HomeMy WebLinkAboutCity Council Packet 12-10-1997 Specialirp)
PLYMOUTH CITY COUNCIL
SPECIAL COUNCIL MEETING
WEDNESDAY, DECEMBER 10, 1997
7:00 P.M.
PUBLIC SAFETY TRAINING ROOM
1. Discussion of Street Assessment Policies
2. Discussion of Stop Sign Policy
3. Discussion of Status of Labor Negotiations (Council may close this portion of the
meeting)
4. Discussion of Status of City Reserve Funds
5. Discussion of Council Training & Conference Budget
6. Council Goals & Priorities Update
Updates as of Dec. 5, 1997 in BOLD
MAJOR ISSUES LIST
Item Comment First or Next
Official Action
1 Rottlund Development-Senior Housing Asbestos found on site; bond issue on hold. Meeting with all parties
to determine possible solutions. Initial estimate of cleanup=$7 million.
Redesigning project to fit un-contaminated portion of site.
Analyzing to determine if project still viable. Priority being
given to saving senior housing to avoid losing HUD funds.
2 Shenandoah Apartment Complex HRA recommending $100,000 of assistance. No TIF needed. December 17th CC
3 Shenandoah Townhomes Financing Request Bond issue being worked on.
Fed. Home Loan applications to help financing being prepared.
4 LifeTime Fitness/Plymouth ice Arena Attorney working on finalizing special assessments for parking.
5 Activity Center Architect's preliminary reportpresented Nov. 12th. Further work
on 34th Avenue underway. Possibility of moving HUD senior housing
to this site from Rottlund site being considered.
61 New High School/Peony Bridge Project Traffic congestion is occurring at beginning and end of school day.
Trafficsignal is approved and to be completed by Dec. 19th.
7 Zachary Lane Reconstruction Consultant selected June 18. Preliminary design and neighborhood Open House Jan. 5th
meetings held October27th. Report received Dec. 3rd.
8 Elim Homes Elim homes revising EAW. Waiting for them. No date yet
9 US West-cellular tower at Co.Rd 9/Fembrook US West seeking to go on to an NSP tower instead of residential
area. No formal application yet.
10 US West PCS tower at 15th & Xenium US West had decided to put the tower on the existing ATT
microwave tower. Negotiating with AT&T, nothing final yet.
I 11 County Communciations Antenna-Workhouse County proposes a 330 foot toweavith strobe lights at workhouse No date yet
to replace existing antenna. May have a choice of painting the tower red
and white or have medium density daytime strobe lights. EAW January 6th for
being finalized. Public meeting tentatively set for Jan. 6th. public meeting
12 Homestead Village (residential hotel proposal) Sketch plan received. Substantial agreement with Brown Market January 6th PC?
appears to have been reached.
13 West Medicine Lake Park Construction Paving in and playground complete. Outstanding work is shelters
and some of the sodding (next Spring).
14 Indoor Skate Park applications Second applicant withdrew. PC recommended approval 4-3. Staff December 17th CC
had recommended denial due to safety concerns.
15 Topaz Trucking Applicant extended review deadline 60 days to February 2nd. December 17th CC
EAW petition expected from residents.
16 Honeywell Nitrogen Plant Honeywell seeks CUP to allow a 42' tail nitrogen generator. December 17th CC
Neighborhood meetings held. Noise is main issue. PC
recommended approval.
17 Opus Project in Minnetonka Two office towers proposed along east side of Co.73 at 1-394.
Total of over 500,000 square feet. Traffic impacts in Plymouth possible.
18 Hans Hagen project Hearing on changes in berms scheduled. December 9th PC
January 7th CC
19 NSP installation of electronic meter reading NSP is scheduling the installation of more than a hundred boxes
equipment on outdoor poles. with antennas throughout the City, mostly on existing wood poles
to enable remote reading of electric meters. City zoning will
need to be amended and an encroachment agreement approved.
NSP's contractor began work without authorization, but has quit
t 650q
CITU OF
December 4, 1997
PLYMaUTR
To: City Council Members and Dwight Johnson
From: Judy Johnson
P.01
Attached are two letters to the editors of the Sun Sailor and the Lakeshore Weekly News
that I wrote which were printed in their following issues, It was brought to my attention
that whenever possible, as the ProPlymouth Pledge states, that I should give copies of my
correspondence to the council in advance. I wrote and faxed these letters on deadline
and did not realize that I should have included them in the next city council packet for
everyone's information. I apologize for this mistake. If you have any questions, please
give me a call. Thanks!
PLYMOUTH I l+r•autifU(1'lace'P) Livr
3,100 PLYMOUTH BOULEVARD 0 PLYMOUTH. MINNESOTA 55447-1482' 'VF-LEPHONE, (61 p) bUfj ;ilt;1,
P. 02
November 12, 1997
To the Editor of the Lakeshore Weekly News,
I am responding to the letter to the editor of November 6th from Kurt Erriekson of
AFSCME. In his letter he states that he is opposed to the Sentence to Serve and the
Institution Community Work Program rather than using maintenance employees in the
city of Plymouth.
In response, I care very much about out city employees and AFSCME Council 14 issues_
Before I was elected to office last year, I interviewed with AFSCME to discuss their
issues and show my support for organized labor in Plymouth, The specific program of
STS was not brought to my attention at that time.
As with most issues before the council, many people call, write or appear before the
council to voice their opinion on a matter of concern prior to our vote. No objection or
comment was received by me from anyone on this issue at that time. Before voting on
STS, I asked department beads about the program and noted completed STS projects on a
park tour. I had been, and am still, assured by our city staff that there is no public safety
issue with this program and that the projects are of value to our city and citizens.
In no way is my support of STS intended to be a vote against AFSCME. My vote for STS
is not a vote to replace city workers with inmates in order to exploit cheap labor nor was
it to place our public safety at risk, as the letter states. Just as our city employs numerous
citizen volunteers in Plymouth each year to accomplish tasks above and beyond what our
city budget allows, this program also provides additional help where we may not
otherwise have the resources and at the same time affords an opportunity to reform
criminal behavior. Those who have been sentenced to serve are required to do good and
make reparations in a community as .part of their debt to society.
As with any issue before me, I will gladly listen to all concerned citizens or groups when
given the opportunity.
Judy Johnson
Plymouth City Council Member At .Large
P.03
November 12, 1997
To Sally Thompson, Editor of the Sun Sailor,
The Thanksgiving season is upon us and I thought I would take this opportunity to
express my thanks and appreciation to the people of Plymouth for allowing me to serve
them this past year as their city council member. My first year in office is quickly
coming to an end and I find myself reflecting on how Fortunate we all are to live, work
and play in such a great city.
The city of Plymouth is truly blessed. I am thankful that our city is financially healthy
and our city takes remain low. Plymouth has beautiful parks, trails, lakes, wetlands and
open spaces for all to enjoy. Our community is safe with a dedicated public safety
department working hard at crime and fire prevention. Plymouth has wonderful schools
with teachers, families and a community dedicated to educate our children and provide
them with the brightest future possible. We have a strong religious community that is
there to meet our spiritual needs. Our citizens are caring and compassionate to those less
fortunate and volunteer to help one another in time of need. Our city employees are
talented and dedicated individuals who work hard to keep Plymouth such a beautiful
place to live. We are a city with a bright future on the horizon, and for that I am very
thankful.
A special thank you to all of the people who have contacted me throughout the year on
issues that have held special importance and significance to them. I appreciate their
commitment to get involved In local government, partner with their elected officials and
have a positive influence in our community. I hope that I have afforded the people of
Plymouth a strong voice on their behalf I truly enjoy my role on the city council and my
commitment to constituent service is of utmost importance to me_ Again, thank you for
the wonderful opportunity of serving you each day.
To all of the people of Plymouth, have a happy and blessed Thanksgiving!
With Warmest Regards,
Judy Johnson
Plymouth City Council Member At .Large
CITY OF PLYMOUTH
CITY COUNCIL AGENDA REPORT
DATE: December 5, 1997 for the City Council Meeting of December 10, 1997
TO: Dwight D. Johnson, City Manager
FROM: Fred G. Moore, P.E., Director of Public Works
SUBJECT: REVIEW OF THE CITY'S SPECIAL ASSESSMENT POLICY
ACTION REQUESTED: Make a motion to direct staff to prepare resolution amending
the special assessment policy as it pertains to multifamily parcels.
BACKGROUND: Based on issues raised on the street reconstruction assessment
policy, staff has investigated the special assessment policy as it relates to multifamily
parcels, and the "savings" or "loss" that is perceived when comparing final project costs
to feasibility report estimates. Each of these items are addressed individually. Attached
is the current policy as last revised in 1995.
Multifamily Parcel Assessments
The City has three methods of assessing street reconstruction costs based on the adjacent
landuse. Assessments are divided into single family residential, commercial/industrial
and multifamily. Single family parcels are assigned one residential unit, and assessed at
the residential per unit rate. The residential rate was established with the implementation
of the street reconstruction program in 1987, and is adjusted annually based on the
construction cost index. The single family rate for 1997 is $987 per dwelling.
Commercial/industrial assessments are calculated by converting the area of a parcel into
single family equivalent units". This is accomplished by dividing the lot area by the
minimum single family lot size in the RSF-1 zoning district (18,500 square feet). These
equivalent units are then multiplied by the commercial/industrial assessment rate. This
rate was established in 1995 using actual street reconstruction costs in an industrial area.
The rate for 1997 is $746/residential equivalent unit, and is adjusted annually by the
construction cost index.
F:\PW\Engineering\GENERAL\MISC\DAVE\Assessment policy memo.doc
The current method of assessing multifamily parcels is to convert the area of a lot into
residential equivalents as is done with the commercial/industrial parcels, then to
multiplying these units by a land density/trafficfactor and by the residential per unit
assessment rate. The traffic generated by a multifamily development was seen as the
major impact on the street condition. The traffic density factor was calculated by
recognizing that an average multifamily development has about 4.5 times as many units
per acre than do single family developments, but also recognizing that a single unit of
multifamily housing generates fewer trips per day than does a single family home (about
60% of the single family rate).. The traffic density factor was calculated by multiplying
the increased number of units (about 4.5) by the lower trip generation rate (60%) for a
factor of 2.775.
Testimony from property owners at the 1997 public improvement hearing has indicated
that they believe street reconstruction assessments for multifamily parcels are
disproportional to both the single family and commercial/industrial assessments. Staff
has reviewed the rationale that was used to establish the assessment policy, and feels that
these ideas are sound, but may be lacking in a major factor as it pertains to multifamily
parcels. Although multifamily developments do generate more traffic than do single
family developments, they are also a more efficient use of the land requiring less street
to serve the same number of units. The number of units in a multifamily development
of average density requiring '/a to 'h mile of street would require several miles of street
if replaced by the same number of single family homes. This efficiency is a factor that,
in addition to land density/traffic factor, should be applied to multifamily assessments.
Quantifying the efficiency of multifamily housing as compared to single family housing
is difficult due to the varied development styles and densities that are common in the
city. After several attempts, staff found that an efficiency factor of 2.5 to 3 seemed to
produce assessment rates that treated property owners fairly while still not shifting too
much of the project costs to the City. This efficiency factor has the effect of offsetting
the traffic density factor, thus removing both factors from the assessment equation.
Staff is recommending a modification to the assessment policy whereby assessments for
multifamily parcels are calculated by converting the area of the parcel to single family
equivalent units and applying the residential per unit assessment rate.
Regardless of the policy adopted by a city, or the rationale used to compute assessments,
state law prohibits assessing any amount that exceeds the benefit received by the
property due to the improvement. After applying the new assessment policy to several
parcels in the city, staff feels that the assessment amounts generated by the new policy
realistically reflect the benefit of the improvements to the properties.
Feasibility Report Cost Estimates
Typically, final project costs that are presented at an assessment hearing are compared to
the cost estimates that are prepared with the feasibility report. This is because the
F:\PMEngineering\GENERAL\MISC\DAVE\Assessment policy memo.doc
feasibility report estimates are used to establish a budget for the project early on in the
project process. The problem with this practice is that residents may perceive a
savings" or "loss" if there is a substantial difference between the feasibility cost
estimate and the final project cost. It is common to have a difference between these two
cost figures, sometime a significant difference, because of the limited information
available at the feasibility report level.
To address this situation, in the future staff will compare the final project costs to the
engineer's estimate, which is generated at the time of bidding, after the project has been
designed. This estimate is based on more accurate project information that the
feasibility estimate, and tends to more accurately reflect actual increases or decreased in
project costs experienced during construction. We hope that this will avoid confusion in
future assessment hearings.
RECOMMENDATIONS AND CONCLUSIONS: Staff recommends that the City
Council direct staff to prepare revisions to the special assessment policy as it pertains to
multifamily parcels.
Fred G. Moore, P.E.
Director of Public Works
attachment : Assessment Policy
F:\PW\Engineering\GENERAL\MISC\DAVE\Assessment policy memo.doc
CITY OF PLYMOUTH ASSESSMENT POLICY
STREET RECONSTRUCTION
ASSESSMENT POLICY
Street Reconstruction. The City Council has adopted a long-range plan providing for
the periodic reconstruction, including resurfacing, of all paved city streets. The City
Council adopted policies which are designed to ensure the orderly and fiscally
responsible implementation of this plan on a community -wide basis.
The following is the general Street Reconstruction Policy for special assessments to
benefiting property.
1. It is the policy of the City to special assess abutting benefiting property for
street reconstruction costs, but not in excess of the special benefit to the
property. This policy applies to all streets that are the responsibility of the
City.
2. The assessment rate for the reconstruction of previously paved streets shall be
determined annually by the City Council.
The assessment rate is based on the following:
a) It is the goal of this policy that benefited properties be assessed 30% of
the cost of the Pavement Management Program. The percentage of the
project assessed in any individual year will vary depending upon
construction requirements and the construction market.
b) Assessments shall not exceed any of the following:
i) the special benefit to the property being assessed;
ii) the total assessments in a maintenance district may not exceed the
project cost in the maintenance district;
iii) the total assessment for a project may not exceed the project cost.
Project cost includes both direct construction costs and all indirect costs such as
engineering and administration.
C) Assessments shall normally be levied for a period not to exceed five (5)
years. Longer assessment periods will be considered when other
assessable public improvements are being constructed at the same time.
I:\PW\Engineering\PROJECTS\7001 WEASIBI L\ASMTPOL. DOC
d) Assessments for single family parcels shall be made on a per parcel
unit) basis. The unit assessment rate for 1994 is $916. The rate shall
be adjusted annually based on the percent change in the "Construction
Cost Index" as published in the American City and County magazine,
with the base index being 138.2 (January 1994).
e) Multi -family housing parcels shall be converted into an equivalent
number of parcel units by dividing the area of the multi -family parcel by
18,500 (the City's established minimum lot size) and multiplying the
result by a density/traffic factor of 2.775. The density/traffic factor
relates the traffic generated per housing unit and the number of
allowable housing units on the property to a single family residential
property. The number of equivalent units are then multiplied by the
single family assessment rate to determine the assessment for the
property.
f) The area of commercial/industrial parcels shall be divided by 18,500 to
establish the number of equivalent units for the property. The 1994
assessment rate for each unit is $692, based upon the industrial portions
of the 1992, 1993, and 1994 Street Reconstruction Projects. This rate
shall be adjusted annually by the percentage change of the construction
cost index. Institutional properties such as schools, churches, and public
property are assessed as commercial/industrial.
3. For the purposes of street reconstruction, the project costs will include the cost
of replacing or repairing concrete curb and gutter. In those cases where
bituminous curbing is replaced with concrete curb and gutter, an additional
special benefit will be assessed. The cost to be assessed shall be the cost of
installing the concrete curb and gutter and assessed on a front foot basis. The
addition of a wider street or a storm sewer system may also be considered an
additional special benefit and may be assessed.
Senior Citizens and Disabled People Special Assessments Deferrals:
If you are at least 62 years of age and disabled, you may quality to have special
assessments deferred if they create a hardship for you.
I: \MEngineering\PROJECTS\7001 TEAS IBI L\ASMTPOL. DOC
Agenda Number: i -I V
CITY OF PLYMOUTH
CITY COUNCIL AGENDA REPORT
DATE: December 3, 1997 for the Special City Council Meeting of December 10,
1997
TO: Dwight D. Johnson, City Manager through _
1
Fred G. Moore, P.E., Director of Public Works
FROM: Daniel L. Faulkner, P.E. City Engineer
SUBJECT: "ALL -WAY" STOP SIGN POLICY/SPEED HUMP POLICY
ACTION REQUESTED: Review the results of the City of Lakeville "All -Way" Stop
Control Policy applied to six intersections in Plymouth as directed by the City Council at
the November 12, 1997 meeting. After discussion, provide direction to staff on how to
modify the Lakeville policy to meet the needs of Plymouth.
BACKGROUND: Following the moratorium on petitioned "All -Way" stop request
adopted by the City Council on October 15, 1997, a copy of the City of Lakeville "All -
Way" Stop Policy was provided to the City Council at the November 12, 1997 meeting. At
this meeting the City Council directed staff to conduct an analysis of six Plymouth
intersections using the criteria established in the Lakeville Policy. Of the six intersections,
five have been approved for "All -Way" stop installations within the past year, and the
sixth, 47"i Avenue and Cottonwood Lane, had a petition submitted during the moratorium.
Three of the intersections are on Zircon Lane at 37" Avenue, 34" Avenue and 32"d Avenue,
and two are on Valley Forge Lane at 48`" Avenue and at 47" Place/48`" Avenue.
Included in the City of Lakeville Policy is a residential street "All -Way" Stop Control
Justification Worksheet. This worksheet establishes a numerical point system for approach
speeds, traffic volumes, sight distance restrictions and other conditions, which includes
traffic accidents and above normal pedestrian activity. The City of Lakeville Policy
establishes a total point score of 100 or greater as the level at which an "All -Way" stop
control may be justified at the subject intersection. A score of 80 to 90 indicates conditions
at the subject intersection that do not justify "All -Way" stop control, but additional review
would be made within one year if the neighborhood was still interested. A score less than
80 indicates conditions that do not justify installation of an "All -Way" stop without a
significant change in conditions. It should be noted that the Lakeville policy indicates that
an intersection with a score of 100 points or greater may justify "All -Way" stop control.
The final City staff recommendation is made based on the worksheet and professional
judgment.
N:\P W\Engineering\SIGNS\STOP\MEMOS\Lakeville_Pol icy.doc
ALL -WAY" STOP SIGN POLICY/SPEED HUMP POLICY
Page 2
Since the November 12, 1997 Council meeting, City staff has obtained additional traffic
count information and determined sight distances per the Lakeville policy. With this
information and previous traffic/speed counts that were taken along Zircon Lane, Valley
Forge Lane and 47`h Avenue, the justification worksheets were completed for each
intersection. Copies of these worksheets are attached for your information and the results
range from 120 points to 150 points. It is interesting to note that all three intersections on
Zircon Lane received half of their points (60) due to sight distance restriction, i.e., less than
300 feet. The high number of points allocated to this item is due to the fact that the
stopping sight distance for vehicles traveling at 30 miles per hour is approximately 300
feet.
The two intersections analyzed on Valley Forge Lane both received 50 points due to the
small but significant number of very fast vehicles, i.e., 12 vehicles per day near 48°i
Avenue were exceeding 50 miles per hour and 20 vehicles per day were exceeding 50
miles per hour near 471h Place/48`h Avenue.
The last intersection analyzed, 47" Avenue and Cottonwood Lane, also received 50 points
for high speed traffic. In addition, this intersection received 60 points due to the relatively
high traffic volumes.
In applying the City of Lakeville Policy to the intersections analyzed in Plymouth, a few
modifications should be considered. In discussing the policy with Lakeville staff, they
assign points for the Approach Speeds category slightly different than the worksheet
instructs. The "highest recorded speed group" is typically discarded as being insignificant
due to the very small percentage of traffic in this range. I think it is important to retain the
highest recorded speed group" as citizens have expressed concerned with the "few" high
speeders. I recommend that there must be three or more observations in a 24 hour period
to establish the highest recorded speed group rather than "two" as indicated in the
Lakeville policy. In addition, I recommend that the speed ranges be modified to begin with
0 points at 30 miles per hour or less and increase in 5 mile per increments up to 50 miles
per hour. If people are traveling at or below the speed limit, no points should be assigned.
In the Traffic Volume category, I recommend that the "Minor" street daily traffic volume
be used as counted rather than taking only the approaching traffic times two. This should
not change the way points are assigned to this category. The reason for the change is that it
is very difficult to count traffic on only one half the street since our residential streets do
not have marked center lines. If the "Minor" street only forms a "tee" intersection, one-
half the volume would be used.
The sight distance restriction category should also be modified slightly by reducing the
points from 60 to 50 for sight restrictions less than 300 feet. While sight distance is a
rather critical element in reviewing the need for stop signs, 50 points is half of the 100
points needed to establish strong consideration for an "All -Way" stop installation. If the
sight distance restriction was substantially less than 300 feet, I would likely recommend
All -Way" stop be installed regardless of the other points.
N.\P W\Engineering\SIGNS\STOP\MEMOS\Lakevi Ile_POI icy. doc
ALL -WAY" STOP SIGN POLICY/SPEED HUMP POLICY
Page 3
If all of the above staff recommendations were applied to the six intersections analyzed the
following would be the result:
City of Lakeville Policy Modified Policy
1. Zircon Lane and 32"d Ave. 130 100
2. Zircon Lane and 34'h Ave. 110 90
3. Zircon Lane/Yellowstone Lane and
37'h Ave. 110 90
4. 48"' Ave. and Valley Forge Lane 140 120
5. 47'h Place/48'h Ave. and Valley
Forge Lane 100 100
6. 47"' Ave. and Cottonwood Lane 130 110
SPEED HUMP POLICY
Per staff research, only two cities have policies on speed humps, Burnsville and
Minneapolis. Copies of their policies are attached for your review and consideration.
RECOMMENDATIONS AND CONCLUSIONS: I recommend that the City Council
direct staff to modify the City of Lakeville- "All -Way" Stop Control Policy Worksheet as
follows (a copy of the recommended modifications are attached):
1. Approach Speeds: 0 points for 30 miles per hour or less, 10 points for 31 to 35 miles
per hour, 20 points for 36 to 40 miles per hour, 30 points for 41 to 45 miles per hour,
40 points for 46 to 50 miles per hour, and 50 points for 51 miles per hour or more.
2. Approach Speeds: The highest recorded speed group with three or more observations
in a 24 hour period.
3. Traffic Volumes: The highest "Minor" street daily traffic volume (not two times
approaching only).
4. Sight Distance Restriction: 50 points rather than 60 points for sight distances less than
300 feet.
e44,ua 7e.
DanielL. Faulkner, P.E.
attachments:
City of Lakeville All -Way Stop Control Justification Worksheets
City of Lakeville All -Way Stop Control Policy
Speed Hump policies, City of Burnsville, City of Minneapolis
N.\PW\Engineering\SIGNS\STOP\MEMOS\LakeviIIe_Policy. doc
CITY O F LA KEV 1 L L E DEPARTMENT OF OPERATIONS AND MAINTENANCE
RESIDENTIAL STREET ALL -WAY STOP CONTROL JUSTIFICATION WORKSHEET -]
UNTERSECTION LOCATION: Z, -f -eon Lzne_ yid 3AB 4Ven;ae
EXISTING TRAFFIC CONTROL: W.B. 02 en DATE:
ihis Residential Street All -Way Stop Control Justification Wcrksheet is applicable only to intersections of residential streets with sceed limits
of 30 miles per hour. 'his prcceedure is 'not' to be acptied to the intersection of a local residential street with a major collector or arterial
street as identified in tt.e Cltys Transportation Plan.
I
I '
IRESIDENTS' P I T ION
A petition has been sucmitted to thekCity which has been signed by more than E0% ct the residents within 3co feet of the subject intersec:!cn
and vino live on the streets ;hat would be affected by the requested All -way Stoo Ccntrol.
SUBMI iIED BY: DATE:
ADDRESS: PHONE:
APPROACH SPEEDS
11112
Unccntrciled approach speed. Check two boxes. ane lcr the 85th percentile 27.5 miles per hour er less 0 paints
aeproacn speed greuo and one for the hignest reccrced speed grouo with
27.6 to 32.5 miles per hour 10 points I
fro cr more observations.
to 37.5 mites per hour 20 points
1O32.
5
1 = 85th percentile approach speed (hignes; acproacn).
hour 30
21 = highest recorded speed group wit;li :ho or more observations.
37.6 to 42.5 mites per
12.6 to 47.5 mites per hour
points
40 points
47.6 to 52.5 miles per hour 50 points
52.6 mites per hour or more 60 points
TRAFFIC VOLUMES
72
intersect'cn approach daily traffic volume. Less Cian 250 vehic!es per day 0 paints
total major street approach volume and one for the highest minor street leg. 50!o 150 vehicles per day 10 pcirts
420 M = total daily traffic volume for both major street approaches. 450 to 700 vehicles per day 20 points
highest minor street approach daily traffic volume (times two). 700 to 1000 vehiCes per day 30 points0
More than 1000 vehicfes per day 40 points
SIGHT DISTANCE RESTRICTION
The safe stopping sight distance on any uncontrolled aeproach is restricted to less than 300 feet by horizontal andtor 60 points
vertical roadway alignment. or by other 'permanent' obstructions to signt distance.
The safe stopping signt distance on any uncontrolled approach is greater than 300 feet but less than 450 feet due to 10 points
horizontal and(or vertical roadway alignment. or other *permanent' obstructions to sight distance.
I
OTHER CONDITIONS
The number of reported traffic accidents at the sublet: intersection within the past 12 months =
0 x (times) 10 points=
School. park. bus stco or other major pedestrian generator causing many pedestrians to cross the subject intersection. 10 points
PREPARED BY:
Total Points E1310 --J
It the worksheet point total Is greater than or equal to too, all -way stop control may be 'justifled' at the subject intersection.
See the reverse side of this worksheet for an explainatlon of the results of this review and the status of this request.
CITY OF LA KEVI L L E DEPARTMENT OF OPERATIONS AND MAINTENANCE
RESIDENTIAL STREET ALL -WAY STOP CONTROL JUSTIFICATION WORKSHEET
11TERSECTION LOCATION: e / rCon Z&17C and 3 z1 614* t,ce
EXISTING TRAFFIC CONTROL: YY.t3. 57'P mn
3111' 4Ve . DATE:
ihis Residential Street All -Way Stop control justification'Nerksneet is applicable oniv to intersections of residential streets with speed limits
of 30 miles per Hour. 7His prcceedure is 'not' to ce acpiied to the intersec:icn of a local residential street with a major collector or arsenal
street as identified in the C;t/s Transportation Plan.
RESIDENTS' PETITION
A petition has been sucmitted to znorty which has teen signed by more than 50°b cf the residents within 3C0 feet of the subject intersect!cn
and wmo live on the streets Char would be affected by the requested All -way Stop Ccntrol.
SU6NII 7-E D 9Y: DATE:
ACCRESS:
PHONE:
APPROACH SPEEDS
71772
Unccntrctled acproacn speed. Check Ora boxes. ore for the 85th percentile
acproacn speed greuc and one for the highest reported speed group whin
two or mcre ccservaticns.
D = 85tn percentile appreacn speed (hignest acproacn).
20 721 = hignest recorded speed group with ,wo or more observations.
27.5 miles per hour or less 0 points 110
27.5 to 32.5 miles per hour 10 points
32.5 to 375 miles per hour 20 points
37.6 to 42.5 miles per hour 30 points
42.5 to 47.5 miles per hour 40 points
47.5 to 52.5 miles per hour 50 points 0
52.5 miles per hour or more 60 points El
TRAFFIC VOLUMES
z
Intersection approach dairy traific volume. Check ewo ccxes. cre fcr':;e Less than 250 vehicles per day 0 paints
total major stteet approach volume and one for the highest minor street leg. 250 to_110 venic!es per day 10 pcir.ts
ao n = total daily traffic volume for both major street approaches. 450 to 700 vehicles per day 20 points ®
o r2= highest minor street approach daily traffic volume (times two). 700 to 1000 vehicles per day 30 points El
More than 1000 vehicles per day 40 points
SIGHT DISTANCE RESTRICTION
The safe stopping signt distance on any uncontrolled aeproach is restricted to less than 300 feet by horizontal and/or 60 points
vertical roadway alignment. or by other 'permanent' obstructions to signt distance.
The safe stopping signt distance on any uncontrolled approach is greater than 300 feet but less than 450 feet due to t0 points
horizontal and/or verucal roadway alignment, or other "permanent' obstructions to sight distance.
OTHER CONDITIONS
The number of reported traffic accidents at the subject intersection within the past 12 months = x (times) 10 points=
School, park, bus stco or other major pedestrian generator causing many pedestrians to cross the subject intersection. 10 points
PREPARED BY:
Total Points %
0
It the worksheet point total Is greater than or equal to 100, all -way stop control may be 'justllled' at the subject intersectlon.
See the reverse side of this worksheet for an explainatlon of the results of this review and the status of this request.
CITY OF LAKEVILLE DEPARTMENT OF OPERATiONS AND MAINTENANCE
RESIDENTIAL STREET ALL -WAY STOP
Ln --
JUSTIFICATION WORKSHEET
INTERSECTION LOCATION: Ir u' X2-1/vws6g- ZA q4"' ,37!6,re,
EXISTING TRAFFIC CONTROL: iE S p m 7 ffV2 DATE:
7nis Residential Street All -Way Stop Control Justification'Nerksheet is acclicable only to intersections of residential streets with speed limits
ai 30 miles per hour. , nis prcceedure is 'not' to ce acptied to the intersec:icn of a local residential street wth a major collector or artenal
street as identified in the C;hjs Transportation Plan.
RESIDENTS' P t L ION
A petition has teen sucmitted :o thekCihl vmich has teen signed by more than S0% of the residents within 309 feet of the subject intersec icn
and wrio live an the streets that would be affected by the requested All -y, -ay Stop Ccntrct.
SUBMI Ii ED BY: DATE:
ACCRESS: PHONE:
APPROACH SPEEDS 111121
Uncontrolled acpreacn speed. Check two boxes. one for the 85th percentile
acproach speed group and one for the highest reccrced speed grouo 1th
w or more ccserraticns.
fan = 85th percentile acproach speed (hignest acproacn).
n = hignest recorded speed group nth - o or more observations.
27.5 miles per hour cc less 0 points 110
27.0' to 32.5 miles per hour 10 points
32.5 to 37.5 miles per hcur 20 points
37.5 to 42.5 miles per hour 30 points
42.5 to 47.5 miles per hour 40 points
47.5 to 525 miles per hour 50 points
52.5 miles per hour or more 60 points
ITRAFMC VOLUMES
2
Intersectcri acproach darty tr",ic volume. c~; c,t ,oc :cxes. one !cr t~e Lass than 250 vehicles per day 0 points [9
total major street approach volume and one for the highest minor street leg.
250'a .59 vehicles per day 10 pcir.is 130
o p = total daily traffic vettune for both major street approaches. 450 to 700 vehicles per day 20 points
highest minor street approach daily traffic volume (times two). 700 to 1000 vehicles per day 30 points
More than 1000 vehicles per day 40 points
SIGHT DISTANCE RESTRICTION
The safe stopping sign; distance on any uncontrolled approach is restricted to less than 300 feet by horizontal and/or 60 points
vertical roadway alignment, or by other 'permanent' obstructions to signt distance.
The safe stopping signt distance on any uncontrolled approach is greater than 300 feet but less than 450 feet due to 10 points
horizontal andlor vertical roadway alignment, or other 'permanent' obstructions to sight distance.
j
OTHER CONDITIONS
The number of reported traffic accidents at the subject intersection vnthin the past t2 menths = x (times) 10 points=
School, park, bus stco or other major pedestrian generator causing many pedestrians ;o cross the subject intersection. 10 points
J
PREPARED BY:
Total Points
It the worksheet point total Is greater than or equal to 100, alt -way stop control may be 'Justified- at the subject intersection.
See the reverse side of this worksheet for an explaination of the results of this review and the status of this request.
CITY OF LA KEV I L L E DEPARTMENT OF OPERATIONS AND MAINTENANCE
RESIDENTIAL STREET ALL -WAY STOP CONTROL JUSTIFICATION WORKSHEET
INTERSECTION LOCATION: q8'h 1ye_x Lam_ and ValleyEtVe, Z4/7'e
LISTING TRAFFIC CONTROL: . S{z 7 {`C• DATE:
ihis Residential Street All -Way Stop Control Justification Wcrksheet is acclicable only to intersect:ens of residential streets with speed limits
of 30 miles per hour. -his preceedure is 'not' to ce acptied ;o the intersection of a !coal residential street with a major collector or arteral
street as identified in ;he City's Transportation Plan.
iRESIDENTS' P IFINON
A petition has been sucmitted to theaC!ty wmich has teen signed ty more than 5046 ci the residents •within 300 feet of the subject intersection
and who live on the streets ;hat would be affectec ty the requested All -way Stop Cantrcl.
SUSIM1 i ED 9Y: DATE:
ACORESS: FHCNE:
APPROACH SPEEDS 11112
Uncontrolled acproacn speed. Check rwo boxes. one fcr the 85th percentile 27.5 miles ter hour cc less 0 points
approach speed group and one for the hignest reccrced speed group wth
27.3 to 32.5 miles per hour t0 points
wa armor observat!cns.
22.5 to 37.5 miles per ^our 20 points
85th percentile approach speed (hignest acproaca).
42.hour 20 El 1137.6
6.0 F2 = highest recorded speed group witn ,ew or more observations.
to 5 miles per points
4012.5 to 47.5 miles per hour paints
47.55 to 525 miles per hour 50 points
52.3 miles per hour or more 60 points
TRAFFIC VOLUMES
1 2
intersec len ar roach daily traffic volume. Check r+e boxes. cne !or ;~e Less :"an 250 vehides per day 0 points
total major street approach volume and one for the highest minor street leg.
250 tp..`C vehicles ter day 10 pcir.ts
r M = total daily traffic volume for both major street approaches. 450 to 700 vehicles per day 20 points
o 27r2— = highest minor street approach daily traffic volume (times rwo). 700 to 1Co0 vehicles per day 30 points
More than 1Coo vehicles per day 40 points Cl
DISTANCE RESTRICTIONSIGHT
The safe stopping sight distance on any uncontrolled approach is restricted to less than 300 feet by horizontal and/or 60 points U1
vertical roadway alignment. or by other 'permanent' obstructions to sight distance.
The safe stopping sight distance on any uncontrolled approach is greater than 300 feet but less than 450 feet due to 10 points
horizontal and/or vertical roadway alignment. or other'pennanent' obstructions to sight distance.
OTHER CONDITIONS
The number of reported traffic accidents at the subject intersection within the past 12 months = x (times) 10 paints = 0
School. park. bus stop or other major pedestrian generator causing many pedestrians to cross the subject intersection. 10 points
J
PREPARED BY:
Total Points EliE
It the worksheet point total Is greater than or equal to too. all -way stop control may be 'justltled' at the subject intersection.
See the reverse side of this worksheet for an explainatlon of the results of this review and the status of this request.
CITY OF LA KEVI LLE DEPARTMENT OF OPERATIONS AND MAINTENANCE
RESIDENTIAL STREET ALL -WAY STOP CONTROL JUSTIFICATION WORKSHEET
INTERSECTION LOCATION:
EXISTING TRAFFIC CONTROL:
q7 i Ave
en 4/7
kewuieaac/ Valle
DATE:
LQh e
his Residential Street All -Way Stop Control Justification'Ncrksneet is acclicable only to intersections of residential streets rnth speed limits
of 30 miles per hour. This proceedure is 'not' to ce acpiied to the intersection of a kcal residential street with a major collector or anenai
street as identified in the City's Transportation Plan.
I
RESiDENTS'PETT ION
A cetition has been suomitted to thakCity wnich has teen signed by more than 50°6 of the residents within 3C4 feet of the subjec: intersection
and -wno live on the szraets that would be affectec by the requested All -way Stop Control.
SUBMITTED BY:
ACDRESS:
DATE:
PHONE:
APPROACH SPEEDS 11112
Uncontrolled acproacn sceed. Check two boxes. one to zne 85th percentile
aeproacn speed groue and one for the hignest reccrced speed group with
Cwo or more observaticrs.
0
i = 85th percenule appreacn steed (hignest approach).
PC n = hignest recorded speed group • nth ,-,Yo cc more observations.
27.5 miles per hcur or less 0 points
27.3 to 32.5 miles per hour 10 ceints
32.5 to 37.5 miles per neur 20 ceints
37.5 to 42.5 miles per hour 30 points El
42.5 to 47.5 miles per hour 40 points
47.66 to 52-5 miles per hour 50 points
52.5 miles per hour or more 6660 points
TRAFFIC VOLUMES
t_ 2
intersect'en approach :wily trific volume. C~E C ,"fA coxes, ene'cr ,he Less than 250 vehicles per day 0 points
total major street approach volume and one for the highest minor street leg.
25v to -tyC vehicles ;ger day 10 ccirts [,I
A'Dp = total daily traffic volume for both major street approaches. 450 to 700 vehicles per day 20 pointsWMA17
highest minor street approach daily traffic volume (times two). 700 to 1004 vehic!es per day 30 points
More than 1000 vehic!es per day 40 points
SIGHT DISTANCE RESTRICTION
The safe stopping sight distance on any uncontrolled approach is restricted to less than 300 feet by horizontal and/or 60 points
vertical roadway alignment, or by other *permanent' obstructions 10 sight distance.
The safe stopping sight distance on any uncontrolled acproach is greater than 300 feet but less than 450 feet due to 10 points
horizontal and/or vertical roadway alignment. or other 'permanent' obstructions to sight distance.
OTHER CONDITIONS
The number of reported traffic accidents at the subject intersection within the past 12 months = x (times) 10 paints =
School. park bus stco or other major pedestrian generator causing many pedestrians to cross the subjec, intersection. 10 points
o
PREPARED BY: Total Points
It the worksheet point total Is greater than or equal to 100. all -way stop control may be 'Justified' at the subject intersection.
See the reverse side of this worksheet for an explaination of the results of this review and the status of this request.
CITY OF LA KEVI LLE DEPARTMENT OF OPERATIONS AND MAINTENANCE
RESIDENTIAL STREET ALL -WAY STOP CONTROL JUSTIFICATION WORKSHEET
INTERSECTION LOCATION: W 1.4ye w QA/L'C!Y 61k.4wood
EXISTING TRAFFIC CONTROL: /V.6. E/0,0 0/7 G- 4/7UIVe DATE:
f
iris Residential Street All -Way Stop Control Justification'Ncrksheet is acolicable only to intersections of residential streets with sceed limits
of 30 miles per hour. This prcceedure is 'not* to ce acptied ;o the intersec:ien of a Iccal residential street rntri a major collector or artenal
street as identffied in the City's Transportation Plan.
RESIDENTS' P =10N
A cetition (las been submitted to thekCity which has teen signed by more than 50°16 cf the residents within 300 feet of the subject intersection
and uno live on the sreets that would be affec:ea by the requested ll -way Stoo Ccnaol.
SUBMITTED BY: DATE:
ADDRESS: PHONE:
APPROACH SPEEDS 111121
Uncontrolled acprcac sceed. Check rro boxes. one fcr the 85th percentile
approach speed group and ene for the highest reccrced speed group •with
A,o or more ocservaticns.
85ta percentile acproaca speed (Ngnest acproac^).
60 = highest recorded speed group with - o or more observations.
27.5 miles per hcur or less 0 points 1111
27.5 to 32.5 miles per hour 10 points I
32.5 to 37.5 miles per hour 20 points
37.5 to 42.5 miles per hour 30 points I
42.5 to 47.5 miles per hour 40 points
47.6 to 525 miles per hour 50 points
52.5 miles per hour or more 60 pcints
TRAFFIC VOLUMES 1 - 12
Intersec:ien arproaci daily traffic volume. Cheer ;+o coxes, ene fcr t e Less "an 250 vehicles per day 0 points 1111
total major street approach volume and one for the highest minor street leg.
250 to = 0 vehicles per day 10 pcints
3 V_ 1l = total daily traffic volume for both major street approaches. 450 to 700 vehicles per day 20 points
o n = highest minor street approach daily traffic volume (times two). 700 to 1000 vehic:es per day 30 points
More than 1000 vehiCes per day 40 points ®
SIGHT DISTANCE RESTRICTION
The safe stopping sight distance on any uncontrolled approach is restricted to less than 300 feet by horizontal and/or 60 pcints
vertical roadway alignment, or by other 'permanenr obstrucions to sight distance.
The safe stopping sight distance on any uncontrolled acproach is greater than 300 feet but less than 450 feet due to 10 points
horizontal and/or vertical roadway alignment, or other *permanent' obstructions to sight distance.
OTHER CONDITIONS
r1
j
The number of reported traffic accidents at the subject intersection within the past 12 months x (times) 10 points =
School, park bus stco or other major pedestrian generator causing many pedestrians to cross the subject intersection. 10 points
PREPARED BY: Total Points DIE
It the worksheet point total Is greater than or equal to too. all -way stop control may be 'justifled- at the subject intersection.
See the reverse side of this worksheet for an explainatlon of the results of this review and the status of this request.
f E e041,144EWoiEl) M06IF16,47-10k1s
CITY OF LAKEVI LLE DEPARTMENT OF OPERATIONS AND MAINTENANCE
rRESIDENTIAL STREET ALL -WAY STOP CONTROL JUSTIFICATION WORKSHEET j
INTERSECTION LOCATION:
EXISTING TRAFFIC CONTROL: DATE:
Tints Residential Street All -Way Stop Control Justification Worksheet is applicable only to intersections of residential streets with speed limits
of 30 miles per hour. 7his proceedure is 'not' to be appiied to the intersection of a local residential street with a major collector or arterial
street as identified in the Citys Transportation Plan.
AESiDENTS' PETITION
A petition has been sucmitted to thakCity which has been signed by more than 50% of the residents within 300 feet of the subject intersection
and who live on the streets that would be affected by the requested All -way Stop Control.
SUBMITTED BY: DATE:
ADDRESS: PHONE:
APPROACH SPEEDS
1 2-
Uncontrolled approach speed. Check two boxes, one for ;he 85th percentile
30
iii miles per hour or less 0 paints
approach speed group and one for the highest reccrced speed group with 31
37.r- to 9miles per hour 10 points
two or more observations.
346 qo
Z2e4 to 47,i miles per hour 20 points
85th percentile approach speed (hignest aoproacn). 41 S
B -,G to . miles per hour 30 points
DZ = highest recorded speed group with o or more observations. p4%) 4mites per hour 40 points
h4tee I M;Ar t per, r, oriwN",t
50 points
TRAFFIC VOLUMES
2
Intersection approach daily traffic volume. Check two boxes, one for the Less than 250 vehic!es per day 0 points
total major street approach volume and one for the highest minor street leg.
250 to 450 vehicles per day 10 points
11 = total daily traffic volume for both major street approaches. 450 to 700 vehicles per day 20 points
22 = highest minor street apXch daily traffic volume (tim 700 to 1000 vehicles per day 30 points
A`
More than 1000 vehicles per day 40 points
SIGHT DISTANCE RESTRICTION 5-0
The safe stopping sight distance on any uncontrolled approach is restricted to less than 300 feet by horizontal and/or 11-
64oints
vertical roadway alignment, or by other'permanenr obstructions to sight distance.
The safe stopping signt distance on any uncontrolled approach is greater than 300 feet but less than 450 feet due to 10 points
horizontal and/or vertical roadway alignment, or other 'permanent' obstructions to sight distance.
BOTHER CONDITIONS
1
The number of reported traffic accidents at the subject intersection within the past 12 months = x (times) 10 points =
School, park bus stco or other major pedestrian generator causing many pedestrians to cross the subject intersection. 10 points
PREPARED BY:
Total Points
It the worksheet point total Is greater than or equal to 100, all -way stop control may be 'Justified' at the subject intersection.
See the reverse side of this worksheet for an explaination of the results of this review and the status of this request.
L Q.Kev;11e,
ALL -WAY STOP
CONTROL POLICY
CITY OF LAKEVILLE G
DAKOTA COUNTY, MINNESOTA
RESOLUTION
DATE: aoril 21, 1997 RESOLUTION NO: 97-89
MOTION BY: Holberg SECONDED BY: Mulvihill
RESOLUTION AUTHORIZING
ESTABLISHMENT OF AN
ALL -WAY STOP CONTROL POLICY
WHEREAS, in an effort to address numerous requests by residents to establish All -Way Stop Control
intersections, on September 3, 1996, City Council authorized the establishment of a Traffic Safety
Committee to develop an All -Way Stop Control Policy, and
WHEREAS, this Committee consisted of 4 residents of the City, Steve Pecho, Greg Doyle, Ron Nystuen
and Robin Brown, and 4 City staff personnel to include the: Director of Operations & Maintenance Don
Volk, Police Lt. Richard Schwartz, Assistant City Engineer Tim Hanson, and Council Member Mary Liz
Holberg, and
WHEREAS, it was the goal of this Committee to establish an All -Way Stop Control Policy which would
establish consistency in reviewing All -Way Stop Control intersection requests throughout the City on
neighborhood streets, and
WHEREAS, this Policy was to be established to remain consistent with the Lakeville Transportation Plan
and the Manual on Uniform Traffic Control Devices, and
WHEREAS, this Policy will be reviewed annually to insure effectiveness in review of All -Way Stop
Control intersections requests.
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Lakeville that the attached All -
Way Stop Control Policy be authorized for implementation to be effective on the date of Resolution
approval.
APPROVED AND ADOPTED this 21st day of April , 1997, by the City Council of the City
of Lakeville.
CITY OF LAKEVILLE
BY:
Duane Zaun, M6ir
TEST:
harlene Friedges, City Jerk
CITY OF LAKEVILLE
DEPARTMENT OF OPERATIONS
MINTENANCE
ALL- WAY STOP CONTROL
POLICY/ PROCEDURES
JUSTIFICATION WORKSHEET -
USE AND APPLICATION GUIDELINES
ALL -WAY STOP CONTROL JUSTIFICATION WORKSHEET
RESIDENTS' PETITION
0 INFORMATIONAL FLYER
CITY OF LAKEVILLE DEPART -HENT OF OPERATIONS & ivL- INTEN kNCE
RESIDENTIAL ALL -WAY STOP CONTROL REQUEST
POLICY/PROCEDURES
Due to the increasing number of requests for all -way stop control and to address concerns
for vehicle speed and safety in residential neighborhoods, the City established a traffic
safety policy committee to review current residential all -way stop control policy and
procedures and recommend necessary changes in these policies and procedures.
This appointed committee was made up of representatives from the City Council. local
neighborhood residents and staff members from the operations and maintenance,
engineering and police departments. This committee was assisted by the City's traffic
engineering consultant.
Meeting regularly the committee compiled and revie%ved extensive materials concerning
all -way stop control, neighborhood safety issues and other measures to respond to
neighborhood residents concerns and the subsequent requests for all -way stop control.
Based on this work the committee has formulated a recommended policy and procedure
to respond to requests for all -way stop control in residential neighborhoods and to address
the safety and quality of life issues related to these concerns. It is the ij gent of this policy
to address the need for a review. screening and justification procedure for the installation
of all -way stop control in residential neighborhoods.
The Minnesota Manual on uniform Traffic Control Devices establishes "warrants" for
ail -way stop control. However, these warrants are not intended to address the conditions
present on residential neighborhood/local streets. These 11VIrv3,VfUTCD warrants are
intended to address the conditions present on higher functional classification roadways
such as major collector and arterial streets.
The City of Lakeville residential all -way stop control policy recognizes that there are
conditions that may justify all -way stop control at local residential street intersections .
These predominant causes or conditions are related to vehicle speed, traffic volume, sight
distance, pedestrian activity and traffic accident history. It also recognizes that there
must be a method to screen requests for all -way stop control in order to reduce the
indiscriminate use of all -way stop control where it is not justified.
Upon receiving an initial request for all -way stop control the city will provide the
interested party with an informational flyer describing the policy and procedure and
specific information concerning all -way stop control. what it can and cannot do for the
neighborhood. what the likely side effects of all -way stop control are, what cautions
should be considered, and who they should contact at the city should they choose to go
forward with their request for all -way stop control. Along with this flyer, a petition form
and instructions for use will be attached in order to obtain support in the form of
signatures from the neighborhood.
Should the neighborhood decide to go forward with their all -way stop control request,
they should complete the attached petition form and submit this petition to the City of
Lakeville Operations and Maintenance Department. Once this signed petition has been
received by the Operations and Maintenance Department a site survey and traffic data
collection will be scheduled for the subject intersection. This site survey and data
collection can be done only from Slav through October due to weather related conditions.
This site survey will include traffic volume counts on all intersection leas and an
approach speed survey on the uncontrolled approaches. A review of sight distance,
pedestrian use and traffic accident history for the past 12 months will also be completed.
When the site survey/traffic data collection has been completed, the subject site will be
evaluated based on a worksheet system where points are scored for the various speed,
volume, sight distance, traffic accident history and pedestrian use criteria. When a
minimum point threshold is reached or exceeded the all -way stop control may be
justified. The final recommendation to install all -way stop control will be made based on
this evaluation and the professional judgment of the appropriate city staff.
Once the final recommendation to install all -way stop control has been given, for the
subject intersection the appropriate Resolution for City Council action will be prepared
and included in the agenda for the next available City Council meeting. The
neighborhood will also be notified of this action.
If the final recommendation for the subject site is not to install all -way stop control, the
neighborhood will be notified of that decision and provided additional materials relative
to their case and what other actions or measures could be considered.
USE AND APPLICATION GUIDELINES FOR THE
CITY OF LAKEVILLE RESIDENTIAL ALL -WAY STOP CONTROL
JUSTIFICATION WORKSHEET
The residential all -way stop control justification worksheet was developed in order to
respond to increasing requests by residents for all -way stop control to address safety
concerns in their neighborhoods.
This worksheet is the product of a cooperative work between residents, city council, city
staff. and assisted by the City's traffic engineering consultant, all part of an appointed
traffic safety policy committee. In following the intent of the recommended policy and
procedures for residential all -way stop controls, this worksheet was developed to evaluate
the speed, volume, site distance, traffic accident, and pedestrian activity criteria for the
subject intersection request.
This policy and procedure is intended only for locaUresidential neighborhood street
intersections with speed limits of 30 mph. Higher functional classification streets such as
major collector or arterial streets are not applicable to this Policy Procedure and the
standard All -Way Stop Control Warrants in the Minnesota Manual on Uniform Traffic
Control Devices apply.
Following are directions for completing the worksheet.
Functional Classification Review
The first step in this process is to review the current City Transportation Plan to verify
that the suoject intersection is not on a designated major collector or arterial street. If the
subject intersection is on a major collector or arterial street the ',In Manual on Uniform
Traffic Control Devices supersedes this procedure and the MruViUTCD warrants for All -
Way Stop Control shall be applied.
Residents Petition
Once the petition for residential all -way stop control has been submitted to the City, a
review is made of the number of "households" within 300 feet of the intersection that
have signed the petition. Either through the site survey or by use of appropriate mapping,
the "total" number of households is determined within 300 foot from the center of the
subject intersection and along the streets that would be affected by the AWSC. From the
number of households (not the number of residents) signed on the petition and the total
number of households within 300 feet of the subject intersection. the percent of
households signing the petition is made. At least 51 percent of the total number of
households within 300 feet of the subject intersection must have signed the petition.
Approach Speeds
Based on the speed data collected for the uncontrolled approaches to the subject
intersection enter these speeds in the blanks on the worksheet and mark two boxes on the
worksheet, one for the highest 35th percentile speed and one for the highest recorded
speed group with 2 or more observations.
Traffic Volumes
Based on the average daily approach traffic volumes collected at the subject intersection,
enter the approach traffic volumes in the blanks on the worksheet and mark two boxes on
the worksheet, one for the major street "total" approach volume (both approaches) and
one for the highest minor street approach volume (doubled or times two).
Sight Distance
Based on the site survey, determine if the available site distance on each uncontrolled
approach to the subject intersection is adequate. This can be done by driving or walking
those uncontrolled approaches and stopping at a "point" 300 feet and also at 450 feet
from the subject intersection. At each of these locations look to see if some feature on the
controlled approach like a car, curb, sign or other appropriate feature is visible from that
location. Measure the distance between a "point" at 300 feet and also at 450 feet from the
center of the subject intersection using either a vehicle installed distance measuring
instrument (DN1I) or measuring wheel.
Mark the box and score 60 points on the worksheet if the sight distance is less than
300 feet (unsafe condition). Where the controlled approach is not visible from the
300 foot point.
Mark the box and score 10 points if the sight distance is greater than 300 feet but less
than 450 feet (uncomfortable condition). Where the controlled approach is visible at the
300 foot point but not at the 450 foot location.
Other Conditions
Based on traffic accidents recorded by the City police for the last 12 month period enter
the number of accidents (not number of vehicles or persons involved) in the blank space.
Multiply this number of accidents by 10 points and enter the score in the adjacent box.
Based on the site survey and other available information mark the box and score
10 points if there is significant pedestrian activity crossing the subject intersection caused
by a nearby school, park, bus stop or other pedestrian generator.
Worksheet Results
Total the points scored for each category box marked or the points for accident history
and enter that total in the total points box. If the total point score is greater than or equal
to 100, all -way stop control may be justified at the subject intersection. The final
recommendation to install All -Way Stop Control at the subject intersection will be made
based on the results of this worksheet and the professional judgment of the City Staff.
CITY OF LA KEV I L L E DEPARTMENT OF OPERATIONS AND MAINTENANCE
RESIDENTIAL STREET ALL -WAY STOP CONTROL JUSTIFICATION WORKSHEET
INTERSECTION LOCATION:
LISTING TRAFFIC CONTROL: DATE:
iris Residential Street M -Nay Step Control Justification'Ncrksneet is acclicab!e only to intersections of residential streets with speed limits
of 30 miles per. ncur. -tris prcceedure is 'not' to be acptied :o the intersection of a !coal residential street with a major collector or arterai
street as identifed in :`,e C;tys Transccrtatien Plan.
RESIDENTS' PSE IT 10N
A :etiticn Vias been subm,rted to the C;ty wrica has been signed by more than 5G% cf the residents within 3C0 feet of the subject intersec-icn
and who live on :he streets that would be affec:eo by the recuested All -way Stop Ccntrcl.
SU6Nllill =7 BY: DATE:
ADDRESS:
FHCNE:
APPROACH SPEEDS 2
Unccntrclled approach sceed. Check two boxes. we for :he 55th percentile 27.5 miles per hour or less 0 points
acproacn sceed group and one for the highest reccrced speed grouo with
27.55 to 32.5 miles per lour 70 points
ro or :Here cbservaticns.
32.5 to 37.5 miles per ncur 20 points
35tn percentile acprcacl speed (higrest acproacn).
37.5 to 52.5 miles cer lour 30 Points
r2 = highest recorded speed group mth -Ao or more observations.
42.5 to 47.5 mites per hour 40 points
47._5 to 52.5 miles per hour 50 points
52.5 miles per hour or more 60 points
TRAFFIC VOLUMES
2
interseccen 4pxacn dairy traffic •vclurr.a. ^lac'c me bcxes.:r.e for ,~.a ass "'an 250 vehic:es per day 0 Pcints
total major street approach volume and one for the highest minor street leg. rl n
rrV .v —`c/C-.ib.as pP.r .] J
M = total daily traffic volume for both major street approaches. 0.50 to 700 vehicles per day 20 points
highest minor street approach daily traffic volume (times two). 700 to 1000 vehicles per day 30 points
More than 1000 vehiCes per day 40 points
SIGHT DISTANCE RESTRICTION
The safe stopping sight distance on any uncontrolled approach is restricted to less than 300 feet by horizontal ander 60 points
vertical roadway alignment. or by other 'permanent' obstructions to sight distance.
The safe stopping signt distance on any uncontrolled approach is greater than 300 feet but less than 450 feet due to 10 points
horizontal and/or vertical roadway alignment. or other 'permanent, obstructions to sight distance.
I
OTHER CONDITIONS
The number of reported traffic accidents at the sublet intersection w+thin the past t2 months x (times) t0 points = _
Schott. park. bus stop or other major pedestrian generator causing many pedestrians to cross ;he subject intersection. 10 points
PREPARED BY:
Total Points E:1
If the worksheet point total Is greater than or equal to too. all -way stop control may be 'lustifled' at the subject intersection.
See the reverse side of this worksheet for an explainatlon of the results of this review and the status of this request.
CITY OF LA KEV I L L E DEPARTMENT OF OPERATIONS AND MAINTENANCE
RESIDENTIAL STREET ALL -WAY STOP CONTROL JUSTIFICATION WORKSHEET
RESULTS AND STATUS OF THIS RESIDENTIAL STREET ALL -WAY STOP CONTROL REVIEW
Total
Points aP_% lts and Status
100+ Conditions at the subject intersection may 'justify' installation of residential street ail -way stop control.
After further review, a final City staff recommencation will be made based on the results of this worksheet
and professional judgement. If the recommendation is to install All -way Stop Control a City Council
Resolution will be prepared and submitted for Council action on the next available City Council agenda.
Once the City Council has approved this Resolution the all -way stop control will be installed as soon as work
schedules permit.
80-90 Conditions at the subject intersection 'do not' justify installation of residential street all -way stop control at
this time. However, conditions do warrant further future review. In approximately 12 months the City start
will initiate contact with the neighborhood to verity continued interest in all -way stop control installation at
this intersection. If so, traffic data collected Mil be updated and the intersection re-evaluated. After one
re-evaivation that results in 90 points or less the neighborhood will be reguired to submit a new petition at
such time that they feel conditions have changed significantly and continue to want All -way Stop Control.
80 Conditions at the subject intersection 'do not' justify installation of residential street all -way stop control at
this time. However, further review may be justified at some future time. After mo or more years, or after the
neighborhood feels there has been a signincant change in conditions, the neighborhood can submit a new
petition for residential street all -way stop control at this intersection.
Should there be any questions or comments concerning this review please contact:
Ocn Volk, Director of Operations and Maintenance at: 985-4541
CITY OF LA KEV I L L E DEPARTMENT OF OPERATIONS AND MAINTENANCE
RESIDENTS' PETITION FOR RESIDENTIAL STREET ALL-WAY STOP CONTROL REVIEW
INTERSECTION LOCATION:
Neighborhood Representative: Date:
Representative's Address: Phone:
We; the undersigned residents of the neighborhood within 300 feet of the above referenced intersection
and residing on the subject streets, petition the City of Lakeville to undertake a review of conditions at
this intersection in consideration of installation of Residential Street All -way Stop Control. This Petition
is submitted to the City in response to concern for safety and well being in the neighborhood.
Specific concerns identified for each household are listed as follows (choose one or two most important):
1. 2. 3. 4. S. 6.
Speeding Traffic Through Sight Traffic Other
Traffic Volume Traffic Distance Accidents (state)
HOUSEHOLD ADDRESS HOUSEHOLD SIGNATURE CONCERN ;#
TNT'ORMATION SHEET ON SPEED HUMPS
C/ TY OF 8 L1131J S V 1L4_C
WiUAT ISA SPEED HUMP?
A speed hump is a gradual rise in pavement used on local residential streets to lower traffic speeds and lessen
traffic volume. Speed liwnps are approximately 12 feet wide and 3-4 inches high. Their gradually sloping
shape does not jolt vehicles abruptly, nor, does it have great potential for property damage. The speed hump
punishes faster moving drivers by causing the vehicle body to bounce when a vehicle encounters the bump
thereby causing driver discomfort. It does = create a jolting shock to the suspension or tires of a vehicle as
does a speed bump. The speed hump punishes drivers in relation to,the speed they are traveling. Humps are
usually placed 500-800 feet apart. Several humps are usually installed.
The speed hump can be driven over at normal speeds without "bottoming out." or losing control of the vehicle,
but the humps are enough of a deterrent. to slow most drivers. Bicycles and motorcycles can negotiate speed
humps without unusual problems. As a result of speed humps, traffic volumes usually drop.
There " limitations to speed humps as with all things. Emergency and long wheel base vehicles can traverse
speed humps but with more of an effect.than automobiles. Thus; humps should not be installed on high volume
streets, emergency vehicle access routes, transit routes, or streets used frequently by heavy trucks.
Speed humps are tapered from gutter to gutter (not curb to curb) so that street drainage can be maintained. This
can lead to a problem known as "gutter -running' Some cars ride with one set of wheels in the gutter to reduce
the vehicle bounce. This procedure does. not limit the effectiveness of the.hump because the driver must slow
down to negotiate" a "gutter -run".. Drivers that "gutter -run"' are. typically trying to cut down the driver
discomfort, not increase their speed. This cost is paid by the petitioning neighborhood. (See City Policy)
HOW IS A SPEED HIiMP DIFFERENT THAN A SPEED BUMP?
A speed imis a sharp, abrupt rise in pavement used in parking lots and other law speed areas to keep
vehicles moving slowly. The -dimensions of a speed hump are approximately 3 feet wide and 5-6 inches high.
This abrupt shape causes a jolt that has great potential for causing vehicle damage and loss of control. The
speed bump punishes slow moving vehicles as well as faster moving vehicles. The vehicle bodies of slow
moving vehicles bounce greatly when encountering speed bumps and. the bumps cause significant driver
discomfort. If a; driver increases his speed when encountering speed bumps, driver discomfort is lessened
because the vehicle body bounces •less and the shock of the speed. bump is absorbed by the tires and the
suspension. Bicycles and motorcycles have difficulty negotiating speed bump.
DO THE SPEED HUVWS HAVE TO BE
T
REMOVED FOR SNOW PLOWIN-G TN THE WINTER?
No, the shape of Ahe humps allows the plows to go over them safely:
HOW DO I GET A SPEED HT TMP INSTAT.LM IN MY NEIGHBORHOOD?
The attached policy reviews the City's policy on speed humps. This outlines the official procedures. Prior to
beginning the procedure, interested parties are encouraged to review and evaluate this information, and perhaps
visit neighborhoods where humps have been installed. if there is still interest, the interested citizens should
place a call to the Engineering Department at 895-4536 to begin the process.
5urnSV;lit
Policy No. 5.045
PLACEMENT AND REMOVAL OF SPEED HUMPS
I. PURPOSE AND NEED FOR POLICY
Many individual citizens and neighborhood groups have significant
concerns about the volume and speed of traffic on their local
access streets. When these issues are raised, the
Parks/Planning/Public Works Department addresses the situations in
accordance with the Uniform Manual of Traffic Control Devices and
City practice; and the Police Department devotes traffic law
enforcement to the extent their resources allow. If these efforts
do not adequately address the concerns, this policy makes it
possible for citizens to petition the City for the installation of
speed humps". Speed humps are raised areas constructed on the
street surface, the intent of which is to cause motorists to reduce
their speeds. It is also conceivable that once installed,
residents may desire to have speed humps removed. The purposes of
this policy are to provide for procedures to allow individuals or
groups to request installation of, or removal of, speed humps, and
to establish a criteria and procedure for the City to evaluate
these requests.
II. POLICY
The City may install or remove speed humps by request, in those
instances meeting the criteria and procedures of this policy. The
cost for this work will be borne by the benefitted residents
through the City's special assessments procedure.
Speed humps may be installed in instances meeting the following
warrants:
1. The average traffic volume must be less than 1,500 vehicles
and more than 600 vehicles in a 24 hour period. (Average
annual daily traffic.)
2. 500 of surveyed motorists must exceed 30 m.p.h. and/or 30%
must exceed 35 m.p.h.
or
Where 500 of the street's traffic is cut -through traffic as
determined by traffic counts and traffic forecasting tech-
niques.
3. The road must be less than or equal to 36 feet in width.
4. The road must have no more than two traffic lanes.
5. The street must have a speed limit of no more than 30 m.p.h.
Policv N,=!Der 5.045
Page 2
6. The street must be a local access residential street (not a
collector or thoroughfare) in a developed area.
7. The road must have an expected decrease in traffic volume and
that decrease must not significantly increase traffic on
adjacent residential streets or create congestion on area
collectors or thoroughfares.
8. Areas of streets for installation of humps must have a grade
of 5% or less.
Speed humps shall not be used in the following situations:
1. Streets frequently used by emergency vehicles.
2. Streets which function as the immediate egress routes from
fire and ambulance or police stations.
3. Bus routes.
4. Intended truck routes.
5. Areas of streets with sharp curves.
6. Streets that immediately abut school property or park
property.
7. Any other situation where the usage of speed humps is shown to
be inappropriate by an in depth traffic study.
Speed hump removal requests will be considered following the same
process as speed hump installation requests.
III. PROCEDURES
Requests for speed hump installation or removal will be processed
by the Parks/Planning/Public Works Department.
A;- Requests shall be submitted to the Parks/Planning/Public Works
Department in the form of a petition. Petition forms will be
supplied by the City at the Parks/Planning/Public Works
Department. The City Engineer will define the project
petition district when the petition form is issued. The
district limits will define the number of properties involved.
Prior to petition issuance, the City Engineer will verify
compliance with the above warrants by the subject street.
B. The petitions will be circulated by project proponents. When
a support level of at least 33 percent is achieved (as
determined on a dwelling unit basis; rental apartment
buildings shall be recognized as one dwelling unit), the
petition shall be returned to the City for evaluation/verific-
ation of signatures.
Policy Tiumber 5.045
Page 3
C. If the City review confirms that the threshold level of
support has been achieved, a ballot -by -mail process will be
implemented for the same project district. Ballots will be
acceoted until 12 working days after the City mailing is made
as verified by post marks.
D. The Parks/Planning/Public Works Department will tabulate the
results of the petition process. If a 60% level of the
project approval is achieved (again as calculated on a
dwelling unit basis; rental apartment buildings shall be
recognized as one dwelling unit), the City Council will be
advised to commence a special assessments procedure in
accordance with Chapter 429 of the Minnesota Statutes (MS
429). Un_returned ballots will be counted as being opposed to
the proposed action.
E. In accordance with MS 429, the City Council will conduct an
improvement hearing to make a final determination on whether
or not to implement the proposed work.
F. Should the project be ordered in, the City will implement
construction in accordance with MS 429. At the completion of
construction, an assessment hearing will be conducted.
Assessments will be allocated on a unit basis unless alternate
methods are approved by the City Council.
IV. RESPONSIBILITY
The Parks/Planning/Public Works Department will be responsible for
the administration and implementation of this policy with the
assistance of the finance department as it relates to special
assessments.
V. AUTHORITY
Administrative implementation of policy and powers reserved for the
City under state law, especially MS 429.
Submitted
Review By
Date y
Date Zz
4w L) a
CRITERIA FOR SPEED HUMP USE
Traffic speeds. The residential speed limit is 30 mph. By strict definition, speeding is going
faster than the speed limit.
If a data base does not exist to provide comparison with city-wide vehicle speeds on local resi-
dential streets, speed humps should be considered when 60°x6 of the motorists are traveling at
greater than 30 mph and/or 30% of the motorists are traveling over 35 mph.
In any event, speed humps should not be considered when 85% of the motorists are traveling
at less than 30 mph. This is consistent with the philosophy for establishing speed limits at the
85th percentile speed.
Street width. Must be less than 40 feet wide.
Number of Ianes. No more than a total of two travel lanes.
Street ciassificatlon. install speed humps only on "local" streets. Do not install speed humps
on collector streets or arterial streets.
Street grades. Do not install speed humps on streets with greater than 50/0 grade.
Horizontal and vertical alignment_ Do not install speed humps within horizontal curves of
less than a 300 foot centerline radius. Do not install speed humps on a vertical curve with less
than minimum stopping sight distance of 200 feet.
Sight distance. Install speed humps only where safe stopping sight distance of 200 feet can be
provided.
Traffic volumes. Do not install speed humps on streets with.less than 500 vehicles per day or
more than 2000 vehicles per day.
Trucks. Do not install speed humps on truck routes.
Emergency vehicles. Do not install speed humps where the street is a primary emergency ve-
hicle access route.
Transit. Do not install speed humps on transit routes.
Placement. Use minimum of two speed humps in a series at approximately 250 foot intervals.
Do not install more than two series per one-half mile.
Do not install speed humps closer than 250 feet to an existing stop sign or traffic signal control-
ling the proposed roadway.
Traffic diversion. A speed hump installation should not divert traffic to other local streets,
such that the diversion would increase that street's traffic volumes by greater than 20% or to a
total of greater than 1,500 vehicles per day.
Citizen support Consider the installation or removal of the speed humps upon receipt of a pe-
tition signed by greater than 75% of all residents with addresses or access along the street on
which the speed hump is proposed, and located between the two nearest traffic control de-
vices, including one block in each direction of streets with alley access to the proposed control-
led street segment.
Approved by City of Minneapolis, August 1994
PETITION TO
INSTALL SPEED
HUMPS
We, the undersigned, hereby agree to have
the City of Minneapolis install a series of
speed humps on LOGAN AVENUE SOUTH A
BETWEEN WEST 53RD & 54TH STREET
per this diagram. ...
We understand that this petition does not
ifguaranteeinstallationofthespeedhumps,
the city -approved criteria (see reverse) is not
met after further investigation.
We also agree that any cost associated with -7 n. ....j ......... P.—
the installation will be assessed to the block,'7.7-7.
unless other city funding (for example, NRP
available to pay thegrants, private funding) is
F
COSI.
Proposed Speed Hump
NAME ADDRESS PHONE# comMENT
T
CRITERIA FOR THE INSTALLATION OF
ALLEY SPEED BUMPS
Citizen Support. The City of Minneapolis will consider the installation or removal of
the speed bumps upon receipt of a petition signed by greater than 75% of all adjacent
residents/property owners.
Placement. A minimum of two speed bumps should be used for each alley block. The
City of Minneapolis will determine their location.
Cost. The affected block is responsible for installation costs. Price per speed bump
location is $ XX. Replacement cost is also $ XX.
Maintenance. The affected block is responsible for removal, storage and replacement
annually. Agreement to this clause must be in writing, signed by block representative
see below). if the block fails to remove the speed bumps, the City will remove them
and bill the block representative. All alley speed bumps must be removed by
November 15th; they may be re -installed after April 15th.
Duration. A minimum installation period of ninety days is required.
Traffic Speeds. During a typical one-hour speed study, 30% of the alley traffic must
exceed 13 miles per hour.
AGREEMENT
I have read the above criteria and agree to the cost and maintenance requirements as
stated. Failure to remove the speed bumps during the winter months (Nov. 15 - Apr.
15) will result in the City of Minneapolis removing the speed bumps and billing me for
the labor.
Signature of Block Representative)
Fkh/b J
PETITION TO INSTALL
TRAFFIC CIRCLE
We, the undersigned residents or property owners, do hereby request the City of Minneapolis
to proceed with the formal test of changing the geometric features of WEST 43RD STREET and
VINCENT AVENUE SOUTH. We understand that the TRAFFIC CIRCLE will be as shown on
this form and will result in a narrowing of the streets at the appropriate intersections. We
understand that this traffic control feature will be installed in accordance with appropriate
design standards, and is intended primarily to discourage speeding in the area.
We also agree that any cost associated with a permanent installation will be assessed to the
adjacent blocks, unless other city funding (e.g., NRP or private money) is available to pay the
cost
1713
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NAME (Please print & sign) ADDRESS
Traffic Crde at a
I ' J Itprs?vt:lcn
PHONE #
MEMO`
CITY OF PLYMOUTH
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447
CONTAINS PRIVATE INFORMATION
DATE: December 5, 1997
TO: Dwight Johnson, City Manager
FROM: Kathy Lueckert, Assistant City Manager
Jeanette Sobania, Human Resources Manager
SUBJECT: Update to Status of Negotiations
We have continuing or completed negotiations with three of our four units. We will be
mediating with the Maintenance Workers Unit on December 12. Summaries of initial
and current positions for each of the other units with which we are negotiating is
summarized below or included as an attachment.
Sergeants' Unit
We have a tentative agreement with the sergeants. They have voted, but at this moment
we have not heard the result of the vote. The proposed settlement calls for a two year
contract with a 3 % increase on wages in each of the two years and an increase of $20 in
the City's contribution to health insurance beginning April Vt of 1998 and a $20
increase in the City's contribution on April 1" of 1999. If the increase in premium of
the lower cost health plan (a co -pay plan which the City intends to offer this coming
year) is greater than $40 we have agreed to split the increase. The City will pay an
additional $10 toward the clothing allowance (from $550 to $560) effective the first
year of the contract. Finally, the City has agreed to add an additional eight hours of
vacation after 15 years beginning in 1998 and an additional three hours of vacation after
20 years beginning in 1999. Our surveys showed that the City is 1 - 1.5 days behind
compared to other cities in the amount of vacation offered.
Clerical Technical Professional Unit
Status of Negotiations with City Bargaining Units
December 4, 1997
Page 2
We have had seven meetings with CTP. We will meet with CTP again on December 8
and 16. The unit has filed for mediation but we are still making progress at the table.
Presently, they seek wage increases of 3.5% in each of two years, for the employer to
pay 75% of the cost of health insurance, an additional 3% increase to the final step in
the pay range and eliminate the current merit requirement, additional vacation days, and
some other miscellaneous items. Our offer made on December 4 is a wage increase of
2.8% in each of two years, and a $10 contribution in each year to health insurance
increases. If employees who take single health coverage opt into the co -pay plan, they
will receive the projected monthly savings (estimated at $37) in addition to the $10.
Police Officers' Unit
We have met once with the police officers. Our second meeting is scheduled for
December 8. We are 0.7% apart on wages. There is a considerable gap between us on
insurance. They, like all other groups, are concerned about a large insurance premium
increase. We have agreed to an increase in the clothing allowance and how we will
provide uniforms and equipment to the new officers. We have also agreed to provide
50,000 in life insurance at City expense. This is the amount we provide to both the
Clerical Technical and the Maintenance units.
5
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Attached are detailed projections for the City's various Fund Reserves. These
projections are based on current funding levels and current assets in the variousFunds. Projections are attached for:
Community Improvement Fund until the last special assessment is collected
Park Replacement Fund to the year 2032
Computer Reserve Fund to the year 2022
Central Equipment Fund to the year 2022
Public Facilities Fund to the year 2017
The Community Improvement Fund includes an expenditure of $1,400,000 in 1998fortheActivityCenterasshownintheCapitalImprovementPlan. This Fund will
remain positive without additional expenditure commitments.
The Park Replacement Fund indicates that a shortage will first occur in 2008 withoutadditionalfunding. This fund will provide the necessary funding to update and replaceallParkfacilitiesandtrails.
The Computer Reserve Fund will reach a negative balance in the year 2004 when the
next major hardware and software replacement is scheduled. It does however, revertbacktoapositivebalancewithinthreeyearsafterthat.
The Central Equipment Fund will reach a negative balance in the year 2018. Since
this is over twenty years out, I believe we can adjust equipment rental rates slightly andcoverthisprojectedshortfalllongbeforethisoccurs. This Fund provides the
replacement funding for all City's vehicles and equipment.
The Public Facilities Fund will reach a negative balance by the year 2012. These
negative numbers are very substantial and will require some outside financial assistancetostayaheadofthefinancialrequirements. This Fund provides the funding for the
repair and replacement of all City buildings such as City Hall, Public works and PublicSafety.
Projections are also being worked up for the Street Reconstruction and WaterResourcesfunds. Mike Kohn, City Financial Analyst will be at the meeting to provideadditionalinformationandexplanations..
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DATE: December 5, 1997
TO: Dwight Don, City ManagerFROM: Dale H finance Director
SUBJECT: Reserve Funds Analysis
Attached are detailed projections for the City's various Fund Reserves. These
projections are based on current funding levels and current assets in the variousFunds. Projections are attached for:
Community Improvement Fund until the last special assessment is collected
Park Replacement Fund to the year 2032
Computer Reserve Fund to the year 2022
Central Equipment Fund to the year 2022
Public Facilities Fund to the year 2017
The Community Improvement Fund includes an expenditure of $1,400,000 in 1998fortheActivityCenterasshownintheCapitalImprovementPlan. This Fund will
remain positive without additional expenditure commitments.
The Park Replacement Fund indicates that a shortage will first occur in 2008 withoutadditionalfunding. This fund will provide the necessary funding to update and replaceallParkfacilitiesandtrails.
The Computer Reserve Fund will reach a negative balance in the year 2004 when the
next major hardware and software replacement is scheduled. It does however, revertbacktoapositivebalancewithinthreeyearsafterthat.
The Central Equipment Fund will reach a negative balance in the year 2018. Since
this is over twenty years out, I believe we can adjust equipment rental rates slightly andcoverthisprojectedshortfalllongbeforethisoccurs. This Fund provides the
replacement funding for all City's vehicles and equipment.
The Public Facilities Fund will reach a negative balance by the year 2012. These
negative numbers are very substantial and will require some outside financial assistancetostayaheadofthefinancialrequirements. This Fund provides the funding for the
repair and replacement of all City buildings such as City Hall, Public works and PublicSafety.
Projections are also being worked up for the Street Reconstruction and WaterResourcesfunds. Mike Kohn, City Financial Analyst will be at the meeting to provideadditionalinformationandexplanations..
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Park Replacement Fund Projection
Transfer In" Constant In Current Dollars
Interest Rate % Increase
6.00% 3.00%
Park Replacment Fund Projection.xls 1 12/3/97
Beginning Interest Ending
Balance Expenditure Income Transfer In Balance
1997 3,044,752 59,652 183,104 73,600 3,241,804
1998 3,241,804 354,201 186,156 75,808 3,149,568
1999 3,149,568 877,739 164,984 78,082 2,514,896
2000 2,514,896 589,498 135,622 80,425 2,141,444
2001 2,141,444 401,566 118,925 82,837 1,941,640
2002 1,941,640 610,251 100,751 85,323 1,517,462
2003 1,517,462 323,884 83,968 87,882 1,365,428
2004 1,365,428 382,586 73,164 90,519 1,146,525
2005 1,146,525 414,285 59,160 93,234 884,634
2006 884,634 353,917 45,341 96,031 672,090
2007 672,090 690,741 22,571 98,912 102,831
2008 102,831 486,086 5,356 101,880 286,731
2009 286,731 991,615 43,804 104,936 1,217,214
2010 1,217,214 430,001 82,690 108,084 1,621,822
2011 1,621,822 978,401 123,322 111,327 2,612,218
2012 2,612,218 1,366,832 194,298 114,666 4,058,682
2013 4,058,682 1,120,502 273,593 118,106 5,334,670
2014 5,334,670 284,625 324,969 121,650 5,822,615
2015 5,822,615 577,050 362,909 125,299 6,637,275
2016 6,637,275 209,200 400,641 129,058 7,118,058
2017 7,118,058 376,930 434,403 132,930 7,796,462
2018 7,796,462 111,618 467,029 136,918 8,238,190
2019 8,238,190 306,577 499,258 141,025 8,902,999
2020 8,902,999 1,286,302 568,411 145,256 10,612,457
2021 10,612,457 589,510 649,944 149,614 11,702,298
2022 11,702,298 721,101 719,148 154,102 12,988,444
2023 12,988,444 345,055 784,897 158,725 13,959,670
2024 13,959,670 328,777 842,539 163,487 14,967,498
2025 14,967,498 183,034 898,489 168,391 15,880,630
2026 15,880,630 282,788 956,118 173,443 16,946,093
2027 16,946,093 36,409 1,012,498 178,647 17,816,354
2028 17,816,354 917,319 1,090,981 184,006 19,640,648
2029 19,640,648 0 1,172,753 189,526 20,623,875
2030 20,623,875 0 1,231,576 195,212 21,660,239
2031 21,660,239 0 1,293,582 201,068 22,752,753
2032 22,752,753 1,193,969 1,394,771 207,100 25,134,393
Park Replacment Fund Projection.xls 1 12/3/97
Park Replacement Fund
Infrastructure Replacement Schedule
Inflation Rate
3.00%
ESTIMATED PROJECTED FUTURE
LOCATION YEAR OF YEAR OF ECONOMIC 1997 COST TO
DESCRIPTION CODE ACQUISITION REPLACEMENT LIFE COST TO REPLACE REPLACE
TRAIL MAINTENANCE TRAIL 1977 1997 20 59,652 59,652
1997 TOTAL 59,652 59,652
TURTLE LAKE PLAY 1987 1998 11 80,000 82,400
OAKWOOD LIGHT 1981 1998 17 183,884 189,401
SUNRISE PLAY 1985 1998 13 80,000 82,400
1998 TOTAL 343,884 354,201
PARKERS LAKE BEACH PLAY 1987 1999 12 80,000 84,872
LACOMPTE PLAY 1983 1999 16 80,000 84,872
PLYMOUTH MIDDLE SCHOOL LIGHT 1981 1999 18 182,332 193,436
RIDGEMOUNT TENNIS 1974 1999 25 45,020 47,762
GREEN OAKS PLAY 1985 1999 14 80,000 84,872
QUEENSLAND PLAY 1986 1999 13 80,000 84,872
ZACHERY PLAY 1984 1999 15 120,000 127,308
EAST BEACH PLAY 1983 1999 16 80,000 84,872
LACOMPTE PLAY 1983 1999 16 80,000 84,872
1999 TOTAL 827,353 877,739
ST. MARY'S PLAY 1988 2000 12 80,000 87,418
LIONS PLAY 1988 2000 12 80,000 87,418
RIDGEMOUNT LIGHT 1981 2000 19 67,531 73,792
BASS LAKE DOCKS 1986 2000 14 22,510 24,597
ROLLING HILLS PLAY 1987 2000 13 80,000 87,418
HERITAGE PLAY 1987 2000 13 80,000 87,418
LACOMPTE PK LOT 1980 2000 20 16,883 18,448
PLYMOUTH CREEK PK LOT 1980 2000 20 78,786 86,091
PLYMOUTH MIDDLE SCHOOL PK LOT 1980 2000 20 33,765 36,896
2000 TOTAL 539,474 589,498
PLYMOUTH MIDDLE SCHOOL IRR 1981 2001 20 30,389 34,203
PLYMOUTH CREEK IRR 1981 2001 20 50,648 57,005
OAKWOOD IRR 1981 2001 20 50,648 57,005
LACOMPTE IRR 1981 2001 20 10,130 11,401
PLYMOUTH CREEK LIGHT 1981 2001 20 181,207 203,950
LACOMPTE LIGHT 1981 2001 20 33,765 38,003
2001 TOTAL 356,786 401,566
LION SHELTER BLDG 1977 2002 25 7,000 8,115
CIRCLE SHELTER BLDG 1977 2002 25 7,000 8,115
QUEENSLAND SHELTER BLDG 1977 2002 25 7,000 8,115
LIONS PK LOT 1977 2002 25 11,593 13,439
TRAIL MAINTENANCE TRAIL 1978 2002 24 59,652 69,153
TIMBER SHORES SHELTER BLDG 1982 2002 20 7,000 8,115
SCHMIDT LAKE SHELTER BLDG 1982 2002 20 7,000 8,115
RIDGEMOUNT IRR 1982 2002 20 30,259 35,078
ZACHARY LIGHT 1982 2002 20 247,612 287,050
PARKERS LAKE DOCKS 1987 2002 15 27,012 31,315
MISSION PK LOT 1982 2002 20 5,628 6,524
TRAIL MAINTENANCE TRAIL 1983 2002 19 59,652 69,153
KILMER PLAY 1 19891 2002 13 50,000 57,964
2002 TOTAL 526,4081 610,251
ZACHARY IRR 1982 2003 21 70,907 84,667
TRAIL MAINTENANCE TRAIL 1983 2003 20 59,652 71,228
Park Replacment Fund Projection.As 1 12/3/97
DESCRIPTION
Park Replacement Fund
Infrastructure Replacement Schedule
Inflation Rate
3.00%
ESTIMATED PROJECTED FUTURE
LOCATION YEAR OF YEAR OF ECONOMIC 1997 COST TO
CODE ACQUISITION REPLACEMENT LIFE COST TO REPLACE REPLACE
ZACHARY PK LOT 1982 2003 21 140,689 167,990
2003 TOTAL 271,248 323,884
TIMBER SHORES OVERLAY PK LOT 1977 2004 27 13,506 16,611
BASS LAKE PLAY 1992 2004 12 80,000 98,390
RIDGEMOUNT PK LOT 1981 2004 23 78,786 96,896
EAST BEACH PK LOT 1982 2004 22 78,786 96,896
SOUTH SHORE PLAY 1992 2004 12 60,000 73,792
2004 TOTAL 311,077 382,586
IMPERIAL HILLS BLDG 1980 2005 25 7,000 8,867
SUNRISE SHELTER BLDG 1985 2005 20 70,000 88,674
PLYMOUTH MIDDLE SCHOOL TENNIS 1980 2005 25 45,020 57,030
OAKWOOD TENNIS 1980 2005 25 45,020 57,030
SWAN LAKE PLAY 1990 2005 15 80,000 101,342
PARKERS LAKE PLAYFIELD PLAY 1992 2005 13 80,000 101,342
2005 TOTAL 327,041 414,285
ZACHARY TENNIS 1981 2006 25 45,020 58,741
OAKWOOD PK LOT 1986 2006 20 33,765 44,056
PARKERS LAKE SO. OF CO.6 PK LOT 1986 2006 20 73,158 95,455
TRAIL MAINTENANCE TRAIL 1987 2006 19 59,652 77,832
TRAIL MAINTENANCE TRAIL 1988 2006 18 59,652 77,832
2006 TOTAL 271,248 353,917
TRAIL MAINTENANCE TRAIL 1989 2007 18 59,652 80,167
PA RS LAKE LIGHT 1987 2007 20 39,393 52,941
SHILOH PLAY 1992 2007 15 80,000 107,513
GLEANLOCH PLAY 1992 2007 15 50,000 67,196
HERITAGE PK LOT 1987 2007 20 5,628 7,563
TRAIL MAINTENANCE TRAIL 1988 2007 19 59,652 80,167
TRAIL MAINTENANCE TRAIL 1989 2007 18 59,652 80,167
TIMBER SHORES PLAY 1994 2007 13 80,000 107,513
SCHMIDT LAKE PLAY 1994 2007 13 80,000 107,513
2007 TOTAL 513,976 690,741
TRAIL MAINTENANCE TRAIL 1995 2008 13 59,652 82,572
TRAIL MAINTENANCE TRAIL 1996 2008 12 59,652 82,572
TRAIL MAINTENANCE TRAIL 1997 2008 11 59,652 82,572
PARKERS LK SHELTER -LARGE BLDG 1988 2008 20 30,389 42,065
PARKERS LK SHELTER -SMALL BLDG 1988 2008 20 14,632 20,254
ST. MARY'S DOCKS 1988 2008 20 7,879 10,906
TRAIL MAINTENANCE TRAIL 1989 2008 19 59,652 82,572
TRAIL MAINTENANCE TRAIL 1990 2008 18 59,652 82,572
2008 TOTAL 351,159 486,086
TRAIL MAINTENANCE TRAIL 1991 2009 18 59,652 85,049
TRAIL MAINTENANCE TRAIL 1992 2009 17 59,652 85,049
EAST BEACH BATHHOUSE BLDG 1982 2009 27 68,881 98,208
MISSION PLAY 1994 2009 15 80,000 114,061
HEMLOCK PLAY 1994 2009 15 16,883 24,071
TRAIL MAINTENANCE TRAIL 1995 2009 14 59,652 85,049
TRAIL MAINTENANCE TRAIL 1996 2009 13 59,652 85,049
MAPLE CREEK PLAY 1996 2009 13 80,000 114,061
PLYMOUTH CREEK PLAY 1994 2009 15 131,127 186,956
HEATHERPONDS PLAY 19951 20091 14 80,000 114,061
Park Replacment Fund Projection.xls 2 12/3/97
DESCRIPTION
Park Replacement Fund
Infrastructure Replacement Schedule
Inflation Rate
3.00%
ESTIMATED PROJECTED FUTURE
LOCATION YEAR OF YEAR OF ECONOMIC 1997 COST TO
CODE ACQUISITION REPLACEMENT LIFE COST TO REPLACE REPLACE
2009 TOTAL 695,499 991,615
CIRCLE PLAY 1997 2010 13 80,000 117,483
IMPERIAL HILLS PLAY 1997 2010 13 80,000 117,483
PARKERS LAKE PLAYFIELD PK LOT 1987 2010 23 73,158 107,435
TRAIL MAINTENANCE TRAIL 1988 2010 22 59,652 87,601
2010 TOTAL 292,810 430,001
TIMBER SHORES BOARDWALK DOCKS 1996 2011 15 11,000 16,638
TURTLE LAKE PLAY 1987 2011 24 80,000 121,007
TRAIL MAINTENANCE TRAIL 1988 2011 23 59,652 90,229
SOO LINE TRAIL BOARDWALK DOCKS 1991 2011 20 16,883 25,536
WEST BEACH PLAY 1997 2011 14 120,000 181,511
IMPERIAL HILLS PLAY 1997 2011 14 80,000 121,007
TRAIL MAINTENANCE TRAIL 1998 2011 13 59,652 90,229
TRAIL MAINTENANCE TRAIL 1999 2011 12 59,652 90,229
CIRCLE PLAY 1997 2011 14 80,000 121,007
CARDINAL RIDGE PK PLAY 1997 2011 14 80,000 121,007
2011 TOTAL 646,839 978,401
PARKERS LAKE BEACH PLAY 1999 2012 13 80,000 124,637
PARKERS LAKE IRR 1992 2012 20 42,769 66,633
BASS LAKE IRR 1992 2012 20 33,765 529605
PARKERS LAKE PLAYFIELD LIGHT 1992 2012 20 253,239 394,539
BASS LAKE PLAYFIELD LIGHT 1992 2012 20 140,689 219,188
SUNRISE PLAY 1998 2012 14 80,000 124,637
PARKERS LAKE PLAYFIELD (NEW 1PK LOT 1992 2012 20 112,551 175,351
TRAIL MAINTENANCE TRAIL 1993 2012 19 59,652 92,936
TRAIL MAINTENANCE TRAIL 1994 2012 18 59,652 92,936
CARDINAL RIDGE PK DOCKS 1997 2012 15 15,000 239370
2012 TOTAL 877,317 1,366,832
ST. MARY'S PLAY 1988 2013 25 80,000 128,377
LIONS PLAY 1988 2013 25 80,000 128,377
TRAIL MAINTENANCE TRAIL 1989 2013 24 59,652 95,724
LACOMPTE PLAY 1999 2013 14 80,000 128,377
TRAIL MAINTENANCE TRAIL 2000 2013 13 59,652 95,724
TRAIL MAINTENANCE TRAIL 2001 2013 12 59,652 95,724
TRAIL MAINTENANCE TRAIL 2002 2013 11 59,652 95,724
TRAIL MAINTENANCE TRAIL 2003 2013 10 59,652 95,724
GREEN OAKS PLAY 1999 2013 14 80,000 128,377
QUEENSLAND PLAY 1999 2013 14 80,000 128,377
2013 TOTAL 698,260 1,120,502
BASS LAKE PLAYFIELD PK LOT 1992 2014 22 112,551 186,029
TRAIL MAINTENANCE TRAIL 1993 2014 21 59,652 98,596
2014 TOTAL 172,203 284,625
TRAIL MAINTENANCE TRAIL 1994 2015 21 59,652 101,553
ROLLING HILLS PLAY 1987 2015 28 80,000 136,195
HERITAGE PLAY 1987 2015 28 80,000 136,195
TRAIL MAINTENANCE TRAIL 1988 2015 27 59,652 101,553
TRAIL MAINTENANCE TRAIL 1989 2015 26 59,652 101,553
2015 TOTAL 338,956 577,050
TRAIL MAINTENANCE TRAIL 1990 2016 26 59,652 104,600
TRAIL MAINTENANCE TRAIL 1991 20161 25 59,652 104,600
Park Replacment Fund Projection.xls 3 12/3/97
DESCRIPTION
Park Replacement Fund
Infrastructure Replacement Schedule
Inflation Rate
3.00%
ESTIMATED PROJECTED FUTURE
LOCATION YEAR OF YEAR OF ECONOMIC 1997 COST TO
CODE ACQUISITION REPLACEMENT LIFE COST TO REPLACE REPLACE
2016 TOTAL 119,304 209,200
PARKERS LAKE TENNIS 1992 2017 25 49,522 89,443
BASS LAKE TENNIS 1992 2017 25 49,522 89,443
TRAIL MAINTENANCE TRAIL 1993 2017 24 59,652 107,738
KILMER PLAY 1989 2017 28 50,000 90,306
2017 TOTAL 208,697 376,930
SOUTH SHORE PLAY 2004 2018 14 60,000 111,618
2018 TOTAL 60,000 111,618
BASS LAKE PLAY 1992 2019 27 80,000 153,288
SWAN LAKE PLAY 2005 2019 14 80,000 153,288
2019 TOTAL 160,000 306,577
OAKWOOD SHELTER BLDG 1980 2020 40 148,567 293,210
PLYMOUTH MIDDLE SCHOOL BLDG 1980 2020 40 148,567 293,210
PLYMOUTH CK SHELTER BLDG 1980 2020 40 148,567 293,210
LACOMPTE SHELTER BLDG 1980 2020 40 126,057 248,784
PARKERS LAKE PLAYFIELD PLAY 2005 2020 15 80,000 157,887
2020 TOTAL 651,758 1,286,302
SHILOH PLAY 2007 2021 14 80,000 162,624
GLEANLOCH PLAY 2007 2021 14 50,000 101,640
SCHMIDT LAKE PLAY 2007 2021 14 80,000 162,624
TIMBER SHORES PLAY 2007 2021 14 80,000 162,624
2021 TOTAL 290,000 589,510
ZACHERLY SHELTER BLDG 1982 2022 40 172,203 360,555
PARKERS LAKE PICNIC BLDG 1992 2022 30 163,199 341,702
CARDINAL RIDGE PK SHELTER 1997 2022 25 9,000 18,844
2022 TOTAL 344,402 721,101
HEATHER PONDS PLAY 2009 2023 14 80,000 172,527
MISSION PLAY 2009 2023 14 80,000 172,527
2023 TOTAL 160,000 345,055
HEMLOCK PLAY 2009 2024 15 16,883 37,501
PLYMOUTH CREEK PLAY 2009 2024 15 131,129 291,275
2024 TOTAL 148,012 328,777
CARDINAL RIDGE PK PLAY 2011 2025 14 80,000 183,034
2025 TOTAL 80,000 183,034
WEST BEACH PLAY 2011 2026 15 120,000 282,788
2026 TOTAL 120,000 282,788
CARDINAL RIDGE PK DOCKS 2012 2027 15 15,000 36,409
2027 TOTAL 15,000 36,409
PARKERS, LAKE PAVILION BLDG 1988 2028 40 366,916 917,319
2028 TOTAL 1 366,916 917,319
PARKERS LAKE BUILDING JBLDG 19921 20321 40 145,1911 408,546
BASS LAKE BUILDING JBLDG 1 19921 20321 40 279,1261 785,423
2032 TOTAL $424,317 $1,193,969
Grand Total $11,569,594 $18,182,018
Park Replacment Fund Projection.xis 4 12/3/97
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Public Facilities Fund
Revenue & Expenditure Projections
1997-2017
REVENUES
Account Description 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
4602 385,141 397,868 409,804 422,098 434,761 447,804 461,238 475,075 489,327 504,007 519,127 534,701 550,742 567,265 584,283 601,811 619,865 638,461 657,615 677,344 697,664 0.03
4615 34,935 36,301 37,390 38,512 39,667 40,857 42,083 43,345 44,646 45,985 47,365 48,786 50,249 51,757 53,309 54,909 56,556 58,252 60,000 61,800 63,654 0,03
4802 See Reserve Projection Sheet
5101 61,391 63,233 65,130 67,084 69,096 71,169 73,304 75,504 77,769 80,102 82,505 84,980 87,529 90,155 92,860 95,646 98,515 101,470 104,515 107,650 110,879 0.03
5501 23,552 24,259 24,987 25,736 26,508 27,304 28,123 28,%7 29,836 30,731 31,652 32,602 33,580 34,588 35,625 36,694 37,795 38,929 40,096 41,299 42,538 0.03
5502 10,291 10,600 10,918 11,246 11,583 11,930 12,288 12,657 13,037 13,428 13,831 14,246 14,673 15,113 15,566 16,033 16,514 17,010 17,520 18,046 18,587 0.03
5602 9,410 9,692 9,983 10,282 10,591 10,908 11,236 11,573 11,920 12,278 12,646 13,025 13,416 13,818 14,233 14,660 15,100 15,553 16,019 16,500 16,995 0.03
TOTAL REVENUES 524,720 541,953 558,212 574,958 592,207 609,973 628,272 647,120 666,534 686,530 707,126 728,340 750,190 772,695 795,876 819,753 844,345 869,675 895,766 922,639 950,318
EXPENDITURES
Account Description 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
6001 Regular Salaries 79,069 83,966 88,164 92,573 97,201 102,061 107,164 112,522 118,149 124,056 130,259 136,772 143,610 150,791 158,330 166,247 174,559 183,287 192,452 202,074 212,178 5.00%
6002 Temporary Salaries 500 500 515 530 546 563 580 597 615 633 652 672 692 713 734 756 779 802 826 851 877 3.00•/
6003 Overtime 500 500 515 530 546 563 580 597 615 633 652 672 692 713 734 756 779 802 826 851 877 3.001/6
6021 Medicare 1,147 1,232 1,293 1,358 1,425 1,496 1,571 1,649 1,731 1,817 1,908 2,003 2,102 2,207 2,317 2,433 2,554 2,681 2,815 2,955 3,102 1.45%
6022 PERA 3,544 4,351 4,460 4,682 4,915 5,159 5,416 5,686 5,969 6,266 6,578 6,906 7,250 7,611 7,990 8,388 8,806 9,245 9,705 10,189 10,697 5.00%
6023 FICA 4,904 5,267 5,530 5,805 6,094 6,398 6,716 7,050 7,401 7,770 8,157 8,563 8,990 9,437 9,908 10,401 10,919 11,463 12,034 12,634 13,264 6.20%
6031 Group Life 605 624 643 662 682 702 723 745 767 790 814 839 864 890 916 1 944 972 1,001 1,031 1,062 1,094 3.000/6
6032 Health Insurance 10,080 8,352 9,187 10,106 11,117 12,228 13,451 14,796 16,276 17,903 19,694 21,663 23,829 26,212 28,833 31,717 34,888 38,377 42,215 46,436 51,080 10.00%
6033 LTD 364 384 396 407 420 432 445 459 472 486 501 516 532 547 564 581 598 616 635 654 673 3.00%
6034 Worker's Comp 22,864 2,949 3,037 33,129 33,222 33,319 33.419 3 521 3,627 3,736 33.848 3396_3 4,082 44,205 44,331 44,461 44,594 44,732 44,874 5,020 55,171 3.00
103,577 108,125 113,740 119,782 126,168 132,922 140,065 147,623 155,622 164,092 173,063 182,568 192,643 203,326 214,658 226,683 239,449 253,008 267,414 282,727 299,012
6101 Office Supplies 5,000 6,000 6,180 6,365 6,556 6,753 6,956 7,164 7,379 7,601 7,829 8,063 8,305 8,555 8,811 9,076 9,348 9,628 9,917 10,215 10,521 3.001/6
6105 Minor Office Equipment 0 1,200 1,236 1,273 1,311 1,351 1,391 1,433 1,476 1,520 1,566 1,613 1,661 1,711 1,762 1,815 1,870 1,926 1,983 2,043 2,104 3.00%
6202 Medical Supplies 0 300 309 318 328 338 348 358 369 380 391 403 415 428 441 454 467 481 496 511 526 3.00%
6203 Janitorial Supplies 5,500 6,045 6,226 6,413 6,606 6,804 7,008 7,218 7,435 7,658 7,887 8,124 8,368 8,619 8,877 9,144 9,418 9,700 9,991 10,291 10,600 3.00%
6208 Coffee &Cups 3,400 5,000 5,150 5,305 5,464 5,628 5,796 5,970 6,149 6,334 6,524 6,720 6,921 7,129 7,343 7,563 7,790 8,024 8,264 8,512 8;768 3.00%
6301 Parts -Equipment Repair 7,000 7,200 7,416 7,638 7,868 8,104 8,347 8,597 8,855 9,121 9,394 9,676 9,966 10,265 10,573 10,891 11,217 11,554 11,901 12,258 12,625 3.00%
6305 Salt & Chemicals 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3.000%
6323 Recharges 200 200 206 212 219 225 232 239 246 253 261 269 277 285 294 303 312 321 331 340 351 3.00%
6401 Small Tools 820 850 876 902 929 957 985 1,015 1,045 1,077 1,109 1,142 1,177 1,212 1,248 1,286 1,324 1,364 1,405 1,447 1,490 3.00°/
6402 Minor Equipment 3,950 4.000 4-,120 4.244 4.371 44.502 4,637 4_,776 4,919 5,067 5,219 5,376 5,537 5,703 5,874 6,050 6,232 6,419 61611 61810 71014 3.001/6
25,870 30,795 31,719 32,670 33451 34,660 35,700 36,771 37,874 39,010 40,180 41,386 42,627 43,906 45,223 46,580 47,978 49,417 50,899 52,426 53,999
7013 Other Professional Services 7,000 7,000 7,210 7,426 7,649 7,879 8,115 8,358 8,609 8,867 9,133 9,407 9,690 9,980 10,280 10,588 10,906 11,233 11,570 11,917 12,275 3.00%
7103 Telephone 18,000 19,900 20,497 21,112 21,745 22,398 23,070 23,762 24,474 25,209 25,965 26,744 27,546 28,373 29,224 30,101 31,004 31,934 32,892 33,878 34,895 3.00%
7201 Printing & Publishing 100 900 927 955 983 1,013 1,043 1,075 1,107 1,140 1,174 1,210 1,246 1,283 1,322 1,361 1,402 1,444 1,488 1,532 1,578 3.001/6
7401 Electricity 65,000 70,000 72,100 74,263 76,491 78,786 81,149 83,584 86,091 88,674 91,334 94,074 96,896 99,803 102,797 105,881 109,058 112,329 115,699 119,170 122,745 3.00%
7404 Natural Gas - Hearing 22,500 23,000 23,690 24,401 25,133 25,887 26,663 27,463 28,287 29,136 30,010 30,910 31,837 32,793 33,776 34,790 35,833 36,908 38,015 39,156 40,331 3.00%
7405 Water/Sewer 3,900 4,000 4,120 4,244 4,371 4,502 4,637 4,776 4,919 5,067 5,219 5,376 5,537 5,703 5,874 6,050 6,232 6,419 6,611 6,810 7,014 3.00%
7406 Refuse Service 2,800 3,600 3,708 3,819 3,934 4,052 4,173 4,299 4,428 4,560 4,697 4,838 4,983 5,133 5,287 5,445 5,609 5,777 5,950 6,129 6,313 3.00%
7525 Janitorial Services 65,000 75,750 78,023 80,363 82,774 85,257 87,815 90,449 93,163 95,958 98,837 101,802 104,856 108,001 111,241 114,579 118,016 121,557 125,203 128,959 132,828 3.001/
7535 Equipment Maint- Contracts 15,000 32,000 32,%0 33,949 34,967 36,016 37,097 38,210 39,356 40,537 41,753 43,005 44,295 45,624 46,993 48,403 49,855 51,351 52,891 54,478 56,112 3.00%
7540 Equipment Repair by Others 3,690 3,500 3,605 3,713 3,825 3,939 4,057 4,179 4,305 4,434 4,567 4,704 4,845 4,990 5,140 5,294 5,453 5,616 5,785 5,959 6,137 3.00%
7546 Building Maintenance 71,735 75,000 77,250 79,568 81,955 84,413 86,946 89,554 92,241 95,008 97,858 100,794 103,818 106,932 1W, 140 113,444 116,848 120,353 123,964 127,682 131,513 3.00%
7603 Rental Private Equipment 300 500 515 530 546 563 580 597 615 633 652 672 692 713 734 756 779 802 826 851 877 3.00%
7605 Rental City Equipment 4,326 4,455 4,589 4,726 4,868 5,014 5,165 5,320 5,479 5,643 5,813 5,987 6,167 6,352 6,542 6,739 6,941 7,149 7,363 7,584 7,812 3.00%
7701 Employee Training 900 900 927 955 983 1,013 1,043 1,075 1,107 1,140 1,174 1,210 1,246 1,283 1,322 1,361 1,402 1,444 1,488 1,532 1,578 3.00%
7703 Conferences & Seminars 500 1,720 1,772 1,825 1,879 1,936 1,994 2,054 2,115 2,179 2,244 2,312 2,381 2,452 2,526 2,602 2,680 2,760 2,843 2,928 3,016 3.00%
7705 Subscriptions & Memberships 500 520 536 552 568 585 603 621 640 659 678 699 720 741 764 787 810 834 859 885 912 3.00%
7711 Laundry 165 450 464 477 492 506 522 537 553 570 587 605 623 642 661 681 701 722 744766 789 3.00%
281,416 323,195 332,891 342,878 353,164 363,759 374,672 385,912 397,489 409,414 421,696 434,347 447,377 460,799 474,623 488,861 503,527 518,633 534,192 550,218 566,724
8003 Office Furniture & Equipment 116,450 55,000 56,650 58,350 60,100 61,903 63,760 65,673 67,643 - 69,672 71,763 73,915 76,133 78,417 80,769 83,192 85,688 88,259 90,907 93,634 96,443 3.00%
8302 Data Processing Allocation 0 6,008 6,549 7,138 7,781 8,481 9,244 10,076 10,983 11,971 13,049 14,223 15,503 16,898 18,419 20,077 21,884 23,854 26,000 28,340 30,891 9.00%
8303 Building Maintenance 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
116,450 61,008 63,199 65,488 67,881 70,384 73,004 75,749 78,626 81,644 84,811 88,139 91,636 95,315 99,189 103,270 107,572 112,112 116,907 121974 127,334
TOTAL OPERATING 527,313 523,123 541,549 560,818 580,863 601,724 623,440 646,054 669,611 694,160 719,751 746,440 774,284 803,346 833,693 865,394 898,526 933,170 969,413 1,007,346 1,047,070
CAPITAL 413,725 38,192 0 0 117,203 65,040 0 126,677 0 4,301 109,791 264,450 154,064 27,227 7,100,024 0 0 170,243 0 71,161
TOTAL EXPENSES 527,313 936,848 579,741 560,818 580,863 718,927 688,480 646,054 796,288 694,160 724,051 856,230 1,038,734 957,410 860,919 7,965,418 898,526 933,170 1,139,656 1,007,346 1,118,231
Fund 220
Projected Capital Replacement Schedule
Rate of Inflation
Description
3.00%
Location
Year
Aquired
Est.
Life
Year to
Replace
Cost to Replace
1997
Future Cost
To Replace
Funding
Source
Pub Facil
Funding
Source
Other
1 FURNACE WTP#1 1974 25 1999 1,600 1,697 1,697
2 GAS FIRED UNIT HEATERS (3) WTP #1 1974 25 1999 1,800 1,910 1,910
3 AIR COMPRESSOR WTP #I 1974 25 1999 2,600 2,758 2,758
4 OFFICE FURNISHINGS AND FIXTURES WTP #1 1974 25 1999 4,000 4,244 4,244
5 DEHUMIDIFER#1 WTP#1 1974 25 1999 8,000 8,487 8,487
6 DEHUMIDIFER #2 WTP #I 1974 25 1999 8,000 8,487 8,487
7 ROOF WTP#1 1983 20 2003 54,470 65,040 65,040
8 WATER TREATMENT PLANT NO WTP#1 1974 50 2024 2,310,000 5,131,178 5,131,178
9 GAS FIRED DUCT FURNACES(2) FS#2 1991 20 2011 8,000 12,101 12,101
10 HVAC IOTON FS#2 1977 20 1999 10,000 10,609 10,609
11 ROOF FS#2 1997 20 2017 39,400 71,161 71,161
12 GAS FURNACE W/COOLING COILS(2) FS#2 1987 20 2007 3,200 4,301 4,301
13 OFFICE FURNISHINGS &FIXTURES FS#2 1991 20 2011 10,000 15,126 15,126
14 REPLACE PARKING LOT FS#2 1977 20 1998 15,534 16,000 16,000
15 PLYMOUTH FIRE STATION NO 2 FS#2 1977 50 2027 801,200 1,944,723 1,944,723
16 ROOF City Center 1977 20 1998 92,233 95,000 95,000
17 STEAM HUMIDIFER #1 City Center 1987 15 2002 2,000 2,319 2,319
18 STEAM HUMIDIFER #2 City Center 1987 15 2002 2,000 2,319 2,319
19 STEAM HUMIDIFER #3 City Center 1987 15 2002 2,000 2,319 2,319
20 EMERGENCY GENERATOR City Center 1995 25 2020 30,000 59,208 59,208
21 SEMIHERMETIC COMPRESSOR City Center 1977 25 2002 7,500 8,695 8,695
22 SEMIHERMITIC COMPRESSORS #1 City Center 1977 25 2002 10,000 11,593 11,593
23 SEMIHERMITIC COMPRESSOR #2 City Center 1977 25 2002 10,000 11,593 11,593
24 PACKAGED A C UNIT City Center 1977 25 2002 10,000 I 1,593 11,593
25 SEMIHERMITIC COMPRESSOR #3 City Center 1977 25 2002 10,000 11,593 11,593
26 SEMIHERMITIC COMPRESSOR #4 City Center 1977 25 2002 10,000 11,593 11,593
27 AIR HANDLER #1 City Center 1977 25 2002 12,000 13,911 13,911
28 AIR HANDLER #2 City Center 1977 25 2002 12,000 13,911 13,911
29 HOT WATER BOILER #I City Center 1977 25 2002 6,000 6,956 6,956
30 HOT WATER BOILER #2 City Center 1977 25 2002 6,000 6,956 6,956
31 GAS/OIL BURNERASSSEMBLY(2) City Center 1977 25 2002 1,600 1,855 1,855
32 HOT WATER BOILER #3 City Center 1995 25 2020 6,000 11,842 11,842
33 GAS/OIL BURNER ASSSEMBLY City Center 1995 25 2020 1,600 3,158 3,158
34 STEAM HUMIDIFICATION BOILER City Center 1987 25 2012 3,500 5,453 5,453
35 GAS/OIL BURNER ASSEMBLY City Center 1987 25 2012 3,200 4,985 4,985
36 AIR HANDLER TRANE City Center 1997 25 2022 10,000 20,938 20,938
37 PHONE SYSTEM City Center 1995 10 2005 100,000 126,677 126,677
38 PARKING LOT City Center 1977 20 1998 27,184 28,000 28,000
39 CITY CENTER BUILDING City Center 1977 35 2012 5,000,000 7,789,837 1947459.3 5842377.812
40 DEHUMIDIFER WTP#2 1988 20 2008 3,000 4,153 4,153
41 HOT WATER BOILER WTP#2 1988 20 2008 3,200 4,430 4,430
42 OFFICE FURNISHINGS & FIXTURES WTP#2 1988 20 2008 4,000 5,537 5,537
43 AHU W/CW COIL WTP#2 1988 20 2008 6,500 8,998 8,998
44 ROOF WTP#2 1988 20 2008 62,615 86,674 86,674
45 WATER TREATMENT PLANT NO2 WTP#2 1988 50 2038 3,570,000 11,994,839 11,994,839
46 BOILER FS93 1989 D 2009 4,200 5,988 5,988
47 RADIANT HEAT FS#3 1989 til 2009 5,000 7,129 7,129
48 HVAC IOTON FS#3 1989 20 2009 10,000 14,258 14,258
49 HVAC 12 1/2 TON FS#3 1989 20 2009 12,500 17,822 17,822
50 MAKE UP AIR UNIT #I FS#3 1989 20 2009 7,000 9,980 9,980
51 MAKE UP AIR UNIT #2 FS#3 1989 20 2009 7,000 9,980 9,980
52 OFFICE FURNISHINGS & FIXTURES FS#3 1989 20 2009 15,000 21,386 21,386
53 PARKING LOT FS#3 1989 20 2009 35,000 49,902 49,902
54 ROOF FS#3 1989 20 2009 89,780 128,005 128,005
55 PLYMOUTH FIRE STATION NO 3 FS#3 1989 50 2039 1,356,400 4,694,088 4,694,088
56 MAKE UP AIR UNIT FS#1 1990 20 2010 4,500 6,608 6,608
57 RADIANT HEAT FS#1 1990 20 2010 4,800 7,049 7,049
58 HVAC 5 TON FS#I 1990 20 2010 5,000 7,343 7,343
59 HVAC 7 1/2 TON FS#1 1990 20 2010 7,500 11,014 11,014
60 PARKING LOT FS#1 1990 20 2010 25,000 36,713 36,713
61 EMERGENCY GENERATOR FS#1 1990 20 2010 7,500 11,014 11,014
62 OFFICE FURNISHINGS&FIXTURES FS#1 1990 20 2010 8,500 12,483 12,483
63 ROOF FS#1 1990 20 2010 42,110 61,840 61,840
64 PLYMOUTH FIRE STATION NO 1 FS# 1 1990 50 2040 842,291 3,002,360 3,002,360
65 CIRCULATING PUMPS(2) PSB 1992 20 2012 2,500 3,895 3,895
66 AIR COMPRESSOR PSB 1992 20 2012 1,500 2,337 2,337
67 HOT WATER BOILER PSB 1992 20 2012 15,000 23,370 23,370
68 HVAC #1 PSB 1992 20 2012 25,000 38,949 38,949
69 HVAC #2 PSB 1992 20 2012 25,000 38,949 38,949
70 ROOF PSB 1992 20 2012 27,500 42,844 42,844
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Agenda Number: 6A
TO: Dwight D. son, City Manager
FROM: Dale Ha inane Director
SUBJECT: City Council Training & Conferences
DATE: December 5, 1997 for City Council Study Session December 10, 1997
1. ACTION REQUESTED: Consider the attached policy relating to payment or
reimbursement to Councilmembers for various training, conferences and meeting
expenses.
2. BACKGROUND: At the October 8`' Council Study session, staff was directed to prepare
a listing of the various types of meetings that Councilmembers typically attend, and when
these meeting expenses would normally be reimbursed. Staff was also directed to
consolidate the training and Conferences/seminars budgets. These accounts have been
consolidated for a total of $2,500, and will be displayed as one account for the next
printing of the budget.
3. DISCUSSION: Shown below is a listing of various meetings that Councilmembers
typically attend:
Twin West
Municipal Legislative Commission
Association of Metropolitan Municipalities
League of Minnesota Cities
Northwest Chamber
Sensible Land Coalition
Plymouth Civic League
A policy currently exists for all City Employees which also applies to Councilmembers. It
states that for meetings where there is no overnight lodging, IRS rules say, that if the cost
of the meal is included in the registration fee, it can be reimbursed without inclusion in W-
2 income. An example of a registration which includes meals would be the Legislative
dinner. If a meal is reimbursed other than this, IRS rules state, that it shall be included in
W-2 income. An example of a meeting in which the meal is not included in the
registration would be, the Plymouth Civic League meeting.
For meetings and other expenses that require overnight lodging, all expenses are
reimbursable and not included in income. Currently, City employees are not reimbursed
for meals not included in registrations, in accordance with IRS guidelines. A copy of the
reimbursement policy approved by Council on January 8, 1997 is attached for review (1).
J
In addition to the above in formation, Mayor Tierney has asked me to provide the
approximate cost for registration, hotel and travel for the Mayor's Conference, League of
Minnesota Cities Conference and National League of Cities Conference. The costs for
these conferences are shown below:
Mayor's League of National League
Conference Minnesota Cities of Cities
Registration $100 $245 $365
Hotel 175 175 615
Travel 100 100 300
Total 375 520 R.280
The above numbers assume paying mileage for conferences in the State of Minnesota and
airfare to the National Conference. The City Council also currently falls under the
guidelines of another older policy for reimbursement of expenses. It states that
Councilmembers will not be reimbursed for mileage or parking expenses incurred for
purposes other than conference related expenses. I have also attached a copy that policy
for review (2).
4. BUDGET IMPACT: If Council decides to start reimbursing for all meals regardless of
whether in the registration fee or not, the budget impact is estimated at an additional $400.
If Council decides to increase their Conferences and Training budget, I recommend
reducing the 1998 Contingency amount to cover this. The Contingency account in the
proposed budget amount $156,135
5. RECOMMENDATION: I have added language to the Travel Policy (1) which states that
Councilmembers will not be reimbursed for mileage or parking not directly related to
conferences. This has the effect of combining the two policies into one. This revision is
shown under number 4 of the Travel Policy. Council should consider if they wish to
follow these policy guidelines which is consistent with the policy for other City employees.
They should also determine if they wish to increase their budget line item for Conferences
and Training. At the conclusion of the meeting, Council should give staff direction for
preparation of the necessary changes for the next City Council meeting.
CITY OF PLYMOUTH
TRAVEL POLICY
This policy establishes guidelines and procedures for the payment and reimbursement of
travel costs incurred by City employees and City officials who travel on official City
business.
1. Applicability.
This policy applies to all City employees, including temporary and part-time employees,
the Mayor, members of the City Council, and members of any Commission or Committee
of the City.
2. Travel Covered
Travel Outside The Seven -County Metro Area (Overnight).
Travel for City business outside the seven -county metro area and which requires
overnight lodging will be paid or reimbursedfor the following items:
A. Lodging -single rate plus gratuities
B. Registration fees
C. Meals, including gratuities.
D. Transportation
E. Business related telephone calls.
Travel Within the Seven -County Metro Area (Non -Overnight).
Travel for City business within the seven -county metro area will be paid or reimbursed
for the following items:
A. Registration fees, including meals which are part of registration
B. Transportation
C. Business related telephone calls
3. Authorization for Travel Expenses.
Travel Outside The Seven -County Metro Area (Overnight).
Department Heads must give written pre -approval for travel by employees outside the
seven -county metro area. The City Manager must give written pre -approval for travel by
Department Heads or members of any Commission or Committee. An "Authorization for
Travel Expenses" form must be filled out, approved and routed to the Finance
Department in each instance. The City Manager must inform the City Council by written
memo of all travel in advance or as soon as possible if an emergency exists. The Mayor
or any member of the Council must inform the City Council and the City Manager by
written memo of any applicable travel in advance.
Travel Within the Seven -County Metro Area (Non -Overnight).
Pre -approval of travel within the seven -county metro area is not required.
4. Specific Policies for Payment of Travel Expenses.
Transportation. Payment or reimbursement for transportation costs shall generally be
based on a comparison between the cost and convenience of the lowest available air fare
and travel by personal or City vehicle with attendant meal, lodging, parking and loss of
work time costs. The City Manager must approve any exception to this general rule. If a
frequent flyer program is in effect, a separate program shall be established by the
employee or official so that credits are recorded to the City. Ground transportation,
including buses, taxis, rental cars, and attendant parking shall be reimbursed if receipts
are provided. The most cost-effective and efficient mode of ground transportation must
be used. If an employee is accompanied on travel by a friend or relative who is not also
a City employee a City vehicle may not be used.
Travel to and from the worksite (commuting) is not eligible for reimbursement. This
includes commutes on evenings and weekends. If City business is conducted during a
commute to or from the worksite, reimbursement will only be granted for mileage above
and beyond that which would have been driven if a typical direct route were followed.
In instances where an employee chooses to proceed directly from their home to a
meeting, conference or seminar away from their regular or secondary worksite the
employee will be reimbursed for the distance from their home to the alternative
destination minus the distance of their typical commute to their regular worksite.
For City Councilmembers, mileage and parking will not be reimbursed for
travel within the Seven -County Metro area.
If a personal vehicle is utilized for travel on City business proof of automobile insurance
meeting state minimum requirements must be presented, if requested, before
reimbursement for mileage will be granted.
Lodging. Accommodations shall be appropriate to the purpose of the trip. Rates for
accommodations shall be comparable to those of other facilities in the area. The hotel
hosting a convention shall be deemed to be an appropriate accommodation. The City will
pay for the single rate, only, if the City employee or official is accompanied by a guest or
family member.
Meal Allowance. Expenses for meals, including gratuity, will be reimbursed according
the following limits and procedures for overnight travel outside the seven -county metro
area. No reimbursement will be made for alcoholic beverages or for persons other than
additional City employees who are also actively conducting City business. Per diem meal
expenses of $25 per day will be allowed without receipts being required. Meal
allowances up to a maximum of $40 per any 24 hour period shall be reimbursed if
receipts accompany the request for meal reimbursement.
If any meals are included in conference or seminar registration fees deductions to the per
diem or the meal allowance maximum will be made in the following amounts:
5.00 Breakfast
7.00 Lunch
13.00 Dinner
Telephone Allowance. Telephone calls shall be reimbursed only if they are for City
business.
Registration. Registration fees for seminars, conferences or workshops authorized under
Section 3 may be paid or reimbursed.
5. Procedure.
Direct Payment. Whenever possible, the City will make direct payments for travel and
registration costs.
Reimbursement. An itemized expense report must be completed and submitted to an
authorizing individual or the Finance Department within 15 days following the date of
return. Expense forms are available in the Finance Department. Receipts shall
accompany all expenses, including expenses for which advances were issued (receipts
are not requiredfor per diem meal expenses).
TRAV_POL.DOC
POLICY RELATING TO REIMBURSEMENT OF ORDINARY EXPENSESTOCITYCOUNCIL, COMMISSION AND BOARD MEMBERS
Resolution No. 83-199
April 11, 1983
PURPOSE
Periodically questions have arisen with regard to the City's position on reimbursingCityCouncil, Commission and Board members for ordinary expenses incurred in thecourseofCouncil, Commission or Board related activities. The purpose of this policyistoclarifytheCityCouncil's position on this issue.
City Councilmembers
The Mayor and City Councilmembers receive monthly compensation as set forth in thePlymouthCityCode. The City Council hereby acknowledges that the purpose of suchcompensationistodefraythecostofordinaryout-of-pocket expenses incurred whileperformingcitybusiness. Such expenses Include, but are not necessarily limited to: mileage, parking fees, meals, entertainment and other related expenses. It Is theintentoftheCityCounciltocontinuethepolicyofnon -reimbursement of ordinaryout-of-pocket expenses incurred by Councilmembers. Unusual or one time expense reim- bursement such as seminar or conference related costs will be considered on a case- by-case basis.
City Board and Commission Members
In accordance with Resolution 80-730, attached, the City Council has established aPolicyofurginganddirectingthatmembersofBoardsandCommissionsphysicallytraveltoandviewsitesandpropertieswhicharefromtimetotimethesubjectoftheirdiscussion. City Commission and Board members serve on a purely volunteerbasis,
and the City does not reimburse Commission or Board members for any ordinaryout-of-pocket expenses. Requests for reimbursement of other than ordinany expenesesisconsideredonacase-by-case basis.
22-
MEMO
CITY OF PLYMOUTH
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447
DATE: December 5, 1997
TO: Mayor and City Council
FROM: Dwight D. Johnson, City Manager
SUBJECT: Goals and Objectives
Attached is an update to the work plan adopted by the City Council last Spring. The
Work Plan is necessarily a detailed document with 72 items of proposed work under
the "A" priority alone. In this memo, I will provide a brief overview of the 10 major
goals deemed to be of the highest priority by the Council in the voting process. They
are listed in order of the votes they received, and each of these items was nominated by
at least four council members last Spring.
1. Northwest Plymouth. An interactive process was conducted with residents and
landowners last May and the results have been compiled and circulated. The Council
and the Planning Commission have also met to clarify roles in the planning process. A
consultant has been engaged and interviews have been held with many interested
parties. Development phasing options are being prepared and should be ready within a
few weeks. Public review and comment on them will be scheduled early next year.
A "Northwest Notes" newsletter has been implemented and two issues have been
distributed to residents of Northwest Plymouth.
2. Financial Analysis, including long term planning. An analysis of most City
reserve accounts is now complete and is on the December 10`' meeting agenda. The
street reconstruction fund needs more analysis and the storm sewer fund is being
delayed to accommodate the new surface water plan projects. A framework for
financial analysis of Northwest Plymouth has also been completed and tested. It will
be used when the development staging options for Northwest Plymouth are identified.
Some discussion of capital funds occurred as part of the 1998 budget process.
3. City/Business Relationships. The Business Relations Subcommittee has met a
number of times and is planning a focus group meeting with a number of leaders of the
business community early next year. The Plymouth Local Business Council (an arm of
TwinWest Chamber of Commerce) has was created this year. They have agreed to
work on helping the City recruit more firefighters, especially for daytime response.
4. Improve community involvement in local government. Official notice
requirements for developments have been expanded in number and coverage. Both the
Robbinsdale and Wayzata School Districts have shown some interest in incorporating
more about City government into their curricula. The Web page continues to expand,
and Channel 37 has been made available for community forums.
5. Enhance employee training, development, and recognition. The higher
expenditure level for city-wide training initiated several years ago was maintained for
the 1998 budget. The City has had city-wide training on data practices and sexual
harassment within the last six months. The tuition reimbursement program was
initiated this year with six employees participating. Most supervisors have now
attended a multi -city supervisory school. The Labor -Management Committee is
actively working on employee recognition, particularly at retirement. Retiring
employees are now being honored at Council meetings.
6. Crime Prevention Activities; Community Policing; Public Safety Committee.
The Police department has continued with a large number of programs and established
several new ones. During this last year, there was a major effort on compliance checks
for tobacco and liquor. A second canine unit was added this year. A trial bicycle
patrol program was initiated. An officer was trained to provide the GREAT program
in middle schools. Our first apartment complex was certified in the Crime Free Multi -
Housing program. About 115 businesses are now in our Crime Alert Network. The
Public Safety Committee was re-established with new citizen members and has worked
on a graffiti ordinance, animal regulations, and fire department response time.
7. Activity Center. An architect was selected and retained for site planning and one
report was received in November. Parking near the LifeTime center was reviewed in
some detail, and the decision was made to investigate an alternative site on 34"
Avenue. Other activity centers have been toured, initial cost estimates have been
received from both the architect and previously from Mortenson„ and meetings with
school officials have been held. Financial scenarios and a possible bond referendum
has been studied.
8. Transit and transit hub. Study outlining future transit hubs in the City completed.
Funding sought and approved for moving and expanding the transit area at Waterford
Plaza. Transit area at Four Seasons upgraded. New, more efficient routing of the
Plymouth Rider fixed route system went into effect December l'`. The City held its
first Reverse Commute Job Fair this year and planning is well underway for the next
one on March 12'. We may participate with a planned TwinWest Job Fair also.
9. Downtown Plymouth. During this last year, the Mann Theater and Carlson
Companies began construction of their complex. A new bank is under construction as
well as a day care center. Of course, LifeTime and the Ice Arena opened this summer.
Other proposals for restaurants and commercial buildings are being discussed with
staff. A streetscape plan for Plymouth Boulevard is underway. Traffic improvements
on Vicksburg are being constructed, and stop signs were added on Plymouth Blvd.
The common drainage system was constructed to serve the theater and other properties.
10. Surface Water Management Plan. Goals have been proposed and reviewed by
staff. The EQC is currently reviewing them. Discussion is occurring about the
implications of the goals and whether or not there can be different goals or standards
for different parts of the City. There appear to be differing expectations about what the
plan is supposed to address and in what level of detail, and this seems to have slowed
the progress of the plan. A meeting of the consultants, myself, various staff members,
Council member Black (council representative on the EQC) and possibly others is
scheduled for next week to address these issues. Mr. Fred Moore and I will personally
attend the next EQC meeting as well.
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A 6 1
MEMO
CITY OF PLYMOUTH
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447
DATE: December 5, 1997
TO: Mayor and City Council
FROM: Dwight D. Johnson, City Manager
SUBJECT: Goals and Objectives
Attached is an update to the work plan adopted by the City Council last Spring. The
Work Plan is necessarily a detailed document with 72 items of proposed work under
the "A" priority alone. In this memo, I will provide a brief overview of the 10 major
goals deemed to be of the highest priority by the Council in the voting process. They
are listed in order of the votes they received, and each of these items was nominated by
at least four council members last Spring.
1. Northwest Plymouth. An interactive process was conducted with residents and
landowners last May and the results have been compiled and circulated. The Council
and the Planning Commission have also met to clarify roles in the planning process. A
consultant has been engaged and interviews have been held with many interested
parties. Development phasing options are being prepared and should be ready within a
few weeks. Public review and comment on them will be scheduled early next year.
A "Northwest Notes" newsletter has been implemented and two issues have been
distributed to residents of Northwest Plymouth.
2. Financial Analysis, including long term planning. An analysis of most City
reserve accounts is now complete and is on the December 10`h meeting agenda. The
street reconstruction fund needs more analysis and the storm sewer fund is being
delayed to accommodate the new surface water plan projects. A framework for
financial analysis of Northwest Plymouth has also been completed and tested. It will
be used when the development staging options for Northwest Plymouth are identified.
Some discussion of capital funds occurred as part of the 1998 budget process.
3. City/Business Relationships. The Business Relations Subcommittee has met a
number of times and is planning a focus group meeting with a number of leaders of the
business community early next year. The Plymouth Local Business Council (an arm of
TwinWest Chamber of Commerce) has was created this year. They have agreed to
work on helping the City recruit more firefighters, especially for daytime response.
A
4. Improve community involvement in local government. Official notice
requirements for developments have been expanded in number and coverage. Both the
Robbinsdale and Wayzata School Districts have shown some interest in incorporating
more about City government into their curricula. The Web page continues to expand,
and Channel 37 has been made available for community forums.
5. Enhance employee training, development, and recognition. The higher
expenditure level for city-wide training initiated several years ago was maintained for
the 1998 budget. The City has had city-wide training on data practices and sexual
harassment within the last six months. The tuition reimbursement program was
initiated this year with six employees participating. Most supervisors have now
attended a multi -city supervisory school. The Labor -Management Committee is
actively working on employee recognition, particularly at retirement. Retiring
employees are now being honored at Council meetings.
6. Crime Prevention Activities; Community Policing; Public Safety Committee.
The Police department has continued with a large number of programs and established
several new ones. During this last year, there was a major effort on compliance checks
for tobacco and liquor. A second canine unit was added this year. A trial bicycle
patrol program was initiated. An officer was trained to provide the GREAT program
in middle schools. Our first apartment complex was certified in the Crime Free Multi -
Housing program. About 115 businesses are now in our Crime Alert Network. The
Public Safety Committee was re-established with new citizen members and has worked
on a graffiti ordinance, animal regulations, and fire department response time.
7. Activity Center. An architect was selected and retained for site planning and one
report was received in November. Parking near the LifeTime center was reviewed in
some detail, and the decision was made to investigate an alternative site on 34'
Avenue. Other activity centers have been toured, initial cost estimates have been
received from both the architect and previously from Mortenson„ and meetings with
school officials have been held. Financial scenarios and a possible bond referendum
has been studied.
8. Transit and transit hub. Study outlining future transit hubs in the City completed.
Funding sought and approved for moving and expanding the transit area at Waterford
Plaza. Transit area at Four Seasons upgraded. New, more efficient routing of the
Plymouth Rider fixed route system went into effect December V. The City held its
first Reverse Commute Job Fair this year and planning is well underway for the next
one on March 12`'. We may participate with a planned TwinWest Job Fair also.
9. Downtown Plymouth. During this last year, the Mann Theater and Carlson
Companies began construction of their complex. A new bank is under construction as
well as a day care center. Of course, LifeTime and the Ice Arena opened this summer.
Other proposals for restaurants and commercial buildings are being discussed with
staff. A streetscape plan for Plymouth Boulevard is underway. Traffic improvements
I#
on Vicksburg are being constructed, and stop signs were added on Plymouth Blvd.
The common drainage system was constructed to serve the theater and other properties.
10. Surface Water Management Plan. Goals have been proposed and reviewed by
staff. The EQC is currently reviewing them. Discussion is occurring about the
implications of the goals and whether or not there can be different goals or standards
for different parts of the City. There appear to be differing expectations about what the
plan is supposed to address and in what level of detail, and this seems to have slowed
the progress of the plan. A meeting of the consultants, myself, various staff members,
Council member Black (council representative on the EQC) and possibly others is
scheduled for next week to address these issues. Mr. Fred Moore and I will personally
attend the next EQC meeting as well.
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