proposed by Barton-Aschlnan, which utilize
minimum 150 foot entrance magazines, four lane interior perimeter
road, traffic signalization , and extensive lighting and landscaping.
2 . Overloading local transportation systems should be minimized by
isolating the regional traffic from community and local road systems ,
to provide for the safe and efficient movement of all levels of traffic.
D. Parking
1 . Strongly endorse the concept of shared parking and require pedestrian
or transit links to enable joint use.
2 . Recommend the parking areas of the Homart Mall be divided in at
least four distinct levels to batter fit the site .
3 . Special landscaping, design , and maintenance will be required due
to the Minnesota climate.
4. Encourage the use of decked parking if economically feasible ,
5 . Recommend a ratio of 5 . 5 parking spaces to 1 , 000 sq.ft. G.L.A. be
used if adequate connections between other uses and parking areas
are provided.
E. Pedestrians and Transit
1 . Recommend level separation between major pedestrian and major
vehicular routes.
2 . Establish safe pedestrian connections to Anderson Lakes Park and
other adjacent parcels.
3 . Establish enclosed pedestrian connections on major movement corridors
within the 100 acre Homart site °
4 . Ilomart' s center will connect with major Village and M . C .A. pedestrian
systems; therefore, the Village Park and Recreation Commission should
work with Homart to adequately size and locate the connections.
1'. Existing Site Features and Landscaping
l. . Preservation of the "Hill Form" on the Homart site is mandatory.
2 . All. attempts should be made to save the existing grove of trees on
the site , thereby enhancing the mall and providing a significant
natural feature within the parking area which connects to Anderson
Lakes Park.
Page Five
/
3 . Encroachment upon the Anderson Lakes Marsh shall be minimized
by locating the Ring Route as far west as practical . Development
on the Anderson Lakes Marsh east of the Ring Route shall be prohibited .
4 . Encourage appropriate landscaping with plant material and earth
forms to enhance the views into the Homart site and out from the Mall .
G . Storm Water Systems
1 . No adverse effects upon Anderson Lakes from storm water drainage
resulting from the center' s construction and operation will be permitted .
E . Structural Character
1 . The design and materials used for the shopping mall shall be appropriate
to the site features and to the basic design requirements of a Minnesota
climate.
2 . Strongly endorse the two level mall concept proposed by Hornart.
3 . Coordinate the planning and design of the mall with the other buildings
on the site .
T. Specific Design
1 . Recommend that Hornart develop interior courts of sufficient size to
permit public assemblies for concerts, trade shows , etc.
2 . Strongly endorse the use of exterior views and exterior plaza areas
that will function with the interior mall design .
3 . Homart shall submit a proposal regarding control and requirements
of interior and exterior graphics acceptable to the Village .
4 . The incorporation of numerous small scale , permanent seating areas
• into the mall is essential .
J. Community Space
1 . Community spaces shall be included in the Ilomart Mall . These areas
may be used for youth activities , shoppers lounge, Village Public •
Safety Department office , merchant meetings , community meetings , etc .
K. Security
1 . Additional police assistance costs provided by the Village for the
IToinnrt Mall , over that normally provided busin_2_:sos , shill be
assumed by the Mall management.
L. Intensity
1 . Eecommend that a clustered , compact approach be used for land
development in the M . C .A . and the Homart site to produce a human
scale , town center environment .
2 . Establish policies and development procedures that will alloy: flexi-
bility, creative design, and construction to benefit the developer
and the Village , through innovative approaches to planning, zoning,
building permit evaluation , and site inspection .
Pa(!, Six
1'iocectu_res_ .inConcept and Zonincq hpproval for_Homart
1 \'.'culd sulill!.it that because of the constraints and the uniqueness of such
Li pioject as the Homart Ragionel Center that the PlaIlning Commission adopt
a policy Lbt is sp,=:ci.fi.ccn.11.y tailored to the center. Zoning of the actual IIlall
shopping can tar site , ils well Z-1=: spacifiC development parcels , such as tho
convenience center, office/banking site , could be accomplished through
the standard zoning procedure with continr encies and 21an review required.
The zoning of the entire )-00 acre site would not he necessary .; zoning only
the parcels for immediate development would be required . This would insure
that the Village Planning Commission and Council would have review responsi-
bilities and approval required to build any of the proposed structures on the
parcel s .
Recotnrn .thdations
J , P. U. D. Concept Plan approval be granted to the entire 100 acre plus
Homart Development Company site to be developed as a Regional Shopping
Mall. with a four department store maximum , office, community commercial,
entertainment, finance, and transportation use proposal . Future
development may suggest new uses within the site and should be con-
{ sidered if appropriate to the regional center character.
2 . The parcels indicated as "future development:" , office, and neighborhood
commercial, are clot zoned until such time as a development plan is
submitted . However, the land uses of these parcels is granted in the
Ti. D. approval..
3 . Zoning of C-Rucr, is granted to Homart Developrilent Company for the con-
struction of a Regional Shopping Center located south of the intersection
at West 78th Street and U . S. 212/169 used for construction of the mall,
maximum of four department stores , and pat-king. The zoning is granted
Co 1-Toniart Development Company exclus.ively and is not transferable to
other developers for the mall , department stores , and parking.
4 . The C-Reg. zoning is granted based upon approval of the specific site
and building plans for the mall , its related parking, and circulation systems .
The Staff Report dated December 29 , 1972, raises many unresolved plalhning
and design considerations ; these as well as others will be used to evaluate
l lornart' s final development pl an . Final zoning approval ‘vill take into
consideration the economic concerns of the Village related to costs vs .
revenues and those of Homart, relative tO site improvements and physical
construction cost.
5 . Ilbrart.'s C -I.a r . zoning granted with the stipulation that site wc>r;: u�1
the center begin no later than May 1 , 19 /4 . If the center is delayed
be yo_!d that date , the C-Reg . zoning. will revert back to Rural under The
Preserve P. U. D.
0 . Concept Plan and Zoning Approval for the I omart site will be subject to
the policies and guidelines adopted by the. Village Council that were
recommenced by the Major Center Area Task Force , currently studying
the 1 , 000 acre Tvlajor Canter Area .
7 . The list of specific concerns regarding the initial site plan is recommended
as s tipul atio_1:, . These must be proven unfeasible or incorporated into
the final development plan for Ilomart .
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1
1
� MASTER PLAN
I FOR A
PROPOSED
� REGIONAL CENTER
EOEN PRAIRIE MINNE90TA
I tr
J
I
Homart Development Co
November 24, 1972
I
Village Council
Planning Commission
Staff Members
Eden Prairie Village Offices
8950 Eden Prairie Road
Eden Prairie , Minnesota 55343
Ladies and Gentlemen :
The purpose of this brochure is to bring before you details ex-
plaining our plans to create a regional shopping center in Eden
Prairie .
While this center is compatible with the Village ' s comprehensive
area planning, it is also satisfying a regional market need .
makethis center a reality it i s necessaryfor the developer
To
'11 Of
to request and the Village to grant zoning for the site along
with commitments for necessary road and utility improvements .
IF
We ' re confident that the joint efforts of Eden Prairie and
IR Homart Development Co. will cause a delightful shopping environ-
II ment to be enjoyed by all , plus many residual benefits in jobs
and income to the Village and its environs .
1{i We respectfully request your positive action on our requests ,
and look forward to our work together as we become members of
the Eden Prairie Community .
11 Resp ., tf fly urs ,
1iL
Sandvig
D .
IIProject Director
JDS : pj
II
II dr
,9aa...
I
EXECUTIVE. OFFICES / DEPARTMENT 724 / 925 SOUTH HOMAN AVENUE / CHICAGO, ILLINOIS 60607 / (312) 265-2500 / A SUBSIDIARY OF SEAP.S, ROEBUCK AND CO.
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THE MARKET
The growth of the Minneapolis-St. Paul metropolitan area has caused new road
systems, expanding communities, and new local and regional markets for con-
sumer goods.
During this era of growth Sears Roebuck and other merchandisers have kept
evaluating and testing furture market areas. Some years ago Eden Prairie was
determined a potential location of regional market proportions. This was based
on the existing and proposed road network plus the opportunity for new housing
and related development.
Other planners and agencies, including the Metropolitan Planning Council, have
also identified regional market locations which include the three diversified re-
gional centers to be developed by Homart Development Co., the wholly owned
subsidiary of Sears Roebuck and Co. responsible for real estate development.
Maplewood — This center is under construction and will open in the fall of
1974.
Eden Prairie — This center is to be completed for a fall 1975 opening.
Burnsville — To open in the spring or fall of 1976.
As you'll note on the metropolitan map, these centers are well spaced and prop-
!' erly timed to serve distinct, separate, and complete markets.
The Eden Prairie market is alreadydetermined adequate for a regional
q major9
center opening in 1975. With the growth projected, the market will increase and
benefit the whole Eden Prairie area.
Homart is pleased to participate in serving this market by bringing together Sears
Roebuck and Co., Powers Dry Goods, and approximately 90 other tenants in a
development of the highest quality and style.
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THE EDEN PRAIRIE PLAN
The Comprehensive Guide Plan, adopted by the Eden Prairie Council not only
benefits the Village in utility, road and development planning, it also benefits the
developer.
Homart carefully evaluates utilities and roads in each project. The definition of
these improvements in the guide plan related to the regional center site have
been determined as excellent by our traffic consultants, Barton-Aschman Asso-
dates, Inc.; utilities consultants, Schirmer Engineering; and our architects, North
Architectonics, Inc.
Specific requirements for immediate utilities and roads will be presented later in
this report.
Generally, this is a welcome situation to be developing a major regional project
within a community that has the vision to outline a comprehensive plan of the
completeness and quality exemplified in the Eden Prairie Comprehensive Guide
Plan.
s.
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