HomeMy WebLinkAboutResolution No. 109-18 - BloomHolding.IncentiveDevelopPrelimPlan.R2018-001CUP
RESOLUTION
WHEREAS, Bloom Holding applied for a Type III, Phase II Incentive Development
Preliminary Plan (#2018-001CUP) to permit the construction of a nine-story transient
accommodations use (hotel). The property is bounded by Civic Center Drive N.W., to the north,
First Avenue N.W., to the east, a railroad right-of-way to the south, and Second Avenue N.W., to
the west; and,
WHEREAS, the legal description for the property affected by the application is as follows:
Tract A - Parcels 1 and 2
That part of Block 20 in Moe and Old's Addition to Rochester; bounded and described
as follows: Beginning at a point on the North line of said Block 20, distant 12 feet 8
Inches (12.67 feet) Westerly from the Northeast corner of Lot 6 in said Block 20; thence
Westerly along said North line of Block 20 a distance of 26 feet; thence Southerly
parallel with the East line of said Lot 6 to a point on the South line of said Lot 6; thence
Easterly along said South line of Lot 6, said South line being also the North line of Lot 4
in said Block 20, a distance of 10 feet, more or less, to a point distant 60 feet Easterly
from the Northwest corner of said Lot 4 (as relocated for the widening of the alley to 30
feet in said Block 20); thence Southeasterly along a straight line to a point on the South
line of Lot 3 in said Block 20, distant 80 feet Easterly from the Southwest corner thereof
(as relocated), said South line of Lot 3 being also the North line of Lot 2 in said Block
20; thence Southeasterly along a straight line to a point on the South line of said Lot 2,
distant 94 feet Easterly from the Southwest corner thereof (as relocated); thence
Southerly parallel with the West line of said Block a distance of 10 feet; thence Easterly
parallel with the South line of said Lot 2 a distance of 35 feet, more or less, to a point
distant 10 feet Westerly, measured at right angles, from the center line of the main
track of the Chicago and North Western Transportation Company (formerly the Chicago
Great Western Railway Company), as said main track is now located; thence Northerly
parallel with said main track center line a distance of 290 feet, more or less, to a point
on the North line of said Block 20; thence Westerly along said North line of Block 20 a
distance of 40 feet, more or less, to the point of beginning.
Tract B - Parcels 3 and 4 and part of Parcel 8
Commencing at the southwest corner of Lot 1, Block: 20, Moe and Old's Addition to
Rochester, Minnesota, thence north along the west line of Lots 1, 2, 3, and 4, in said
Block to the northwest corner of said Lot 4, thence east along the north line of said Lot
4, 60 feet, thence southeasterly through Lots 4 and 3 on a line to a point on the south
line of Lot 3, 80 feet east of the southwest corner of said Lot 3, thence southeasterly
through said Lot 2 on a line to a point on the south line of Lot 2, 94 feet east of the
southwest corner of said Lot 2, thence south 10 feet, thence east 35 feet, thence north
10 feet to the north line of said Lot 1, thence east one foot more or less to the west line
of the land deeded to the Wisconsin, Minnesota and Pacific Railroad Company by
Deed dated January 23, 1902, thence Southeasterly along said west line of the land so
deeded to said Railroad Company, to a point on the south line of said Lot 1, 69 feet
west of the southeast corner thereof, thence west to place of beginning;
ALSO:
All that part of the Mill Reservation as platted in Moe and Old's Addition to Rochester,
Minnesota, lying west of a line commencing at a point in the south line of Third Street
Southeast, 20 feet east of the Mill and running thence south to Fourth Street Southeast,
except therefrom a strip of land fronting on Broadway Street, and extending from Third
Street Southeast to Fourth Street Southeast, being 140 feet in width at the north end
and 70 feet in width at the south end; also 75 feet in width north and south running due
north from the west side and the northwest corner of the Mill on said Mill Reservation
and extending east to the Zumbro River except so much thereof as was conveyed to
the Wisconsin, Minnesota and Pacific Railroad Company by Deed 85-460.
ALSO:
The vacated portion of Third Street Southeast; and the vacated portion of the public
alley abutting Lots 1, 2, 3, and 4, Block 20, Moe and Old's Addition to Rochester.
ALSO:
Lot 7 and the West 9 1/2 feet of Lot 6, Block 20, Moe and Old's Addition to the City of
Rochester, Olmsted County, Minnesota. Excepting that portion of the above premises
described as follows: Commencing at the north property line of Fourth Street South
East and continuing thence in a Northeasterly direction along the East line of the alley
for a distance of one hundred seventy-five (175) feet, more or less; thence ninety
degrees (90˚) East to the retaining wall of the Zumbro River; thence South along such
retaining wall back to the North property line of Fourth Street South East (the above
exception being intended to exclude from this contract of conveyance those buildings
currently occupied by the Red Owl Stores, Inc. and the Time Theater, together with fifty
(50) feet of the parking strip directly contiguous thereto) together with the vacated
portion of the alley adjacent to the east line of Lots 1, 2, 3 and 4, Block 20, Moe and
Old's Addition and the vacated portion of 3rd Street abutting the south line of Lot 1,
Block 20, Moe and Old's Addition.
Tract C - Parcels 5, 6, 7, and 9
That part of Lots 1, 2, 3, 4, 14, 15, and 16, Block 20, Moe and Olds Addition to the City
of Rochester, Minnesota, described as follows: Beginning at the southeast corner of
said Lot 1; thence south 88 degrees 56 minutes 05 seconds West, assumed bearing,
along the south line thereof, 48.40 feet to a line which is 12.50 feet easterly of, as
measured at right angles to and parallel with, the centerline of the main track of the
Dakota, Minnesota and Eastern Railroad corporation (formerly Chicago Great Western
Railway): thence North 02 degrees 24 minutes 29 seconds West, parallel with said
railroad centerline, 134.64 feet; thence South 09 degrees 44 minutes 57 seconds East,
44.38 feet; thence North 31 degrees 19 minutes 35 seconds East, 97.87 feet; thence
North 34 degrees 39 minutes 10 seconds East, 34.07 feet; thence North 43 degrees 40
minutes 54 seconds East, 171.67 feet to the east line of said Lot 16; thence south 01
degree 04 minutes 10 seconds East, along said east line, 50 feet, more or less, to the
northwesterly edge of the South Fork of the Zumbro River; thence southwesterly along
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the northwesterly edge of said river, 238 feet, more or less, to the east line of said Lot
2; thence South 00 degrees 18 minutes 59 seconds East, along said east line, 86 feet,
more or less, to the point of beginning.
Tract D Part of Parcel 8
All that part of the Mill Reserve in Moe & Olds part of the Original Plat of the Town (now
City) of Rochester, which lies east of the following described line to wit: Commencing at
a point on the south line of Lot one (1) of Block Twenty (20) in said Moe & Olds part of
said Original Plat, sixty-nine (69) feet west of the southeast corner of said lot; thence
running southerly seventy-five (75) feet to a point twenty (20) feet east of the east side
of the stone mill now on said property; thence running south, parallel with and twenty
(20) feet east of the east wall of said mill to the north line of College Street. The lands
above described in this parcel may also be described as follows: All that part of the Mill
Reservation in Moe and Olds Addition to Rochester, Minnesota, which lies east of the
following described line: Commencing at the southeast corner of Lot 1, Block 20 in said
Moe and Olds Addition; thence south 89 degrees 32 minutes 10 seconds West,
assumed bearing, along the south line of said Lot 1 a distance of 69.00 feet to the point
of beginning of the line to be described; thence South 03 degrees 47 minutes 24
seconds East, 75.00 feet (this point is 305.15 feet easterly of the northwest corner of
said Mill Reservation); thence South 01 degrees 07 minutes 48 seconds East, 329.75
feet to the south line of said Mill Reservation (this point is 309.33 feet easterly of the
southwest corner of said Mill Reservation) and there terminating.
Also:
The triangular piece of land lying and being between the west line of Lot Two (2) in
Block eighty-two (82) in said Moe & Olds part of said Original Plat and the river.
Tract E - Parcel 10
Lots 17, 18, and 19, Block 20 of Moe & Olds Addition, Olmsted County, Minnesota.
Tract F - Parcel 11 Lots 20, 21, and 22, Block 20 of Moe & Olds Addition, Olmsted
County, Minnesota.
Tract G - Parcel 12 and Parcel 13
All that part of Lots 1, 2, 3, 4, and 5, Block 20, MOE AND OLDS ADDITION to the City
of Rochester, Minnesota, being described as follows: Commencing at the southwest
corner of Block 20 in said MOE AND OLDS ADDITION; thence North 89 degrees 32
minutes 10 seconds East, assumed bearing, along the south line of said Block 20, a
distance of 300.79 feet to a point distant 69.00 feet west of the southeast corner of Lot
1 in said Block 20 for the point of beginning; thence North 00 degrees 51 minutes 38
seconds west, 50,02 feet to the north line of said Lot 1, distant 70.00 feet west of the
northeast corner thereof; thence south 89 degrees 32 minutes 35 seconds West, along
said north line, 2.81 feet to a line which is 10.00 feet westerly of as measured at right
angles to and parallel with, the centerline of the main track of the Dakota, Minnesota, &
Eastern Railroad corporation; thence North 01 degrees 48 minutes 24 seconds West
along said line, 280.15 feet to the north line of said Block 20; thence North 89 degrees
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34 minutes 56 seconds East, along said north line, 23.03 feet to the northwest corner of
Lot 13 in said Block 20; thence South 00 degrees 28 minutes 01 seconds East along
the west line of said Lot 13, a distance of 130.02 feet to the north line of Lot 4 in said
Block 20; thence North 89 degrees 33 minutes 46 seconds East along said north line,
2. 59 feet to a line which is 12. 5 feet easterly of, as measured at right angles to and
parallel with, the centerline of the main track of said Dakota, Minnesota & Eastern
Railroad Corporation; thence south 01 degrees 48 minutes 24 seconds East along said
line, 200.10 feet to the south line of said Block 20; thence south 89 degrees 32 minutes
10 seconds West along said south line, 20.60 feet to the point of beginning.
Tract H - Parcel 14
All that part of the Mill Reservation as platted In Moe and Olds' Addition to Rochester,
Minnesota, described as: Commencing at a point on the North property line of 4th St.
S.E. which Is 88.5 feet East of the East line of South Broadway (said point being on the
Easterly line of the public alley in said Mill Reservation); thence in a Northeasterly
direction along the East line of the alley for a distance of 175 feet more or less, thence
90 degrees East to the retaining wall of the Zumbro River, thence South along such
retaining wall back to the North property line of 4th St. S.E., thence West along the
North line of 4th St. S.E. to beginning, Olmsted County, Minnesota. And
WHEREAS, the project is being proposed through the Incentive Development Conditional
Use Permit process because the proposed floor-area-ration (FAR) is beyond what is permitted by
the underlying M-1 Zoning District; and,
WHEREAS, R.C.O. §62.630 sets forth the criteria for incentive developments; and,
WHEREAS, based upon section 62.630, the Planning Department Staff recommended the
following findings of fact as to the Incentive Development application:
Preliminary Development Plan Criteria:
A. Suitability of the Plan: The Commission and Council shall find that the proposed
development plan is suitable as the location for an Incentive Development based on
consideration of the following factors:
(1) The proposed development plan is compatible with the existing land uses in the
area or the pattern of zoning within 1,000 feet of the property boundaries; and
The proposed development plan is compatible with existing land uses in the area. The
surrounding area within 1,000 feet in downtown Rochester is characterized by a mix of
uses within a relatively dense development pattern.
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(2) The natural characteristics of the site under consideration, including topography
and soil characteristics, necessitate increased density to allow for economic
development of the site.
The applicant has not identified natural characteristics on the site that necessitate increased
density to allow for economic development of the site.
B. Site Design Criteria: The Commission and Council shall find that the preliminary
development plan design is consistent with the following guidelines:
(1) Capacity of Public Facilities: The existing or future planned utilities in the area are
adequate to serve the proposed development. The site is in a developed area. Existing
utilities can adequately serve the proposed development.
(2) Geologic Hazards: The existence of areas of natural or geologic hazard, such as
unstable slopes, sinkholes, floodplain, etc., has been identified and the development of
these areas has been taken into account or will be addressed in the final development
plan. There are no known geologic hazards on this site.
(3) Natural Features: For developments involving new construction, the arrangement of
buildings, paved areas and open space has, to the extent practical, utilized the existing
topography and existing desirable vegetation of the site.
(4) Traffic Generation Impact: Anticipated traffic generated by the development will
not cause the capacity of adjacent streets to be exceeded, and conceptual
improvements or the need for improvements to reduce the impact of access points on
the traffic flow of adjacent streets have been identified where needed. A traffic impact
report and traffic demand management program related to this development proposal
have been reviewed by the Planning and Public Works Departments, who generally
agree with the findings of the report. The report does not anticipate that the
development will cause the capacity of adjacent streets to be exceeded.
(5) Height Impacts: For developments involving new construction, the heights and
placement of proposed structures are compatible with the surrounding development in
the following manner:
(a) The structures will not deny adequate sunlight to surrounding properties. A
shadow study was submitted with the application showing the locations of
shadows created by the development at various times of the day. Because the
shadow study examines shadows in March and September, it does not show the
shades from the high summer sun or the low winter sun. Shadows will be
somewhat longer on December 20th and shorter on June 20th. Shadows created
by the south tower will affect surrounding properties only during the morning
hours. The taller north tower would cast longer shadows throughout the day.
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However, because it is located on the north side of the block, the tower would
have the greatest effect on the 2nd Street SE right-of-way in terms of new
shadows. The tower is generally located to the northeast of the Holiday Inn
tower, so shading of the Holiday Inn tower would be minimal during the morning.
The two properties that will be most affected by shade from the north tower are
the Associated Bank property to the west of the north tower at the southeast
corner of the Broadway/2nd St. intersection and the Fontaine Towers property to
the east of the north tower. The shadow study shows complete shadow coverage
of the Associated Bank building at 9:00 am and of the Fontaine Towers building
at 3:00 pm. The shadow study does show, however, that these properties will
generally receive sunlight for the remainder of the day, so the proposed
development will not deny adequate sunlight to surrounding properties.
(b) The siting of the structures will not destroy views from the primary exposures
of adjacent residential dwellings. The development will be located to the east of
the adjacent 14-story Holiday Inn, whose top 5 floors are residential
condominiums. Although the proposed development and the Holiday Inn building
would be separated by a 16-foot-wide alley right-of-way, the towers for both
developments have additional setbacks from the alley. The tower portion of the
existing Holiday Inn building is set back approximately 20 feet from the alley.
The north tower of the proposed development is set back 55 feet from the alley
right-of-way. The estimated separation of the two towers is 91 feet.
(6) Setbacks: For developments involving new construction, proposed setbacks are
related to building height and bulk in a manner consistent with that required for
permitted uses in the underlying zoning district. The proposed development complies
with all setback requirements of the CDC-CBD zoning district.
(7) Internal Site Design: For developments involving new construction, the preliminary
site layout indicates adequate building separation and desirable orientation of the
buildings to open spaces, street frontages or other focal points. The building layout
generally places desirable building orientation onto street frontages through the use of
short building setbacks and the placement of active uses and regular pedestrian
entrances along street frontages and facing the public open space to the east along the
Zumbro River. Additionally, the development includes a building separation at the
terminus of 3rd Street for an amenity space and a walkway connection through the site.
The towers are placed in locations that are intended to minimize the placement of
shadows on surrounding properties and the blockage of views.
The DMC-POZ identifies 2nd Street SE as an active pedestrian street, and does not
permit new driveway access to the site in this location. The development includes two
access points from 2nd Street SE in addition to an existing public alley access. The
hotel lobby drop-off area is also inconsistent with policies of the DMC Design
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Guidelines. These guidelines recommend active uses, short building setbacks along
street frontages, and removal of car movements along street frontages. Council may
approve elements of the design that do not comply with the requirements of the DMC-
POZ.
(8) Screening and Buffering: The conceptual screening and bufferyards proposed are
adequate to protect the privacy of residents in the development or surrounding
residential areas from the impact of interior traffic circulation and parking areas, utility
areas such as refuse storage, unwanted pedestrian/bicycle access, or to subdue
differences in architecture and bulk between adjacent land uses. Other than
requirements for boulevard trees, there are no bufferyard requirements for the
proposed development based on the CDC-CBD zoning district.
(9) Ordinance Requirements: The proposed development includes adequate amounts of
off-street parking and loading areas and, in the case of new construction, there is adequate
landscaped area to meet ordinance requirements.
The development includes sufficient off-street parking to comply with the minimum parking
standards of the CDC-CBD zoning district and DMC Parking Overlay Zone. The DMC-POZ
includes parking reductions that would further reduce the amount of required parking.
Dedicated landscape area is not required by the Zoning Ordinance within the CDC-CBD
zoning district. The site plan shows an amenity area between the two buildings that would
qualify as landscape area. Additionally, the 6th floor of each building includes private
amenity areas that include landscaping, but would not meet the Zoning Ordinance
definition of landscape area.
(10) Non-Vehicular and Alternate Modes of Travel: The proposed development
incorporates pedestrian oriented-space, provides direct and convenient pedestrian
access to the building entrance(s) from public trails, public sidewalks, and on or off-site
parking areas, incorporates appropriated pedestrian safety features, provides
convenient pedestrian access for transit patrons, or, if appropriate, access for transit
vehicles, and provides adequate bicycle access. Consideration shall also be given, to
providing designated motorized scooter parking if appropriate to the context of the
development (the use, location, type of individuals served).
The development utilizes existing public street frontages in its placement of pedestrian
entrances at the ground level. Additionally, the development includes a pedestrian-
oriented space in the middle of the development at the terminus of 3rd Street SE. This
space is intended to provide amenity to the development and a pedestrian connection
to the side of the development facing the Zumbro River.
(11) For properties located in a corridor or planning area for which a detailed Master
Plan has been adopted by the Council as an element of the Comprehensive Plan
(including but not limited to the Second Street Corridor Plan), the proposed
development is consistent with the matters detailed in the plan, such as the design
framework, land use pattern, circulation pattern, streetscape improvements, and other
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plan elements.
A summary of applicable plans including the site are provided below.
Downtown Master Plan
The Downtown Master Plan was adopted by the City Council in January of 2011. The
Master Plan identifies the site as part of the Riverfront and Arts District. The plan
encourages new development to take advantage of public realm along the riverfront
through improvements to landscaping, pedestrian connections, and open spaces. The
preliminary development plan appears to be generally consistent with this intent.
Urban Village Plan
The purpose of the urban village overlay district is to:
1. Promote development of a compact pedestrian-oriented urban village providing
opportunities to live, work, shop, learn, and play in a unique, attractive, and
memorable environment at densities and intensities that support transit usage.
2. Promote a select mix of uses (residential, retail, business, institutional,
educational, cultural, and entertainment).
3. Enhance the urban village’s character through high quality urban design.
4. Promote the health, well-being, and social interaction of workers, visitors and
residents by creating an environment where people can incorporate physical activity
into daily life; by encouraging walking, biking, and alternative means of
transportation.
5. Create confidence in the future, incentive to stay and invest, plus long lasting
value. The development is generally consistent with the guidelines of the Urban
Village Plan. However, the Urban Village Plan encourages the reduction and
consolidation of curb cuts, similar to the DMC Design Guidelines and the DMC-
POZ,
Destination Medical Center District Design Guidelines
The following is a review of the proposed development in comparison to
applicable portions of the DMC Design Guidelines. Attached to the report
is a separate analysis of the guidelines that was completed by the
Metropolitan Design Center, who consulted in the creation of the DMC
Design Guidelines.
A.01 Create a Safe, Inviting, and Connected Public Realm
The development includes an amenity area at the terminus of 3rd
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Street SE within the development to allow for pedestrian
connections between 3rd Street SE and the walkways on the east
side of the development and along the Zumbro River. This type of
space is consistent with the intent of this goal to provide a
connected public realm. The design of this space is an important
aspect of its success. The driveway and drop-off area would
require pedestrians to cross a public alley and then a relatively
wide driveway before reaching a walkway to the east side of the
development. The design of this driveway and amenity area should
be refined to provide a more-continuous pedestrian connection
with lessened conflict between pedestrians and vehicles, or with a
design that prioritizes pedestrian movements.
A.08 Develop Mixed Use Neighborhoods
This guideline recommends mixed use development with below-
grade parking. This project is consists of a mixed-use building.
Proposed parking is not below grade, but is located on the floors
above the ground level, which removes parking from the ground
level where it could visually and physically impact the street
frontages and public spaces.
B.01 Design Streets for Pedestrians
This guideline includes recommendations for sidewalk widths,
street furniture, sidewalk materials, etc.
The site plan shows a 6-foot sidewalk width along the 2nd Street
SE frontage, which is the minimum sidewalk width recommended
by the DMC Design Guidelines. An 8-foot sidewalk width is
considered the ideal sidewalk width. The final development plans
should include sidewalk widths that meet or exceed the ideal 8-foot
width. The amenity zone for boulevard trees on this frontage is
wider than recommended by the DMC Design Guidelines, so the
sidewalk width could be increased through a reduction of the
amenity zone width.
The proposal does not include pedestrian amenity areas along
street frontages, and does not provide information on sidewalk
materials, on-site lighting, or other elements like trash receptacle
locations or drinking fountains. These elements are normally
shown on the final development plans. Conformance with this
guideline will be reevaluated at that time.
B.02 Design Streets for Bicycles
The preliminary development plan does not identify bicycle parking
locations. However, the traffic impact report identifies the intent to
provide 40 bicycle parking spaces. The final development plan will
need to show details for these bicycle parking spaces, including
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the design of bicycle racks and their locations. Additional off-street
bicycle parking may be required for new off-street parking facilities,
and will need to be provided on the final development plans.
B.10 Connect Street, Skyway, Subway Levels
The development proposes to connect street and skyway levels.
C.01 Design Buildings to Establish Sense of Urban Enclosure
The intent of this section is to allow for the placement of building
façades close to street frontages while promoting building step-
backs in upper floors to allow reduce blockage of natural light to
the street and sidewalks. The proposed development footprint
occupies almost all of the site, and generally includes building
placement adjacent to street frontages. The DMC Design
Guidelines specifically recommend a “zero setback” at ground level
and second floor, which would ideally place exterior walls abutting
the street rights-of-way. Setbacks are considered permissible for
façade articulation and to accommodate outdoor dining or seating
areas. The ground floor setback along 2nd Street SE is
approximately 30 feet in front of the hotel lobby to accommodate an
entrance driveway. The DMC Design Guidelines do not
recommend setbacks to accommodate car movements within a
site. This 30-foot setbacks along the 2nd Street SE frontages is
inconsistent with the Individual Sites and Buildings section of the
Design Guidelines. The DMC Design Guidelines recommend a
façade step-back for portions of the façade above 75 feet in height.
For both the north and south building, the podium height is
between 70 and 75 feet. Above this height, the building includes
step-backs along most facades.
C.02 Design Tall Buildings to Preserve Sunlight, Comfort, and Views
This development is located within an area identified by the DMC
Design Guidelines as a “Tall Building Zone” where building heights
may exceed six stories (75 feet). The placement of the towers on
the north sides of each podium building will minimize the amount of
time that shadows will effect surrounding development, and will
help to preserve views of the residential and hotel rooms within the
Holiday Inn building immediately to the west of the development.
C.03 Contribute to a Vibrant Streetscape
The DMC Design Guidelines recommend the placement of active
uses, building entrances at regular intervals and windows allowing
views into the building along the ground level. The development
would add active uses to all street frontages at ground level. The
building design includes significant window glazing on the first and
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second levels. Pedestrian entrances are spaced regularly along
the building facade.
C.04 Promote Quality and Permanence in Development
The building design appears to avoid building materials that are
prohibited by the DMC Guidelines, but callouts for building
materials are not provided on the building elevations or renderings.
This element of the DMC Design Guidelines should be reexamined
at the time of final plan review for consistency. The proposal does
not include information on the Visible Light Transmittance of
ground floor windows to ensure that highly reflective or darkly
tinted glass is not used.
C.05 Design for Coherency
This guideline includes recommendations for design details like
signage, awnings, lighting, and the screening of utility, trash, and
other equipment. Unless additional signage is requested with the
final incentive development application, the development will
generally follow Sign Standard C in the LDM as shown on the
development plans.
A delivery/ utility area is located on the west side of the site along a
public alley. According to the development plans, storage areas for
waste disposal appear to be contained within the building.
Additional detail for the locations and screening of utilities and
equipment will be necessary during the final development
application.
C.06 Design for Flexibility and Adaptability for future use
The DMC Design Guidelines include recommendations for floor-to-
floor heights, structural spacing, and parking structure design to
increase the ability for a building to be adapted for a different use
in the future. The proposed development appears to have partially-
sloped parking levels, which is not the ideal design for adaptability.
The structural column spacing within the building of at least 22 feet
appears to be met.
C.07 Create Spaces for Collaboration
The DMC Design Guidelines emphasize the need for collaborative
spaces that are an extension of the public realm. The development
design includes indoor and outdoor spaces that allow for seating
and a collection of restaurant uses that could be used for possible
future café/restaurant areas.
C.10 Design Roofs for Visual Impact and Sustainability
The preliminary plans do not provide sufficient information on
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rooftop functions and rooftop equipment to answer the questions in
the DMC Design Guidelines related to screening of equipment and
activities, the attractiveness of the rooftop when seen from above,
and the ability of the roof to support solar collectors. This guideline
should be revisited at the time of final plan review.
The floor plans show the intent for a 6th floor rooftop private
landscape/recreation area above the parking structure ramp on
both buildings. This area will also serve as an attractive visual
element for surrounding buildings that are tall enough to have
visibility of it.
C.11 Design Parking Structures to Enhance Pedestrian Realm
The preliminary development plans show flat floor plates within the
parking structures facing public streets, which is consistent with
this goal. Although building materials and an explanation of the
proposed elements were not included in the application, the
elevations and renderings illustrate the intent to screen parking
areas. The guidelines generally encourage enclosed parking. More
details on the amount of enclosure and the parking structure
materials will be needed with the final incentive development
application.
C.12 Make Parking Structures Adaptable to Future Uses
The structured parking within the development is integrated into
the building footprint on the second and third floors. The parking
levels appear to be flat on the side of the buildings that face east.
The west sides of the parking ramp are sloped, which is not ideal
for reuse. However, the parking structure within each building
appears to be efficient and designed for use within mixed-use
buildings, not as stand-alone parking structures. The building
elevations show a floor-to-floor height of 11 feet, which is a
relatively short floor-to-floor height to permit a future conversion to
another use, especially a non-residential use.
Destination Medical Center Parking Overlay Zone (DMC-POZ)
The DMC-POZ was approved in 2017 to replace the previous
Downtown Parking Overlay Zone (DPOZ), and to reflect the unique
characteristics of parking in the DMC District where a high level of
public transit service, centrally located public parking facilities,
metered street parking, and close proximity of different business,
institutional and public destinations facilitate much greater use of
alternative modes of travel. Within this district, private off-street
parking requirements are regulated differently than in other parts of
the City.
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The DMC-POZ also contains design provisions for the construction
of new parking facilities and driveways. The development proposal
includes 498 off-street parking spaces within structured parking for
the use or benefit of the project. Structured parking will be located
on floors 2-6 in the southern building and floors 3-5 in the northern
building. Both structures will abut the adjacent 3rd and 4th Street
SE frontages, which are identified as active/pedestrian street
segments. The DMC-POZ recommends separating parking
structures from street frontages both vertically with active uses on
the ground level and horizontally with active uses along the
exterior of parking levels. The placement of a minimum 15-foot-
wide area, located at ground level, between the new parking facility
and the sidewalk is recommended where Council determines that
fronting a new parking facility on an active street is unavoidable.
The amenity area at the terminus of 3rd Street SE serves this
purpose, but there is no proposed ground level pedestrian space
along the 2nd Street SE frontage to offset the placement of the
parking structure along the street frontage. In this location, there
are two levels of active uses separating the ground level from the
parking levels, but no active uses to shield parking along the
building façade on the parking levels.
Additionally, the DMC-POZ recommends that access to parking
structures should involve minimal interference with pedestrian
movements and must not be located along an active/pedestrian
street frontage. The development includes two separate access
driveways on 2nd Street SE to parking and drop-off areas within
the site and an access driveway from 3rd Street SE. Because 2nd
and 3rd Streets SE are identified within the DMC-POZ as
active/pedestrian street frontages, the proposed access points do
not meet DMC-POZ requirements. Council may approve this
proposed access to the parking structure if other locations are
considered infeasible because of physical limitations on the site.
During the review of the conditional use final development plan,
Council may approve elements of the design that do not comply
with the requirements of the DMC-POZ under several situations
(LDM 63.427, Subd. 11, B):
1. An alternative design includes amenities or improvements
above normal requirements that mitigate any adverse effects
of the alternative.
2. The alternative design solution will result in an improved
use of the land the preserves the purposes and goals of
applicable local regulations and plans.
3. Strict adherence to the provisions of the DMC-POZ is
impractical because of the site location or existing
conditions.
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The DMC-POZ and the DMC Design Guidelines either discourage
or prohibit the proposed driveway connections to 2nd and 3rd
Streets SE. Conditions of approval have been added to refine the
designs of these frontages. The 2nd Street SE frontage design
should be improved to shorten driveway crossings, reduce the
amount of private space along the frontage devoted to vehicle
movements, and increase sidewalk widths to be consistent with the
standards of the DMC Design Guidelines. Driveways along 2nd
Street SE should be consolidated, if possible. The 3rd Street SE
frontage should be refined to strengthen the pedestrian connection
through the driveway and vehicle turn-around area.
Central Development Core: The criteria listed in this paragraph
will be considered in granting bonus floor area in the Central
Development Core (CDC) District.
1) Architectural treatment that involves the restoration or
enhancement of significant historical, architectural or cultural
features of existing buildings, or new construction which is
harmonious with existing development in that: a) it avoids abrupt
changes in scale, or b) it incorporates increased setbacks at floors
above the second story.
At 28 stories in height, the proposed north tower is significantly
taller than development adjacent to the site. However, the project
site is located within an area identified by the DMC Design
Guidelines as a “Tall Building Zone” where building heights may
exceed six stories (75 feet). The towers within the development are
set back from the edges of the “podium” portion of the building,
which has a height similar to that of several surrounding buildings.
2) The design of the development incorporates features which
provide protection to pedestrian traffic from adverse climatic
conditions. Such features include:
a) Skyway or subway connections to adjacent buildings across
right-of-way;
b) Canopies or other exterior coverings over sidewalks;
c) Heated sidewalks;
d) Enclosed connections to public parking ramps, and
e) Provision of off-street or protected passenger loading zones.
As proposed, the existing skyway connections across 2nd Street
SE to the north, across the Zumbro River to the east, across the
alley to the west, and across 3rd Street SE will be maintained. No
new or additional skyway connections are proposed.
Canopies are proposed over walkways along the riverfront and at
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the 3rd Street terminus within the project site.
Passenger drop-off areas are proposed at the terminus of 3rd
Street SE and at the 2nd Street SE frontage of the development.
3) Provision of streetscape improvements which enhance the
visual appearance and create a feeling of openness on the site as
perceived at street level. Such amenities shall include boulevard
plantings, street lighting, sitting areas equipped with benches, or
other open space such as plazas or vest-pocket parks.
Along the 2nd and 3rd Street SE frontages, and along the majority
of the riverfront, the building will replace structured and surface
parking. Proposed elements such as 1) retail and restaurant uses
at ground level, 2) an amenity area and walkway connection to the
riverfront at the terminus of 3rd Street SE, and 3) the addition of
landscaping along these frontages will enhance the visual
appearance along street level.
5) Making available space for small retail or business uses that
have been displaced as a result of redevelopment occurring within
the Central Development Core district.
The development shows the intent for retail and restaurant uses on
the ground floor and second floor. The identified tenant spaces
range in size from several hundred to several thousand square
feet. The application does not specify the intended occupants for
these spaces, and does not identify the intent to attract displaced
business uses.
Incentive compliance summary
This development proposal meets incentives 1, 3, and 4. The development does
not appear to meet all of the elements of Incentive #5, but it does provide a
variety of sizes and locations of commercial spaces that could accommodate
displaced retail or other business uses.
WHEREAS, the Planning Department Staff recommended the following conditions of
approval if the Incentive Development application were approved:
1. Submission of final development plans shall include the following information:
a. Ideal widths for sidewalk zones from Section B.01 in the DMC Design Guidelines
shall be shown on the building plans. If these widths cannot be achieved, an explanation
shall be provided.
b. A detailed list of building materials shall be provided
c. A detailed list of ground surface materials shall be provided.
d. Street furniture and other pedestrian elements shall be identified.
e. The final development plans shall demonstrate compliance with vehicle and
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bicycle parking requirements, or shall include a request for a modification to these
standards.
f. Recreation area and landscape area calculations shall be provided based on the
applicable requirements of the Zoning Ordinance.
g. Detailed descriptions of the independent living, assisted living, and memory care
uses shall be provided, along with the necessary licenses from the State of Minnesota that
each will require.
h. Locations and screening of mechanical equipment shall be identified.
i. The addition of a third boulevard tree along the 4th Street SE frontage.
j. Revisions to the 2nd Street SE frontage design to shorten driveway crossings,
reduce the amount of private space along the frontage devoted to vehicle movements, and
increase sidewalk widths to be consistent with the standards of the DMC Design
Guidelines.
k. Revisions to the 3rd Street SE frontage to strengthen the pedestrian connection
through the driveway and vehicle turn-around area.
l. Additional information for intended signage for the various uses proposed within
the development.
m. A detailed parking analysis that identifies the parking requirement within the
DMC-POZ for each use and any parking reductions that are utilized.
2. This proposed project will include improvements to existing public infrastructure, as well
as, proposed private improvements within certain existing public right-of-way / easements.
The Developer’s, and the City’s respective obligations for construction and maintenance
(including snow removal) of improvements within the public right of way / easements needs
to be formally addressed by agreement, prior to final permit approval for this project. As
final project design features are formulated, the Developer should be coordinating with City
Administration and Public Works staff during the development review process to have the
City review the design features and prepare an appropriate agreement (Development
Agreement, Revocable Permit Agreement, Contribution Agreement. etc) to best
memorialize the parties’ obligations and to facilitate the redevelopment project.
3. Prior to final development plan approval, Grading & Drainage Plan approval is required
for this project.
4. Prior to final development plan approval, the Developer will need to seek and obtain
approval from the City Engineer for a Substandard Access as provided for in LDM 64.146
for the proposed ramp entrance /exit off of 2nd St SE, which does not meet access spacing
standards in LDM 64.143 from the abutting Public Alley.
5. Execution of a City-Owner Contract will be required for any new public improvements
associated with this project, concurrent with the installation of the improvements.
6. Execution of a separate Revocable Permit Agreement will be required for any private
improvements within the public right-of-way and other public easements, unless, said
encroachments are not otherwise addressed within some other City prepared Agreement.
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7. Development of the property is subject to a Sewer Availability Charge (SAC) and a
Water Availability Charge (WAC) which are due concurrent with issuance of a Utility
Connection Permit. The development is also subject to a Plant Investment Fee (PIF) which
will be calculated and collected as part of the Building Permit review and approval process.
8. A DNR Water Appropriation Permit will be required for the taking of water for temporary
construction dewatering not to exceed 50 million gallons, or for ongoing dewatering when
volumes exceed 10,000 gallons per day or one million gallons of water per year.
WHEREAS, on February 14, 2018, the Planning and Zoning Commission held a public
hearing on this Incentive Development Preliminary Plan, reviewed the application according to the
requirements of section 62.630, adopted all of the Planning Department’s recommended findings
of fact, and recommended approval of the application subject to the Planning Department’s
recommended conditions of approval as amended below:
1k. Revisions to the 3rd Street SE frontage to strengthen the pedestrian connection
through the driveway and vehicle turn-around area by considering an alleyway
connection alternative.
WHEREAS, the Planning and Zoning Commission added the following finding of fact to the
Planning Department’s recommended finding of fact for section 62.630, subd. 2(A)(2):
9. The final plan shall identify within the public right-of-way how bicycles, wheelchairs,
and pedestrians will move safely and directly and conveniently between 3rd Street
and the river trail.
WHEREAS, on March 19, 2018, the Common Council held a public hearing on the
Incentive Development Preliminary Plan (#2018-0001CUP), and gave all interested persons the
opportunity to make presentations and give testimony concerning the application; and,
WHEREAS, at the March 19, 2018 public hearing, the Council amended so as to read as
follows:
Condition 1 subd. n is added as follows:
n. A detailed access plan including skyway access is required prior to approval.
NOW, THEREFORE, BE IT RESOLVED by the Common Council of the City of Rochester
that it adopt the Planning and Zoning Commission's findings of fact, and that Incentive
Development Preliminary Plan (#2018-001CUP) is approved as stated above.
PASSED AND ADOPTED BY THE COMMON COUNCIL OF THE CITY OF
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ROCHESTER, MINNESOTA, THIS __________ DAY OF _______________, 2018.
___________________________________
PRESIDENT OF SAID COMMON COUNCIL
ATTEST: __________________________
CITY CLERK
APPROVED THIS _____ DAY OF ______________________, 2018.
__________________________________
MAYOR OF SAID CITY
(Seal of the City of
Rochester, Minnesota)
Zone15\\Incendev.18-01.prelim
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