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d) Amend Minn. Stat. § 469.1763, subd. 3 <br />to eliminate the "Five-year Rule" for <br />districts that are taking longer to <br />develop; <br />e) Modify the housing district income <br />qualification level requirements to <br />allow the levels to vary according to <br />individual communities; <br />f) Encourage compact development and <br />consider reauthorization of compact <br />development TIF districts with <br />modifications to increase their <br />effectiveness; <br />Discourage any statutory mechanisms <br />that directly or indirectly decrease the <br />impact of city redevelopment and <br />economic development projects; <br />h) Amend Minn. Stat. § 469.174, subd. 25 <br />to provide time limits on the "deemed <br />increment" created by land sales, <br />leases and loans, and allow authorities <br />greater flexibility in the use of lease <br />revenues to fund ongoing operations; <br />i) Simplify the substandard building test <br />to resolve ambiguities and reduce the <br />continued threats of litigation; <br />Clarify that expenditures for the <br />necessary maintenance of properties <br />within TIF districts are an allowable <br />use of tax increment under Minn. Stat. <br />§ 469.176, subd. 4; and <br />k) Create an exception to the interfund <br />loan resolution requirement in Minn. <br />Stat. 469.178, subd. 7, allowing <br />interfund loans without a prior <br />resolution for "administrative <br />expenses" as defined by the TIF Act. <br />g) <br />j) <br />LE -27. Development Along Transit <br />Corridors <br />Issue: While the establishment of transit <br />lines and corridors provide the impetus for <br />economic development, there are limits to <br />existing development tools that hinder full <br />development of transit corridors. For <br />example, acquisition of land outside of the <br />line but within the corridor can be difficult, <br />and current tools are not well-suited for the <br />creation of public spaces, enhancement of <br />infrastructure, and investments such as <br />parking ramps that are necessary <br />components of a transit -oriented <br />development plan. <br />In 2008 the Department of Employment and <br />Economic Development (DEED) was <br />authorized to establish Transit Improvement <br />Areas, which should complement long-term <br />transportation planning initiatives such as <br />MAP -21 and Minnesota GO. Transit <br />Improvement Areas include parcels of land <br />that are located in part within one-half mile <br />of a transit station. A transit station is <br />defined as a physical structure or designated <br />area which supports the interconnection of <br />various transportation modes, including light <br />rail, commuter rail and bus rapid transit, and <br />which promotes and achieves the loading, <br />discharging and transporting of people. The <br />commissioner of DEED may designate a <br />Transit Improvement Area if it will increase <br />the effectiveness of a mass transit project by <br />incorporating one or more modes of public <br />transportation with commercial and housing <br />development, as well as providing a clean <br />and pleasant place for pedestrian use. DEED <br />has designated over 50 Transit Improvement <br />Areas; all but two are located in the seven - <br />county metropolitan area. Although the <br />language passed and was signed into law by <br />the governor (Minn. Stat. § 469.35), there <br />was no funding put into place to implement <br />the new program. <br />Response: The League of Minnesota <br />Cities urges the Legislature to increase <br />the ability of traditional economic <br />development tools, including tax <br />increment financing, tax abatement, and <br />special service districts, to address the <br />needs of transit -oriented development. <br />The League encourages the Legislature to <br />League of Minnesota Cities <br />2016 City Policies Page 63 <br />