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and public bodies; ability to positively alter present undesirable develop- ment and growth patterns; and expansion of open space. Much of the land within the Critical Area in the CAR communities has been developed (see Map 5A). Inventory - The riverfront in Champlin is almost entirely developed. The shoreline development has been almost exclusively singl~ family homes with some apartments in the older developed areas. Most of the shoreline within the developed area is privately owned, with the exception of Oxbow Park, Mississippi Shores Park and Mississippi Point Park in Champlin and several undeveloped public rights-of-way on the river. Many of the homes in the Critical Area are served by public sewer but areas that do not have public utilities will not have service available prior to the construction of the Champlin, Anoka, and .Brooklyn Park Interceptor (CAB). Although the developed neighborhoods along the river do not have the planning flexibility available in the undeveloped areas, some important issues such as building heights, existing river access, existing land uses, utilities, and site plan review procedures need consideration. (see Map 5A). Building Heights - As mentioned:previously, the EQB's interim:guidelines specify that all property within the Urban Developed District (with a few exceptions for bridges and agricultural buildings, etc.) shall be limited to 35 feet. Most suburban and rural communities including the CAR communities do not allow building heights greater than 35 feet at the present time. The height restriction poses no problem for single family homes or 2½ story "walk-up" apartments, but it would be-difficult to construct medium to high density residential structure~ without clustering, and still conform to the 30% lot coverage restriction of the municipal shoreline regulations. -23-