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ACKNOWLEDGEMENTS
In the Spring of 2015, the City of Shakopee
initiated a process to complete a master plan for an
approximately 850 acre area in western Shakopee
and Jackson Township. This area is the next logical
area for future municipal growth. The purpose
of the land use study is to determine optimal
mix of land uses within the area and to provide
a preliminary guide to the future installation of
infrastructure (roads, sanitary sewer, potable water,
and storm water) that will help facilitate growth in
the area.
To complete the study, the City of Shakopee
retained the services of Hoisington Koegler
Group Inc., a planning and landscape architectureconsulting firm based in Minneapolis, working
in collaboration with SRF Consulting Group,
a multidisciplinary consulting firm based in
Plymouth.
The project began in April of 2015.
The final study was accepted by the City Council on
_______________, 2016.
The project was overseen and managed by KyleSobota, Senior Planner with the City of Shakopee.
Figure 1: Project Area Context 1Figure 2: Property Ownership 3
Figure 3: Slope Percentages Throughoutthe Project Area 4
Figure 4: Existing Roadway FunctionalClassification 6
Figure 5: Existing Sanitary Sewer Utilities 7
Figure 6: Drinking Water Utilities 8
Table 1: Regulatory Matrix ForStorm Water Treatment 9
Figure 7: Stormwater Features 10
Figure 8: Utilities Summary Diagram 11
Figure 9: Future Land Use Plan 13
Figure 10: Existing Zoning Map(City of Shakopee) 15
Table 2: THRIVE MSP 2040 DevelopmentProjections for Shakopee(Current as of 2015) 19
Figure 11: Existing Vacant Land in Shakopee 19
Figure 12: Land Use Master Plan 22
Table 3: Development Summary 23Figure 13: Proposed Parks & Open Space 26
Figure 14: Ridge Feature & Land UseInteraction 27
Table 4: Stormwater BMP FootprintBased on Development Program 29
Figure 15: Phasing of Infrastructure 30
Figure 16: Proposed TransportationInfrastructure & Access Points 31
Table 5: MnDOT Access Management
Guidelines 32
Table 6: Scott County AccessManagement Guidelines 33
Table 7: Four Levels of FunctionalClassification 33
Figure 17: Right-of-Way Sections 34
Figure 18: Development Phasing Concept 37
Figure 19: Opportunities for HigherDensity Housing Dependingon Market Demand 43
CONTENTS
01 | INTRODUCTION + PROCESS 1
02 | PROJECT AREA DESCRIPTION 3
03 | POLICY DIRECTION GUIDING DOCUMENTS 13
04 | MASTE R PLAN CONCEPT 21
05 | IMPLEMENTATION STRATEGIES 39
TABLES + FIGURES
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01 | I N T R O D U C T I O N + P R O C E S S
PURPOSE AND PROCESS
The Western Shakopee/Jackson Township Land Use Study and Master Plan
was initiated to coordinate development potential and public improvementneeds within an undeveloped portion of Western Shakopee and a portion of
Jackson Township. The master planning process conducted in 2015 included
conversations and meetings with larger land owners within the project area in
addition to key agencies: Jackson Township, MnDOT, Scott County, Shakopee
Public Utilities, and the various departments within the City of Shakopee.
Historically, a number of planning concepts have been explored by private land
owners for portions of the project area, mostly the area within the current city
limits. These concepts date back to 2005 and before in some cases. Propertyowner meetings revealed a lot of common concepts and understanding of
issues over the years. This master plan carries many of these concepts forward,
validates many assumptions, and moves many of the outstanding questions
a little closer to clarity. The master planning process included exploring
and evaluating a range of concepts and alternatives ultimately arriving at a
preferred master plan concept which is the subject of this plan.
The land use study seeks to illustrate the relationship between land uses and
community systems needed to serve the development. Community systems
include transportation (roads/transit/trails), sanitary sewer and potable water
infrastructure, stormwater, and parks/open space networks.
WHAT THE MASTER PLAN IS AND WHAT IT IS NOT
The master plan establishes a land use pattern and development projection
that informs the sizing (capacity) and location of key infrastructure. This master
plan provides a basis for more detailed infrastructure planning and design that
would ultimately provide information to update the City’s Capital Improvement
Program (CIP). The master plan also informs implementation of broader city
Figure 1: Project Area Context
A 2005 developer submitted concept for a portion of the project area “The Bluffs at Marystown”
PROJECTAREA
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policies regarding park and recreation systems,
natural resource/open space preservation, storm
water management approaches, and development/
infrastructure phasing.
This master plan is not an amendment to the
Comprehensive Plan; however, the information
and analysis contained within it may be used to
evaluate upcoming comprehensive planning
processes.
The master plan is not a “law” or legal document.
The master plan does not amend the current
orderly annexation agreement between the City of
Shakopee and Jackson Township nor does it initiate
any annexation of lands in Jackson Township into
the City of Shakopee. The master plan may be usedas a source of information to inform or evaluate
such requests for annexation.
The master plan does not “rezone” property. Official
public hearings and ordinance adoption is required
to rezone property. The master plan may inform or
help to evaluate revisions or amendments to the
City Zoning and Subdivision Ordinance. The master
plan provides a basis for evaluating future zoning
requests or re-zoning requests initiated by private
land owners or developers.
WHAT THE MASTER PLAN DOES
The land use master plan serves the following
functions:
» The plan provides continuity across time
» It is a means by which a community can
balance competing private interests » It is the means by which a community can
protect public investments
» It allows communities to plan development in
a way that protects valued resources
» It provides guidance for shaping the
appearance of districts or neighborhoods
within the community
» It promotes economic development
» It provides justification for decisions
» The process allows for stakeholder dialogue
and expression of a collective vision
Source: Adapted from an article by Gary Taylor, Iowa State
University Extension Service
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02 | P R O J E C T A R E A D E S C R I P T I O N
BOUNDARIES
The project area consists of approximately 850 gross acres and is generally
bound on the north by Vierling Drive, on the west by Old Brickyard Road (CR69), on the south by CSAH 78, and on the east by Marystown Road (CSAH 15).
Approximately 67% of the project area (570 acres) is located within the City
of Shakopee’s current city limits. The remainder (280 acres) is located within
Jackson Township.
PARCELS/PROPERTY OWNERSHIP
The vast majority of property is owned by a handful of family estates.
Some of the City of Shakopee holdings include Tahpah Park and remnants fromthe Old Brickyard Road (CR 69) and Highway 169 interchange construction. The
remnant parcels are available for development.
Green Acres (MS 273.111)
A large percentage of the land holdings within the project area are enrolled
in the Green Acres program. The Minnesota Green Acres Program provides
property tax relief for owners of agricultural property in areas where the market
value of land is being affected by development pressure, sale of recreational
land, or other non-agricultural factors. Properties are enrolled in the program atthe request of the property owners through the county assessor. To be eligible
properties must meet certain requirements including being at least 10 acres in
size, or a nursery or greenhouse; and be primarily devoted to the production of
agricultural products among other requirements.
Once enrolled, property owners will pay real estate taxes based on the
agricultural value of their land. The difference between the agricultural taxes
and the higher value taxes is deferred until the property is sold or no longer
qualifies for the Green Acre program. Once the property is sold, transferred or
Figure 2: Property Ownership
CSAH 16
CSAH 78
C R 6 9
C S A H 1 5
HWY 169
VIERLING DR
Project Area
Shakopee City Limits
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no longer qualifies the deferred tax for the current
tax payable year and two prior years must be
paid to the county. In addition to local property
taxes, special local assessments may be deferred
while in Green Acres. Special assessments are due
with interest accrued when the property is sold,
transferred, or otherwise withdrawn from theprogram.
TOPOGRAPHIC FEATURES/NATURALRESOURCES
A large ridge line runs from the northeast portion
of the property to the west central portion of the
project area and continues beyond the project
area to the west, see Figure 3. This ridge consistsof steep and severely steep slopes and wooded
areas. The ridge itself has been minimally disturbed
and only a few home sites have been built within
it. A 2002 natural resource inventory studied the
ridge line and in 2005 the City established the
City of Shakopee Natural Resources Prioritization
Matrix which categorized city resources into three
categories: good, better, and best. The ridge line
through the project area contains some of thegood and better resources in the City. A portion
of the ridge like feature contains slopes exceeding
18%. Some of these meet the definition of “bluff”
as provided in the Natural Resources Corridor
Design Criteria (NRCDC). The City of Shakopee
Subdivision Ordinance requires application and
adherence of these criteria. Anything meeting the
requirements of a bluff or within the bluff impact
zone is considered non-developable. Other steep
slope areas (defined as averaging over 10%) are
also subject to certain regulations under the
NRCDC; however, steep slopes less than 18% that
are not considered bluffs do not prohibit new
development.
The significance of the natural ridge line that
extends through the project site is that it would
be one of the largest intact woodlands left in
Shakopee. It is considered high quality woodland
based on the species present (oak, hickory, maple,
etc) and the minimal impact from invasive species.
A number of woods, draw like features, and rolling
topography extends across the remainder of the
site. The highpoint of the site is located on the
south central tier of the project site.
EXISTING LAND USES
South of Highway 169, the project area consists of
farmsteads and agriculture fields predominantly.
A few scattered single family estate residents also
exist. North of Highway 169, urban land uses exist
including low and moderate density housing and
public park facilities. Adjacent land uses within
the City of Shakopee include similar urban land
use patterns while unsewered lands adjacent the
site are mostly similar ag uses with some rural
residential land use patterns. A number of public
facilities are adjacent the project area including
churches, Jackson Town Hall, an elementary school
and Fire Station.
Farmstead in southern project area on CR 78
Forested & agricultural land in the southwest project area
Open field adjacent to Friendship Church
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TRANSPORTATION AND ROADS
Roads serving the project area consist mostly of
County Roads and limited local streets. Access to
Highway 169 is available at two interchanges: one
at Old Brickyard Road (CR 69) and one at Marystown
Road (CSAH 15). Transit service currently does not
extend to the project area; however, the recently
constructed Marschall Road Transit Center is located
less than two miles to the east of the project area.
INFRASTRUCTURE AND UTILITIES
Sanitary Sewer
Existing sanitary sewer and water infrastructure is
available to serve the site at its edges on the north
and north east. A Metropolitan Council Sanitary
sewer interceptor runs along the south side of
Highway 169. The line runs largely within the
highway ROW and thus any easement does not
materially affect project development. Metropolitan
Council Environmental Services (MCES) policy is
that connections to the interceptor be through
approved connection points via city sewer mains.
The existing interceptor along the north propertyline is a two barrel forcemain (30” and 20” pipes).
MCES does not allow for a direct connection into
their forcemain as it is a pressurized system. The
interceptor changes from forcemain to gravity
sewer at Marystown Road.
Potable Water
Future water supply connections are available
east of Marystown and south of Highway 169
Figure 4: Existing Roadway Functional Classification
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Figure 5: Existing Sanitary Sewer Utilities
View of powerline at top of ridge
Commercial land for sale in the eastern project area
Existing CR 69 running north
Gas Line
Easement
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Figure 6: Drinking Water Utilities
for the majority of the site. Existing facilities will
adequately provide services to the portion of the
project area that lies north of Highway 169 with
minimal upgrades. Areas south of Highway 169 will
require extending water supply infrastructure via
existing connection points. Capital improvements
made to provide potable water facilities forthe project area need to consider long term
development implications beyond the project area
consistent with the Future Facilities Plan and long
term planning done by Shakopee Public Utilities
(SPU). Future water system and utilities should be
coordinated through both SPU and the city.
Storm Water
The project area spans two watershed agencies, theLower Minnesota River Watershed District and the
Scott County Watershed Management Organization
(WMO). The Lower Minnesota River Watershed
District has rules defined in the Third Generation
Watershed Management Plan, but defers plan
review to Local Government Units. However, the
Lower Minnesota River Watershed District should
be notified about projects throughout the design
process. The Scott County WMO also has rulesfor the incorporated areas of the project area.
Furthermore, the City of Shakopee has stormwater
management policies defined its Comprehensive
Water Resources Management Plan 2012. This
management plan has specific policies for the
unincorporated Jackson annexation area.
Each of these agencies have requirements for water
quality treatment, the control of peak discharge
Gas Line
Easement
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rates, and volume reduction. Due to the fact that
the project area has several different regulatory
jurisdictions, the most stringent rules were applied
to determine the estimates for water quality
treatment. See Table 1 for the regulatory matrix,
with the most stringent requirements shown in
bold.As development occurs, projects will be subject to
the National Pollutant Discharge Elimination System
(NPDES) Permit requirements. In addition, the
project area drains to the Minnesota River, which
is an impaired water and is within one mile of the
project area. Thus, the Minnesota Pollution Control
Agency will require that the Stormwater Pollution
Prevention Plan (SWPPP) be submitted for review
30 days before construction.
Other notable requirements include:
» No karst features, FEMA floodplain, or public
waters were found within the project area.
» Some small, isolated wetlands are shown on
the National Inventory of Wetlands in some
low lying areas and will need to be considered
during the design phases of the development.
» A Scott County Natural Area Corridor is located
within a large portion of the project area;
however, the land use concept recognizes this
area by preserving the land for future parks
and open spaces.
» The proposed development is almost entirely
(98%) located within a Drinking Water Supply
Management Area (DWSMA) and the designer
AGENCY RATE CONTROLWATER
QUALITYVOLUME
CONTROL
EROSIONAND
SEDIMENTCONTROL
COMMENTS
C i t y o f S h a k o p e e
C i t y o f S h a k o p e e
Shall not exceed 1/3 cfsper acre for 100-yearcritical duration events,
but the minimum outletorifice must be at least an8-in opening to allow thedetention area to drawdown to within one footof the normal run-outelevation within 72 hours.
Permanent pool
volume at least2.5” rainfall overthe contributingdrainage area(assuming fulldevelopment).
J a c k s o n T o w n s h i p
a n n e x a t i o n a r e a
2-, 10-, and 100-year stormevents to presettlement
rates with given CNs forsoil groups.
L M R W D
Shall not exceedpredevelopment conditionrunoff rates for the 1- or2-year, 10-year and 100-yr24-hour storm events
Shall meetNPDES Permitrequirements
0.5 in of newimpervioussurfaces,except whereinfeasible
Shall meetNPDES Permitrequirements
S c o t t C o u n t y
W M O
Unincorporated areas –discharge rates shall notexceed pre-settlementrates.
Control .5 in ofrunoff for newimpervioussurfaces
Additional
rules: ScottCountyNatural AreaCorridor – Bluffconstraints
N P D E S / M P C A WQ Volume of
1” of runoff fromnew impervioussurfaces shall betreated beforeinfiltration.
At least 1” ofwater qualityvolume shallbe infiltratedwhereconditions
allow.
See NPDESPermit fortemporary andpermanentErosion ControlRequirements
Table 1: Regulatory Matrix For Storm Water Treatment
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should confirm with the City, watershed
agency, and Minnesota Department of Health
whether infiltration practices will be allowed.
» The area below the ridge line south of
Highway 169, may have poor drainage
conveyance. Detailed planning and design
of building and public improvements shouldconsider this issue early in the process.
Private Utilities
A major Excel Energy transmission line also spans
the northern portion of the site south of Highway
169. This transmission line includes a 240 easement
that prohibits building development but would
allow roads, parking area, landscaping, and storm
water uses. Two gas lines also cross the propertyincluding an excel energy gas line running north/
south through the center of the site and a Rahr
Malting gas line running along the western edge of
Marystown Road (CSAH 15).
SUMMARY OF OPPORTUNITIES ANDCONSTRAINTS
In summary, the project area offers a numberof opportunities and challenges. The ridge line
and natural resources present the greatest site
opportunity. Such features provide a desirable site
amenity and one that could include an improved
trail network for recreation purposes. Such trail
and open space resources are a desirable amenity
for neighborhood residential development as well
as employment opportunities. The ridge line also
presents a physical development barrier. Steep
Figure 7: Stormwater Features
Gas Line
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Figure 8: Utilities Summary Diagram
RAHR Gas PipelineEasement
slopes create challenges for road connections and
development.
Large parcels under common ownership presents
opportunities for master planned communities
and coordinated development. Proximity to utility
(sewer and water) connections will dictate to a
large degree the phasing and timing of futuredevelopment.
Power line easements and gas easements create
physical development barriers and in many cases,
the locations of these easements in proximity to
other physical barriers such as steep slopes or
existing highways can often create challenges
with how parcels are configured for development
purposes.
Coupled with the topographic challenges and
various easements, gaining access from the
regional roadway network becomes vary limited
to key locations. Such access challenges can have
an impact on key land uses. However, proximity to
two key interchanges on Highway 169 and visibility
from the corridor makes the northern portion of the
project area well suited for larger retail uses in the
eyes of developers and landowners.
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P O L I C Y D I R E C
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Scott County Comprehensive Plan guides the
area south and east of the Old Brickyard Road
(CR 69) and Highway 169 interchange as Urban
Business Reserve, generally consistent with the City
Comprehensive Plan.
Parks, Trails, and Open Space
The comprehensive plan establishes the following
park categories:
» Neighborhood Parks – 2 to 10 acres in size with
a ¼ to ½ mile service radius.
» Hybrid Park – 10 to 20 acres in size with a ½
mile to 1 mile service radius. Intention is to
create a larger amount of open space and
more diversity in activities. Hybrid Parks could
include an entire neighborhood.
The Project Area is within a search area (Figure 3.5
of the comprehensive plan) for future parkland and
focus for this area is emphasized as an opportunity
for an Active Park/Natural Resource park facility.
For comparison purposes, national park standards
include Neighborhood Parks – 2.2 acres per 1,000
people to 6 acres per 1,000 people.
The plan identifies a series of key “Tactics” including
» 1.1c Provide system wide safe trail access
within ¼ mile of all residents.
» 1.2a Provide neighborhood parks within ½
mile of homes.
» 1.3a Review and enhance the current zoning
ordinance requiring developers to dedicate
trail easements to the City
» 1.3b Strongly encourage that all trails not
follow a road system.
Roadways and Transportation
The comprehensive plan depicts the extension
of 17th Avenue (CSAH 16) through the site as
a Collector street. A frontage road connecting
Marystown Road (CSAH 15) with Old Brickyard
Road (CR 69) was also envisioned at the time the
plan was updated. Since the comprehensive plan
has been completed, this connection has been re-
evaluated and would likely serve as more of a local
frontage road. Further evaluation of this concept
poses many difficult challenges including: access
to Marystown road and intersection controls, steep
topography, parcel usability based on the impacta new road corridor would have on developable
area, and navigating the existing utility easements
in the corridor. Future land uses may warrant the
need for a local frontage road. There are potential
constraints with this endeavor that will likely make
it challenging to construct and increase costs.
ZONING ORDINANCE
The majority of the project area is currently zoned
to residential or commercial zoning districts. Within
the City of Shakopee, the residential districts
include the:
» R1B Urban Residential district which
allows single family detached or attached
development at a maximum density of 5 units
per acre.
Search area map - Figure 3.5 of the City Comprehensive Plan
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development with municipal infrastructure is most
efficiently coordinated.
SUBDIVISION ORDINANCE AND THENATURAL RESOURCES CORRIDOR
Sect. 12.24 Design Criteria states that the City has
established certain design criteria to which all
divisions of land must conform. This includes the
Natural Resources Corridor. Section 12.32 states
that sidewalks and trail shall be provided where
specified in the City’s sidewalk and trail plans.
Section 12.34 addresses Park Land Dedication.
A standard of one acre of parkland for every 75
people is established. Population assumptions
include: 3 persons per lot for Single-family and
Duplex-Twin homes; 1 person per bedroom forApartments, Townhomes, Condominiums, other
multiple family dwellings. For non-residential uses
and plats, the subdivision ordinance requires that
an amount of land equal to 10% of the buildable
land as guided be dedicated for park land.
ORDERLY ANNEXATION AGREEMENTOAA
Approximately 1/3 of the project area is located
within Jackson Township. An existing orderly
annexation agreement is in place between Jackson
Township and the City of Shakopee. Jackson
Township has conducted recent fiscal impact study
(Ehlers) to understand the impact on the township
of future annexations. The study found that the
land area within the project area will not have
a significant impact on the township when it is
annexed into Shakopee. Key points of consideration
regarding the orderly annexation agreement are as
follows:
» Currently the Municipal Boundary Adjustment
Unit (MBAU) of the Office of Administrative
Hearings administers and adjudicates the
system of municipal boundary adjustments.Consideration by the MBAU is not needed if an
annexation occurs as stipulated in the OAA.
» All land in the Township is subject to
annexation according to the OAA. The City is
limited to a maximum of 250 acres per year of
City-initiated annexation area of developed
and undeveloped property. The limit does not
include publicly owned or properties exempt
for local property taxes. (Sections I. 6 & IV.1)
» Joint Board (Sections I. 13 -16) – Jackson/
Shakopee Joint Orderly Annexation Board was
established between the Township, City, and
Scott County. Land Use and planning authority
of the annexed land rests with the City once
the MBAU orders the annexation. Prior to
annexation, planning and land use authority
for lands outside of the City rests with Scott
County.
» Property Owner Annexation Petition (Sections
II. 2 & 4)
- Any landowner or combination of multiple
landowners with contiguous property adjacent
to the municipal boundary may be annexed.
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- Adjacent means 50 feet or more of the subject
annexation area boundary is shared with the
boundary of the City
» City Initiated Annexation (Sections II. 3, 7 & 8)
- Undeveloped property – The City of Shakopee
may annex undeveloped property or multiple
properties which are at least 50% surrounded by
the municipal boundary of the City based on the
perimeter of the entire area to be annexed.
- Developed Property – City may annex
developed property or multiple properties which
are completely surrounded by the municipal
boundary of the City. The City must provide a
minimum of one year notice. The pay back time
on assessments for improvements associatedwith the annexation shall be for a period of not
to exceed 10 years, unless requested by property
owners for it to be extended.
» Township Requested Annexation (Section
IV. 2) – the township can require the City
at any time to annex properties that are
completely surrounded by the City. If this
occurs, the City shall have a period of one year
to initiate the annexation of the properties.
No reimbursement shall be required and the
annexation would not contribute to the area
limitation for City initiated annexations.
» Municipal Reimbursement (Section III. 1)
- Reimburse for a period of two years of the
proportional amount of taxes that would have
been due the Township without annexation
based on the assessed value of the annexed
property as of January 2nd the year the parcel is
annexed.
- Reimbursement for publicly owned or local
property tax exempt properties is not required.
2014 Ehlers Annexation Fiscal Impact Analysis
In 2014 Ehlers was engaged through Scott County
to assist Jackson Township in evaluating how
potential future annexations would affect the
Town’s future property tax collections and overall
finances. The objective was to determine a “tipping
point” at which it is no longer financially feasible
to operate as a separate unit of government. The
analysis developed a set of 5 annexation “target”
areas with which to evaluate the potential fiscalimpact of future annexation. Target Area B, which
encompasses 7 parcels with 226 acres, is the
portion of this project’s study area that falls in
Jackson Township south of Highway 169. The area
represents 3.1% of the Town’s total market value
and 1.2% of the Town’s net tax capacity ($1,752 levy
dollars). Relevant findings of the study include:
» The low tax values on agricultural and green-
acres designated parcels means that although
the entire set of target areas evaluated in
the Fiscal Impact Analysis comprised more
than 1,600 acres, the total tax capacity of the
75 parcels equaled only 26.4% of the Town’s
existing tax base.
» 2013 rates were 12.207% for Jackson Township
and 41.996% for Shakopee
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» Estimating the fiscal impact of an annexation-
driven reduction is complicated by the fact
that the Town’s annual levy is generated from
two sources: (a) the Town’s net tax capacity
after its contribution of commercial tax
based to the Fiscal Disparities (FD) pool and
(b) its Fiscal Disparities distribution. Whileestimates can be made on how annexations
will affect the Town’s levy and/or tax rate, it
is difficult to know the impacts to the Fiscal
Disparities distribution so the study assumed a
proportional reduction.
» The study found that the annexation of Target
Area B would have an impact of 1.2% of tax
base.
» Analysis of budget expenditures indicate that
the Town’s annual costs would not decrease
notably through annexation. This means that
reducing annual expenses to be a potentential
fiscal response to annexation. The Town will
likely have to either use fund balance and/or
raise the tax rate.
» Analysis found that if the Township wished
to remain autonomous there was not an
annexation scenario that would present the
financial “tipping point” whereby it is no longer
financially feasible for the Town to operate.
THRIVE MSP 2040
Shakopee is designated as a Suburban Edge
community by the Metropolitan Council Regional
Plan. This designation covers cities that experienced
significant residential growth beginning in the
1990s where there are still significant amounts
of land for future development. Shakopee will
be required to plan and stage development for
forecasted growth through 2040 and beyond at
overall average net densities of 3 to 5 dwelling
units per acre. Jackson Township is designatedas Diversified Rural. The project area consists
of lands in both categories. Because there is an
existing orderly annexation agreement (OAA) in
place, there is an expectation that the current
designation of lands within Jackson Township may
be re-designated to an urban designation. In order
for this to occur a more detailed staging plan for
orderly annexation needs to be completed.
One of the components considered in community
designation assignment implies that the Urban
categories are in the MUSA (Metropolitan Urban
Services Area) and the rural designations are not.
Approximately 120 acres of the project area is not
within the planned MUSA area (see Figure 10 which
shows the current MUSA boundary.)
MUSA is distinguished from the Rural Service Area.
Community and land with MUSA receive a higherlevel of regional services in exchange for building
higher levels of development that economically
support the regional services. MUSA supported
through investments such as regional wastewater
services, regional highways, transit service, the
Regional Park System, and programs that support
redevelopment.
Thrive MSP 2040 community designations
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SHAKOPEE SCHOOL DISTRICT
The Shakopee School District (ISD 720) currently
has lands within the project area or immediately
adjacent (Jackson Elementary) the project. At
this time, there are no plans for additional school
facilities in the project area. However, as residential
growth occurs in the project area, additionaldemands will be placed on schools and the
possibility of locating a school in the project area
may be a future consideration.
DEVELOPMENT PROJECTIONS ANDLAND DEMAND
In 2012 Maxfield Research Inc. conducted a
Commercial/Industrial Market Analysis for ScottCounty. The focus of the study was to estimate
excess demand for commercial and industrial
acreage in Scott County from 2012 to 2030.
Scott County has a 2030 goal to employ 50%
of the County’s labor force within Scott County.
Absorption of commercial and industrial space
is expected to expand between 2012 and 2020.
1,500 acres will be needed (county-wide) to
accommodate projected growth. The study
generally indicated adequate land was available
to accommodate growth demand through 2015,
but additional lands would need to be guided to
account for growth beyond 2015.
Shakopee currently has less than 170 acres of land
guided for commercial, business park, or industrial
type uses, a portion of which is located in the
project area along Highway 169.
FORECAST YEAR HOUSEHOLDS POPULATION EMPLOYMENT
2010 12,772 37,076 18,831
2020 15,400 43,900 25,500
2030 18,400 52,800 28,500
2040 21,600 62,300 31,9002010-2040 Growth 8,828 25,224 13,069
Table 2: THRIVE MSP 2040 Development Projections for Shakopee (Current as of 2015)
Figure 11: Existing Vacant Land in Shakopee
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The Metropolitan Council Thrive MSP 2040 process
provided development projections for the City of
Shakopee, which are displayed in Table 2.
RESIDENTIAL LAND DEMANDANALYSIS
Maxfield Research also prepares periodic housing
studies for Scott County communities. Using key
assumptions from the Maxfield Research, and
looking at recent building permit trends for the
City of Shakopee, we have projected a demand
for roughly 1,800 acres of residentially guided
lands over the next 25 year period, to 2040. Using
historical data and Maxfield Research assumptions,
this figure can be split into 1,360 acres of low to
moderate density guided lands and 440 acres of
more moderate to high density guided lands (see
Figure 11).
The City of Shakopee currently has available for new
development less than 200 acres of moderate to
high density guided lands and nearly 2,000 acres of
lower density guided lands. However, a significant
portion (300-400 acres) of the lower density guided
lands are in areas that are highly difficult to serve
with municipal sanitary sewer and as such are likely
beyond the 2040 planning horizon.
Even if we assume some higher density housing
will be absorbed within redevelopment areas more
proximate to existing centers (such as downtown
or key commercial nodes), there is a need to guidefuture moderate to high density housing areas in
the city.
Other factors to consider in planning new land
areas for population or employment growth
include the notion that not all property owners may
be willing or interested in selling land. Furthermore,
the City needs to make sure that the land supply
available for development is planned ahead so that
the supply is not so low that it affects land prices
negatively.
To adequately serve future demand for population
and employment growth, Shakopee will need to
add roughly 500 to 1,000 acres of land to the city
within the next 25 years and absorb some future
growth through redevelopment at higher densities
near existing centers.
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04 | MA S T E R P L A N C O N C E P T
This land use plan is general in nature. It does not prescribe a specific
development pattern nor does it dictate an architectural or design aesthetic. It
does define key land use patterns and quantities, the major roadway network,
a preferred land use and open space system, and general guidance for theextension of public infrastructure.
GUIDING PRINCIPLES
The land use pattern recommended works to balance market driven
development demands, community wide vision and aspirations, and
community planning principles. At the beginning of the process, a number of
key principles were derived from existing policy plans as a means of guiding
the master plan development:
» Expand employment opportunities in areas with good transportation
access and with compatible land use transitions.
» Create desirable and sustainable neighborhoods with a range of housing
types to meet a variety of lifestyle and economic needs.
» Encourage an efficient land use pattern that optimizes both initial
(capital) and ongoing (operations and maintenance) public infrastructure
investments.
» Balance traditional infrastructure systems with green infrastructure
strategies to enhance ecological function of natural systems.
» Protect and enhance natural features that provide opportunities for
recreation, or contribute to the ecological, social, or cultural value of the
landscape and built environment.
» Promote a range of safe and efficient transportation options (auto, bike,
walk, transit) that provide connection to local employment centers,
commercial centers, downtown, schools, and parks, while anticipating
multi-modal connections to the broader metro area.
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Figure 12: Land Use Master Plan
Access at Marystown Road near TH 169, the
possibility of a frontage road, internal circulation,
connection/access to the extension of CSAH 16,
and development viability are all interdependent
factors for this node. All factors are impacted by
unique topography and natural features. The
illustration provides an alternative that attempts
to minimize impacts on the natural features and
allow for a mix of land uses that would contribute
to a sustainable neighborhood node. These
alternatives do not meet access guidelines and
would require variances from County and MNDOT
policies. This alternative should be considered
when development is proposed. Additional study
and analysis will be necessary, once an ultimate
land use is determined.0 500 1,000 2,000
FEET
0 500 1,000
FEET
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FUTURE LAND USEDESIGNATION
TOTALACRES
% OFTOTAL
HOUSING UNITSCOMMERCIAL
SQUARE FOOTAGE
LOW HIGH LOW HIGH
Low Density (SingleFamily - SF)
134 22% 270 400
- -
Medium Density(Small Lot SF)
86 14% 260 430
- -
Medium DensityMixed (Townhouse/Small Lot SF)
81 13% 400 970
- -
High DensityResidential (HDR)
12 2% 300 370
- -
Mixed Use (HDR/Retail)
7 1% 160 200 44,300 73,800
Retail 32 5% - - 207,100 345,200
Mixed Use (Retail/Business Park)
81 13% - - 883,400 1,236,800
Parks & Open Space 120 20% - - - -
ROW 50 8% - - - -
GRAND TOTAL 603 100% 1,390 2,370 1,134,800 1,655,800
AVG. RESIDENTIALDENSITY
4.34 U/A 7.4 U/A
Table 3: Development Summary
DEVELOPMENT MAGNITUDE
Table 3 represents a development summary that is
based on the assumed residential densities outlined
above and average floor area ratios (FAR – the ratio
of gross usable square feet to the lot area) derived
from an evaluation of area development projects
and best management practices for commercialdevelopment.
LAND USE
For all residential land use categories, lot sizes and
housing types are encouraged to be varied to the
extent the market would support such variations.
Adherence to general density ranges will ensure
adequate transportation, infrastructure, and park/
open space system planning.
» Low Density (Single Family) – This land use
category is most reflective of traditional
detached single family housing. The
development pattern here is typically a larger
lot pattern with average densities in the 2 to 3
units per acre range.
» Medium Density Small Lot (Single Family) –
This land use category provides for a moremoderate density ranging from 3 to 5 units per
acre and thus a greater ability to vary housing
types.
» Medium Density Mixed (Townhouse/Small
Lot Single Family) – This land use category
bumps up the density range from 5 to 12
units per acre and thus the greatest ability to
vary housing types. This category begins to
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Character precedent for low density development
Character precedent for medium density small lot development
Character precedent for medium density mixed development
Character precedent for high density residential development
Character precedent for retail development
Character precedent for mixed use (HDR/retail) development
Character precedent for mixed use (retail/business park) development
introduce an attached side by side housing
product or smaller vertical stacked housing
types.
» High Density Residential – This category
excludes detached single unit housing types.
Instead a vertical oriented stacked housing
product will be the primary housing type inthis district. Attached side by side with tuck
under garages may also be mixed into this
category. The density range in high density
residential category will generally exceed 12
units per acre and may range to be greater
than 30 acres depending on market forces.
» Retail – this land use is predominantly
oriented towards the sale of goods and
services and supporting professional offices.
Retail areas could include institutions such
as post secondary/tech colleges, post offices,
museums, or other similar uses. In this land use
category, the typical pattern of development
is for one or two story buildings with surface
parking.
Mixed Use is a term used to define land use
patterns where uses might be market based and
consist of one or the other identified use. Or, the
uses might consist of a vertically oriented mixed use
configuration; however, such building configuration
is not perceived highly in the suburban market area
represented in the project area. These categories
are location specific and based on uncertainties
surrounding property access , market conditions,
and development timing.
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» Mixed Use (HDR/Retail) – this category is
applied near Marystown Road (CSAH 15) and
Highway 169/17th Avenue (CR 16) extension.
Uses may include all high density residential
or all retail services. Alternatively, a multi-story
building with commercial uses on ground
floor and housing or office uses above could
be a supported development configuration in
this category.
» Mixed Use (Retail/Business Park) – this
category is applied to the southeast quadrant
of Old Brickyard Road (CR 69) and Highway
169. This land area is well suited to retail
because of it’s visibility and proximity to
the interchange at Highway 169 and Old
Brickyard Road (CR 69). However, access is
somewhat challenging and may lend more to
a destination oriented use such as a business
park. The area of approximately 50 acres could
support a small business park, a retail, auto
oriented power center, or a mix of both uses.
This category also applies to the southwest
quadrant of Vierling Drive.
Both mixed use areas could include institutionssuch as post secondary/tech colleges, post offices,
museums, or other similar uses.
Character precedent of low density neighborhood with a public street fronting on open space.
Bioretention integrated with park and trail system
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PARK AND OPEN SPACE NETWORK
The ridge line is a high valued amenity. The concept
for parks and open space focuses on the ridge line,
but also provides for a hybrid park that will serve
much of the new residential growth in the district
with Neighborhood Park like facilities and an open
play field area. To best serve the neighborhoodsunder this concept, the residential lot pattern
needs to encourage highly connected streets and
walkable blocks. Sidewalk connectivity and trail
connectivity is important so that homes are within
a comfortable and safe walking distance to the
park. Park dedication from the entire project area
should be pooled and used to secure the ridgeline
as public park/open space through a combination
of acquisition and dedication. Small neighborhood
scale pocket parks could also be located along
the ridge line open space to provide great park
connectivity and provide efficient maintenance of
the park system.
As a high value amenity, the ridge line as an
open space will add value across all residential
neighborhoods that are within close proximity (1/4
mile). Maintaining a portion of the public frontageon the open space is a critical design policy. Studies
have shown that such public frontage spreads the
value of lot premiums across a broader area, rather
than limiting that value to the lots backing on the
open space. The tendency from the market place
is to have individual residential lots back up to the
open space. This pattern would then support a
premium value limited to that first row of residential
lots adjacent the open space.
Figure 13: Proposed Parks & Open Space
Existing Parks/Open Space
Proposed Open Space
0 500 1,000 2,000FEET
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The desire expressed in
the master plan is to find a balance
between “prime” home sites that abut the
open space amenity provided by the ridge line
and public frontage provided through a right-
of-way or accessible park feature. The illustration
provided shows potential opportunities to offer public
access along the bluff either by small neighborhood pocketparks with street frontage on the south and the open space
access (or views) on the north. Alternatively, a local street could
be designed to offer both conditions as it meanders along the south
side of the ridge. Future developers are encouraged to incorporate this
concept into subdivision design.
This illustration shows a street adjacent to the bluff and is a
demonstration of how the bluff features adds value to the
“neighborhood” but extending a greater degree of public
access.
Mississippi River Boulevard, St. Paul, MN / Source: Google Maps
This illustration shows a houses that back up to the bluff
area and is a demonstration of how the value of the
amenity is limited to the adjacent tier of homes.
South of Riley Lake, Chanhassen, MN / Source: Google Maps
Using park dedication from development parcels
that currently contain part of the ridge line
coupled with cash park dedication secured from
development projects with no park land needed
will account for the majority of the resources
needed to secure the ridge. However, more detailed
study is needed to understand market values and
acquisition needs for the full ridge line. Other
strategies might include conservation easements,
grant resources, philanthropic resources, or
bonding.
The unique topography of the area and the
ridgeline feature offers opportunities for alternative
recreation such as mountain biking trails, hiking
trails, nature learning center programs, or other
passive open space programs.
Co-locating some of the storm water management
needs or potable water facilities with the linear
components of the open space network can also
serve to help with funding of some of the open
space areas.
Multi-purpose off street trail corridors should be
planned within these open space corridors to
allow for recreational use as well as to connectresidential neighborhoods with key destinations.
An important trail connection to incorporate into
future improvements along Marystown Road is to
provide a safe pedestrian crossing over Highway
169 linking the project area to Tahpah Park and the
rest of Shakopee.
Figure 14: Ridge Feature & Land Use Interaction
Pocket Park
& Open Space
Access
Pocket Park
& Open SpaceAccess
Pocket Park
& Open Space
Access
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UTILITIES
Storm Water Approaches
Various Best Management Practices (BMPs) can
be used to meet the stormwater requirements for
future development controlling for volume control,
flood management, and water quality. Two types
of BMPs are recommended for the project area:
bioretention basins and wet ponds.
The isolated development areas in the northwest
and northeast corners of the project area (those
north of Highway 169) will require their own
treatment system, and cannot be combined with
the lower portion of the project, whereas the lower
portion may be able to have a regional treatment
system.
A strategy for the drainage area above the ridgeline
is to design a regional stormwater treatment system
of rain gardens and wet ponds along the open
space network. The linear park and trail system
follow existing drainage paths and will naturally
receive a significant portion of water.
At the bottom of the ridge, where more significant
commercial development is proposed, a regionalponding strategy could meet the stormwater
requirements. As discussed with MnDOT staff,
a portion of excess MnDOT right-of-way along
Highway 169 at the Old Brickyard Road (CR 69)
interchange could be purchased and used as a
proposed ponding area. Additional coordination
between the City and MnDOT will need to
occur to determine the feasibility of this site to
accommodate stormwater requirements from a
development perspective. This coordination will
also need to identify the responsible party (city or
developer) for the future maintenance of the site.
If it is not possible to use the MnDOT right-of-way
or other existing easements, other stormwater
management options are available that consume
less area. Examples of these practices include
permeable pavement, tree trenches, and bioswales.
Sanitary Sewer
Sanitary Sewer serving the site will connect to
existing trunk mains located in Marystown Road
(CSAH 15). The lower portion of the ridge line
(Breeggemann Parcel) would connect to sanitary
sewer through a gravity line running easterly and
connecting in at Marystown Road. As an alternative
approach, the City and developer could inquire and
pursue with Metropolitan Council Environmental
Services (MCES) a direct connection to the
interceptor. However, this is not a preferred option
and may not be permitted by the MCES. The MCES
interceptor in this location is a pressurized system
and establishing a new connection could be a
costly project.
Services to the area further south on the top of the
ridge also connects near Marystown Road (CSAH
15) and 17th Avenue (CR 16). A trunk sanitary sewer
system would run generally south through the
project area and would be sized to accommodate
longer term potential development south of CSAH
78.
Services to areas north of Highway 169 are simple
connections to adjacent service.
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NE QUADRANT
Area of Biofiltration/Rain Gardens: 0.3 acres
Area of Wet Ponds (at HWL): 0.8 acres
1.1 acres
NW QUADRANT
Area of Biofiltration/Rain Gardens: 0.5 acres
Area of Wet Ponds (at HWL): 0.9 acres
1.4 acres
SOUTH QUADRANT AREA SOUTH OF HI GHWAY 169
Area of Biofiltration/Rain Gardens: 5.2 acres
Area of Wet Ponds (at HWL): 4.9 acres
10.1 acres
Total Stormwater BMP Footprint 12.6 acres
Table 4: Stormwater BMP Footprint Based on
Development Program There is sufficient capacity within the regional
system and within the existing collection system to
handle the projected demand from future growth.
Infrastructure would be located within street
right-of-way or within public greenway corridors or
existing utility corridors.
Potable Water
Services to the two areas with development
potential north of Highway 169 can be served
through connections to existing 12 inch mains
along Vierling Drive.
Services to the area south of Highway 169
become more challenging due to topographic
challenges and the Highway 169 barrier. The Water
Distribution Plan and Future Facilities Plan preparedin 2004 by Shakopee Public Utilities (SPU) shows
future water main extensions along the north side
of the ridgeline extending from a connection point
at Marystown Road and CR 16 westerly to CR 69.
This extension would serve the land areas between
the ridge and Highway 169. This area currently
consists of three parcels owned by three separate
entities (see Figure 2). Phasing of the improvements
and associated development would occur in an
east to west direction from Marystown Road. The
same system would need to be sized to be able
to provide future services to areas west of CR 69
and to the south beyond the project area. Some
discussion was had (prompted by developer/land
owners) regarding the ability to connect to existing
water distribution systems north of Highway 169 by
boring under the highway.
The SPU plan is a preferred plan representing an
economical and sustainable solution to providing
water service to the area at the bottom of the
ridge line and areas beyond the project boundary.
The alternative to connect to existing water
infrastructure north of Highway 169 may be a
plausible alternative. However, this alternative
has not been studied in detail. At a concept level,
it would require additional capital investments
in boosters and pressure reducing stations and
would still require the recommended infrastructure
services to ensure adequate service. Alternative
approaches may prove less sustainable over time
(more facilities that require maintenance); however,
such an approach could be studied in greater detail
if development pressures warranted an alternativeapproach.
This alternative approach would enable the
property owners to develop independently of other
developer/landowner decisions. This option is not
a preferred option as it would carry significant
infrastructure costs and implications for future
service areas beyond the project area to the south
and west. Additional system wide study as well as
detailed analysis of this option would need to be
done before pursuing it further. This study should
be coordinated with SPU.
South of the ridge, water service would be provided
from the connection point at Marystown Road
(CSAH 15) and 17th Avenue (CR 16). Future water
services could be phased in the following manner:
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Figure 15: Phasing of Infrastructure
0 500 1,000 2,000FEET
Existing Sanitary Sewer
Existing Watermain
Phase One
Phase Two/Three
C o n t o u
r 8 2 5
( F i r s
t H i g h
S e r v i c e
Z o n e )
C o n t o
u r 9 1
5 ( S e
c o n d H
i g h S e r v i
c e Z o
n e )
Phase 1
Initially, water service can be provided by
connecting to the 12” watermain at Marystown
Road and extending the watermain through ROW
of the ultimate development plan. As development
occurs this system can be looped to the east side of
Marystown Road with a second connection to the12” watermain. However, this infrastructure will only
serve development that occurs up to an elevation
of 915 (per Future Facilities Plan from SPU).
Phase 2
Any development that occurs over an elevation
of 915 will require a booster station to meet water
service needs. It is assumed that the station will be
located on the eastern portion of the site near theboundary between the two high elevation service
districts..
Phase 3
Ultimately a water tower/tank will be required
to serve the south quadrant as a whole. It is
anticipated that it will be installed at or near the
highest point in the development. Integration
of the site into a park or open space could be aconsideration. The installation of the tank/tower
and supporting facilities will be integrated with
development of the site.
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system. In this case, State and County Access
Management Guidelines will apply.
The proposed 17th Avenue (CR 16) Extension
will serve a higher function. At this point in time,
the 17th Avenue (CR 16) Extension should be
considered as a future Collector. This east-west
extension provides regional significance byconnecting to Minor Arterial streets (CSAH 15 and
CR 69). This extension will serve as a thoroughfare
for local traffic accessing the north-south routes to
Highway 169 (Principal Arterial). Furthermore, the
existing 17th Avenue (CR 16) east of Marystown
Road (CSAH 15) is an “A” Minor Arterial, which
stretches throughout the County. In that respect,
the 17th Avenue (CR 16) Extension may be more
appropriately designated as an “A” Minor Arterialin the long-term if future traffic volumes and
development warrant the change. CR 16 serves as a
reliever to Highway 169 during extreme congestion
times or in rare event-based road closings.
Finally, it is important to recognize Scott County’s
Future Functional Classification Plan. CSAH 78 south
of the project area is planned to be a Principal
Arterial. This designation will be held to differentaccess management requirements. In that respect,
future access along CSAH 78 should be planned
accordingly to align with a Principal Arterial
designation.
Table 5: MnDOT Access Management Guidelines
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Table 6: Scott County Access Management Guidelines
FUNCTIONAL CLASSIFICATION MOBILITY ACCESS
Principal Arterial Highest Mobility No Direct Land Access
Minor Arterials High Mobility Limited Land Access
Collector Streets Moderate Mobility Moderate Land Access
Local Streets Low Mobility Unrestricted Land Access
Table 7: Four Levels of Functional Classification
Access Management
Access management is a strategic,
multidimensional set of policies, methods
and tools to manage connectivity to public
roadways from various types of land uses. Access
management seeks to provide an appropriate
balance between mobility needs and connectionsto property. Good access management supports
a wide array of transportation system goals. These
goals include creating a safe travel environment
for all modes and users of the transportation
system, encourages a balance between roadway
capacity and accessibility, and encourages an
active transportation system (e.g., integration of
multimodal facilities and context sensitive design
principles).
Access management also plays an important role
in maintaining roadway capacity and maximizing
mobility, while supporting the jurisdictions
functional classification system plans. Scott
County’s 2030 Comprehensive Plan recognizes
the relationship between a roadway’s functional
classification, mobility and access. The Plan states
“most roadways serve both access and mobilityfunctions to varying degrees, and this planned
degree of access and mobility determines the
roadways functional classifications (table).”
A roadway’s functional classification is also the
determining factor in understanding the State
and County’s Access Management Guidelines (see
Table 5 and Table 6). Access spacing guidelines
are important because they define a starting
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Frontage Roadconsideration dependent
on ultimate land use
configurations andintensity. See discussionon key roadway issues.
1 5 0 ’ R O W -
4 l a n e s e c t i o n
1 2 0 ’ R O W -
3 l a n e s e c t i o n
7 0 ’ R O W
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COMPLETE STREETS
Future streets will both consider the context of the community and create
a comprehensive and connected network within the project site. They will
serve as a mode for vehicular traffic, while supporting pedestrians, bicyclists,
and potential future transit users of all ages and abilities. The integration of
streetscape features and landscaping will increase the aesthetic qualities of
the corridors, while also providing opportunities to mitigate stormwater.
Figure 17: Right-of-Way Sections
The above illustrations are examples. Ultimate street design will be determined by more detailed traffic studiesand consistent with applicable city or county standards.
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point for balancing property access, safety, and
mobility concerns. For example, providing access
management in some form (whether it is through
grade-separated crossings, frontage roads or right-
in/right-out access) reduces the number of conflict
points, which results in improved safety.
Findings The proposed roadway network aligns with the
State and County Access Management Guidelines,
with the exception of the proposed future access to
CSAH 15 at the on/off ramps south of the Highway
169. Continued discussions with MnDOT will need
to occur to determine the appropriate access
control.
Traffic Volume Estimates
A high-level traffic assessment was conducted
based on the preferred concept’s land uses and
proposed roadway network. Year 2030 daily traffic
volumes were developed based on a review of the
current daily traffic volumes (provided by MnDOT)
and development trips generated by the preferred
land use plan. The Institute of Transportation
Engineers (ITE) Trip Generation Manual, 9th Edition
was used to develop trip generation estimatesusing the preferred land use types and sizes
(square feet or number of units). The projected
trips were distributed throughout the study area
based on current travel patterns, future access, and
engineering judgment. For comparison purposes,
results of this assessment were compared to the
2030 traffic volumes developed for the Shakopee
Transportation Plan. A technical memorandum
documenting methodologies and findings based
on current and best available data was prepared
and is available in city files.
Findings
In general, the projected 2030 traffic volumes from
the Shakopee Transportation Plan will increase as a
result of the new land uses being proposed. In that
respect, an additional analysis was completed to
determine the potential roadway facilities needed
to accommodate projected trips. This assessment
included a planning level evaluation of the existing
roadway network by facility type, projected
traffic volumes (2030), and the facility type’s daily
capacity ranges. The capacity ranges were based
on guidance from the Highway Capacity Manual
(HCM).
Results of this review indicated that the projected2030 traffic volumes will exceed the current
roadway capacity along Marystown Road
(CSAH 15) near the Highway 169 South Ramps.
To accommodate year 2030 traffic volumes,
Marystown Road (CSAH 15) should be expanded to
a four-lane roadway from Highway 169 through the
17th Avenue (CR 16) intersection. Furthermore, this
evaluation determined the appropriate facility type
to accommodate the 17th Avenue (CR16) Extension.
In essence, the 17th Avenue (CR 16) Extension
should be a four-lane facility west of Marystown
Road (CSAH 15) to accommodate the existing four-
lane facility to the east. The 17th Avenue (CR 16)
Extension should be tapered to a three-lane facility
with turn lanes west of the proposed commercial
development.
The ultimate design of the 17th Avenue (CR 16)
extension should be pedestrian friendly whilepreserving the functionality of the road. Designs
should support lower speeds of 35-40 miles per
hour.
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KEY ROADWAY ISSUES ANDDISCUSSIONS
Much discussion and discourse has been had
over the years regarding the idea of connecting a
frontage road from Old Brickyard Road (CR 69) to
Marystown Road (CSAH 15) and accessing directly
opposite the on/off ramp to Highway 169. MnDOTmaintains permitting authority for access at this
location with input from the City and Scott County.
In order to consider an access point here, more
detailed land use, development analyses, and traffic
analyses will be required by MnDOT. Specific traffic
controls would be a key outcome of this discussion
in the event access is provided in this location.
The master plan shows access at Marystown Road
(CSAH 15) at the on-ramp location via a local
street that connects south to the extension of
17th Avenue (CR 16). Further analysis and review is
required to confirm the feasibility of this alignment.
The idea of a frontage road connecting the two
county roads had been widely discussed over the
years as well. While the frontage road may provide
a valuable connection for development on the
lower portion of the ridge (Breeggemann, NORCOR,
and DR Horton parcels - see Figure 2), there are
significant design challenges and constraints
with constructing a frontage road through this
area. These challenges include topography, utility
easements and narrow areas for development
parcels, particularly on the NORCOR parcel. No
existing property owners are advocating for the
frontage road at this time.
Access at Marystown Road near TH 169, the
possibility of a frontage road, internal circulation,
connection/access to the extension of CSAH 16,
and development viability are all interdependent
factors for this node. All factors are impacted by
unique topography and natural features. The
illustration provides an alternative that attempts
to minimize impacts on the natural features andallow for a mix of land uses that would contribute
to a sustainable neighborhood node. These
alternatives do not meet access guidelines and
would require variances from County and MNDOT
policies. This alternative should be considered
when development is proposed. Additional study
and analysis will be necessary, once an ultimate
land use is determined.
Development alternative requiring further study
0 500 1,000
FEET
Additional study needs to be done to determine
the feasibility of a frontage road. However, the
proposed land use plan does not warrant the need
for a future frontage road at this time.
17th Avenue (CR 16) Extension
17th Avenue (CR 16) currently stops at Marystown
Road (CSAH 15). Numerous past studies have
illustrated a future road connection extending
westerly through the site to Old Brickyard Road (CR
69). The master plan carries this concept forward
with the extension functioning as a collector street
with Scott County jurisdiction and ending at Old
Brickyard Road (CR 69).
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05 | IMPLEMENTATION STRATEGIES
While the master plan describes a vision for transition of the study area from
rural to developed, this section discusses where the community goes from
here in implementing the vision. Questions about procedures and actions
toward implementation are addressed in this section with discussion about
land use guidance, annexation, infrastructure needs, open space and parkland
establishment, and developer performance incentives.
LAND USE GUIDANCE
The following actions are recommended to establish the plan as official land
use guidance for the study area:
» Adopt the master plan as an official land use guide for future
development within the study area.
» Incorporate the land use plan of this study into the future Comprehensive
Plan update expected to take place in 2016/2017.
» Conduct an Alternative Urban Area-wide Review (AUAR) environmental
review of the entire study area building.
Approval of this Master Plan represents the first step in a methodical transition
of the study area from a rural to a developed landscape that will likely take over
a decade or more to realize. The study area is within the City of Shakopee and
partially outside. The City of Shakopee is preparing this plan to guide future useof lands adjacent to its corporate limits as well as within.
In the Twin Cities metro area, land use guidance is proposed and administered
by local jurisdictions but must be reviewed by affected agencies and
jurisdictions and accepted by the Metropolitan Council. This review is typically
done through community comprehensive plans that are completed by the
local community and submitted to the Metropolitan Council for acceptance.
In cases where proposed development does not conform to current land use
guidance, a formal comprehensive plan amendment must be submitted to the
Met Council for review and approval before a project can proceed.
The issue of formal land use guidance is closely linked to annexation issues.
Just like this plan, communities often plan for lands outside of their corporate
limits. The Metropolitan Council’s approach to this situation is to provide
formal comprehensive plan review and acceptance of land use plans within
corporate limits and within areas subject to orderly annexation agreements.
For the project area, the City of Shakopee and Jackson Township should seek
an amendment to the Thrive MSP designation for the lands within Jackson
Township to an urban designation (Suburban Edge or Emerging Suburban
Edge.)
Alternative Urban Area-wide Reviews (AUAR) have become a common
environmental review technique for large land areas like the study area. AnAUAR offers the ability to conduct environmental review in advance and in lieu
of individual project reviews. This will streamline future project approvals and
identify environmental mitigation measures that can be accomplished with
subsequent development projects. Because future developments within the
project area are intricately connected, collaborating on an AUAR may prove
beneficial. A significant body of work already exists towards this effort through
this master plan and the Bluffs of Marystown EAW completed in 2005/6.
ZONING/SUBDIVISION
Traditional zoning districts may apply within the project area. However, a
number of recommend actions may better support an approach to zoning that
would achieve the key principles identified in the plan. These actions include:
» Increased density: the current residential districts limit residential
densities to 12 units per acre. In the market place, this density is extremely
prohibitive of achieving a diversity of housing types to serve changing
housing demands and to maintain a degree of affordability. Densities of
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