HomeMy WebLinkAboutCouncil Information Memorandum 02-20-1989MM MMSTATE
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DEPARTMENT OF NATURAL RESOURCES
500 LAFAYETTE ROAD • ST. PAUL. MINNESOTA • 55155-40
DNR INFORMA. ION
(612) 296.6157
January 17, 1989
Mr. Wayne Nelson
Metropolitan Council
Mears Park Centre, 230 E. Fifth St
St. Paul, MN 55101
RE: Hennepin County Resource Recovery Transfer Station Project
Draft Supplemental Environmental Impact Statement (EIS)
Dear Mr. Nelson:
The Department of Natural Resources (DNR) has reviewed the above -referenced
document. Our only comment is that we would have liked more information on
soils and wetland types for the Plymouth/County 15 (Carlson Parkway)
Alternative. However, we realize that this site is only an alternative at
this time and that more information would only be necessary if this site
should be proposed for development.
Thank you for the opportunity to review this EAW. If you have any
questions regarding our comments, please call Don Buckhout at (612)
296-8212.
Sincerely,
Thomas W. Balcom, Supervisor
NR Planning and Review
#850098-7
c: Kathleen Wallace
Ron Lawrenz
Laurel Reeves
Gregg Downing, EQB
Robert Welford, USFWS
Warren Porter - Hennepin County, Solid Waste Division
AN EQUAL OPPORTUNITY EMPLOYER
DEPARTMENT OF THE ARMY
ST PAUL DISTRICT. CORPS O: ENGINEERS
1135 U S POST OFFICE& CUSTOMHOUSE
ST PAUL. MINNESOTA 55107.1679
AEh• TO
ATTENTION Of
Construction -Operations
Regulatory Branch (89-498J-57)
Mr. Wayne Nelson
Metropolitan Council
Mears Park Center
230 East Fifth Street
St. Paul, Minnesota 55101
Dear Mr. Nelson:
We have reviewed the Draft Supplemental Environmental Impact Statement
(SEIS) for the Hennepin County Solid Waste Transfer Stations. Our involvement
would be limited to the placement of dredged or fill material in waters or
wetlands pursuant to Section 404 of the Clean Water Act. As stated in the
SEIS, no wetlands are present on any of the sites with the exception of the
Plymouth site (County Road 6 and Interstate 494). However, the SEIS states
that this wetland would not be filled (page 164). In summary, the information
provided indicates that no discharge of dredged or fill material in waters or
wetlands would occur; therefore, no permit from the Corps would be required.
If you have any questions, you may contact Mr. Steve Eggers at 220-0371.
Siely, I arl
Ben Wopat
Chief, Regu atory Branch
Construction -Operations
-r'ar`n Protector, Inc.
:138 Plvmouth Building
Minneapolis, MN 55402
375-0202
I
Mr. Wayne Nelson
Metropolitan Council
Mears Park Centre
230 E. 5th Street
St. Paul, MN 55101
January 19, 1988
RE: Comments on SEIS (Supplemental Environmental Impact Statement) for
Hennepin County Transfer Stations
Dear Mr. Nelson:
It becomes more apparent daily that we may have surpassed the
threshold of pollution that the environment can contain. What with
acid rain continuing unabated, nuclear waste piling up with no solution
in sight, and hazardous waste dumps leaking, we are expected to absorb
the pollution that will be generated by decades of garbage burning that
could only take place with the support of the transfer station network
under discussion in the SEIS.
•
Burning garbage in Sweden and Denmark has had disastrous effects.
Dioxin contamination has been discovered in the breast milk of Swedish,
Danish and German women. Recent studies support the evidence that dioxin
is passed into nursing infants and the problem is more serious than we
previously thought.
When Hennepin County joined forces with Blount Construction Company
of Alabama to build a garbage burner in downtown Minneapolis, they should
have been stopped immediately by your agency because you are responsible
for solid waste planning in the seven county area and you know and knew
that this project was not what the legislature had in mind when they
lisle~ their rierar;,::y of wastdisposal methods.
Since your agency failed to move correctly during the early stages
of the process, the fate of the communities that must house a transfer
station was sealed and the document now under review is nothing more
than another piece of misleading information that disguises the central
issue of environmentally protective, cost effective waste management.
If prudent, reasonable and aware people take a more macro view of
the Minneapolis transfer station, they would see an inner city community
losing the opportunity to develop a large area of land for positive
purposes in lieu of having a capital intensive ($11 million) project
employing only 14 people, packaging the garbage from small trucks into
larger trucks for the short journey to the downtown Minneapolis garbage
burner.
The various dicussions regarding traffic at all three of the sites
is irrelevant because you do not have a clear idea of the following:
1. How much garbage is generate' in the "waste shed" area? Your
calculations are based on old information and are simply a guess. Even
if your calculations were close, the case has not been made that a transfer
of the garbage from one truck to another would be of benefit to anyone.
Further, you have no idea how many citizen and commercial vehicles will
bring recyclable and household hazardous waste materi.,l in each day.
2. You don't have a clear idea of how many trucks will go north
to Elk River -from Hennepin County and what impact that will have.
3. You haven't discussed why yard waste would be transferred at
the stations after being collected separately and there is a yard waste
composting' facility in close proximity to the Brooklyn Park selected site.
Taking large plots of land for a suburban transfer station network
that supports burning and burying before searching for alternatives does
a disservice to the public who depends on the government to act in the
best interest of the populace. Your agency, while employing some well
intentioned people, has misled, confused and complicated our solid waste
management so greatly that it is even difficult to comment in an orderly
fashion.
The SEIS in question is inadequate in its response to transportation,
solid waste system impacts, local community impacts and cultural resources.
The SEIS in question is inadequate in providing decision makers with
a clear view of what it means to extract prime property, in what is or
will soon be the center of development in each community, and insert a
garbage dump that doesn't pay taxes, empolyees very few people, congests
traffic, polarizes all parties, and ignores alternatives.
You will find attached, a recent final draft and press release from
the Town of East Hampton, New York that points out the central issue we
have been trying to get through to you for several years, that recycling,
composting, reuse and all the other sensible solutions pointed out in the
Earth Protector paper provided to you more than a year ago, is the way to
go. East Hampton recycled 84.4 percent of their waste in the test progra-
Often times the Metropolitan Council has attempted to transfer the
responsibility to Hennepin County for their ill conceived plan but you
must share the blame because you had final approval of what they did.
Matter of fact, it has become clear that the original EIS cited reports
that do not exist and may be open for a challenge in the state courts.
The transfer station network supports garbage burning and destroys
opportunity at an extreme financial cost and your SEIS fails to point
that out and deserves to be found inadequate.
It is the intention of Earth Protector to continue commenting on
this issue because it has recently been brought to our attention that
the waste generation figures used in the SEIS were from 1983.
Thank :you for the opportunity to
Enclosure: Zast Hampton report
comment.
Sinc
President
.�-�� Leslie avis,
Earth Protector, Inc.
L
RESOLUTION Reierreo ,o COM-
of
OM-
of the Dote
CITY OF MINNEAPOLIS
Coy l e
By —
Conveying comments of the City Council of the City of Minneapolis
regarding the adequacy of the Supplementary Environmental Impact Statement
(SEIS) for a Southside Transfer Station to be built by Hennepin County.
Whereas, Hennepin County has proposed a system of transfer stations for
the segregation of recyclables and household hazardous wastes from collections
as well as for the aggregation of other wastes for shipment to its waste -to -
energy facility; and
Whereas, that system of facilities includes a Transfer Station in
Minneapolis; and
Whereas, the City of Minneapolis has developed specifications for the
design and operations of that facility; and
Whereas, a Supplementary Environmental Impact Statement (SEIS) has been
developed by the Metropolitan Council, in consultation with Hennepin County
officials, for a Southside (Minneapolis) Transfer Station; and
Whereas, The City of Minneapolis has conducted a review of the SEIS for
its adequacy with respect to both the specifications set out by the City and
other areas of technical concern; and
Whereas, the Metropolitan Council has scheduled -a public meeting to hear
the concerns of the community, at which meeting these comments should be
presented;
b. The potential for greater permitting requirements and hazardous
incident prevention and response, arising out the broadened scope
of the facility;
c. Appropriate forecasting factors and analysis to assure that
vicinity traffic not be impeded and that all truck queuing be on
site.
4. That this Resolution and its attached petition be forwarded to the
Chair of the Metropolitan Council.
PASSED. DEC 3 0 1968 19
APPROVED JAN0 5 M -N -
y 19
ATTEST
it cev-cll
MOtN
Now Therefore Be It Resolved that the City Council of the City of
Minneapolis transmit the fallowing summary comments and direct the attention
of the Metropolitan Council to the specific staff concerns attached to
Petition No on file in the office of City Clerk.
1. The City Council acknowledges the degree to which Hennepin County has
altered the design of the facility to include functions which could
help facilitate both recycling and the screening -out of materials
which should not be incinerated.
2. The Council urges that:
a. Mitigating measures, in detailed building design and in plans for
operation, be identified and prescribed to contend with
potentially adverse consequences of holding unprocessed
recyclables and household hazardous waste at the facility --even
on the modest and temporary basis which seems intended.
b. Mitigating measures, in street design, signage and operating
instructions to drivers (to preclude the use of Cedar Av by
packer and transfer trucks); and in the new character and
geometrics of Hiawatha Av at its intersection with E 28th St, be
the basis for design.
3. The Council directs the attention of the SEIS to the sta:'f
concerns related to both the above and to the following other
subjects:
a. The potential effects of a greater number of packer trucks than
originally intended going to the plant;
WRITTEN COMMENTS RECEIVED AFTER THE
CLOSE OF THE COMMENT PERIOD
Phillips Neighborhood improvement Association !PNIA
c/o Fairvirw Deaconess Hospital
1400 East 24th Street
Minneapolis, MN S54()4
February- 14, 1989
Wayne Nelson, SEIS Project Manager
Metropolitan Council
Mears Park Center
230 East Sth Street
St. Paul, MN 55 10 1
Dear Mr. Nelson:
The final SETS for the Hennepin County Resource Recovery Transfer Stations was reviewed at the
February 13, 1989 PNIA Board meeting. PNIA does not find the final SETS document as
currently presented to be adequate. To explain this position, the PNIA Board adopted a motion to
submit the following comments to the Metropolitan Council. PNIA requests that the Metropolitan
Council take these comments into consideration prior to making a decision on the adequacy of the
final SETS.
Throughout the environmental review, PNIA has respectfully followed the administrative
prowss. i•1ost of our comments have been ignored or not adequately addressed. In speaking with
Gregg Downing of the Environmental Quality Board (EQB ), there is no administrative process
for appealing a decision of final SETS adequacy by the Metropolitan Council. Therefore, should
the Metropolitan Council decide that the final SEIS is adequate without substantially and
satisfactorilly addressing PNIA's comments, PNIA will request the District Court t6review anc+
oetermine the adequacy of the final SEIS.
PNIA submitted comments on the draft SEIS based on the belief that those comments were
appropriate within the context of the Scoping Decision Document and State laws governing the
preparation of an SEIS. In submitting comments on the final SEIS, issues relating to the Scoping
Decision Document and State law governing the preparatoin of an SEIS are specifically addressed
where appropriate. Once again, an attempt has been made to organize the comments within the
same format as that used in the draft SEIS.
1.1 Project Description - Backgound
The original EIS called for the demolition of the existing transfer station operated by
the city of Minneapolis and building the new Hennepin County Transfer station on the
old site. The original EIS also stated that the other transfer station operated by the city
of Minneapolis would remain for possible use to conjunction with the downtown
Minneapolis NERC facility. The SEiS should address possible future plans for the
existing transfer station as current plans do not call for its demolition. This
discription should occur in the context of any potential plans to use the existing
station to augment the operations of any one of the components planned for the adja:er;
Hennepin County facility. State law requires that the project be described sufficiently
to allow the public to identify the size, scope, environmental setting, and geographic
location of the project. Without some statement regarding the continued operation of
the current facility, this is not possible.
Prr,) i IjMr irmor: - 0av-irr-L)a,, f rangier �iaiiori UDe-wions - r'Ihne•�rTlf-ro p•
"'lunicipal Solid Waste
r an3aement: operatingp
Plan is �-resented for the re<,. piny, h'3st:,
►lnrieohn}n ha'a'Mr,e WeetO Mmnnnantc 0• tho IF
ihty that al env a tnr rto?in:nr Mc clnna
of tense operations in terms tnat are aoeguate to al low for the evaivaiior. of iror,acTs
identified ir. the Scoping Decision Document. Such a description iS required by �;Jie
law
The final SE IS provides no credible information as to what levels of wastes will be
generated through the recycling, yard waste, and household hazardous waste
components of the facility. Hennepin County has not provided a description of the
project that is adequate to generate this information or to evaluate the impact
identified in the Scoping Decision Document,
Hennepin County has not described how the recycling, yard waste, and household
hazardous waste components fit into the County's overall plans for recycling, yard
waste and household hazardous waste in a way that compares will, the description
provider) for the portion of facility oDerat ions that is devoted to the collection anti
transfer of municipal solid waste to the downtown HERC facility. A similar description
is needed- for all components so !ha: the impacts identified in the Scoping Derision
Documents can be evaluated.
In situations where information is not complete or unavailable, State law requires A
worst case analysis.
1.5 3 Proiect Description - Day -to -Day Transfer Station Ooperat ions - Management of
Dust, Litter, Odors and Vectors
if the facility is not reSDonsibie for controiino 000rs from nauier's trucks. then there
K•ili be 3n odor problem around the facility and outside the buildin7. Odor;, a, -E
noticeable at the existing transfer station from hauler trucks. If the fac-ility is not
responsible for controlling odors from hauler trucks, you can not state with scientific
certainty that odors will not be present. Without further information, a worst case
analvsis should be included in the SEIS.
Please also note that the final HIS does not address odors and vectors in the impact
analysis section. Such analysis was identified in the Scoping Decision Document.
1.6 Project Description - Contingency Planning
There are four transfer stations proposed of approximately equal capacity. Arxr ding
to Section 4 6 4.2 (Capacity assessment), at the low growth rate, each station will be
receiv ing 1,000 - 1,300 tons per day by the year 2020. Using the higher growth
rate, each station is at capacity of 1,500 - 1,800 tons per day by 2020. As the year
2020 aDproaches, the NERC and 5loom inoton facilities wi II not be available should
conditions require short term closure of the South Minneapolis station. Therefore
proposed con!ingonc y planning is not a'iequate for the prolected life of the transfer
station
vauc „
2 1 Locational Alternatives - Bxkgound
2 1 Ltcational Alternatives - (Aunty Evaluation of Alterrnaiive Site5 - UevFioprnPnt
Land Use and Environmental Effects
No alternatives to the South Minneapolis site were studied in the original EIS. No
alternatives have Deen studied in the SETS. in the time Detween the completion of the
original EIS and the time at which a determination was made that a Supplemental
Environmental Impart Statement would be required for the Transfer Stations, the
Crosstown site was evaluated as a possible alternative to the South Minneapolis 51te
i he "Peterson" verbal comment response �4 in the final SETS states that 'the
Minneapolis South Site compares favorably with the Crosstown Site in terms of size,
convenience of access, zoning, noise and development issues. It compares about evenly
on the other criteria.' This reponse seems to indicate treat the Crosstown site is a
reasonatAe alternative to the South Minneapolis site. "et, when t!ie Cros.:I .'n :lie wA=
mentioned earner in the process as a Dosstoie alternative for the South Minneapolis
site, it was decided not to include it in the SEIS. Information about the Crosstown site
contradicts statements made in the SEIS that 'alternative sites to the Minneapolis
Suutti Site were adequatley addressed in the or iginal EiS and therefore no alternatives
were included in the SEiS.' State law governing the preparation of an Environmental
ImiDac.t Statement reoulres that the alternatives section wrripare the fbnvlronmFnlal
1rripacts of the proposal with other reasonable alternative. to the proposed
project. Therefore the Crosstown site should have been evaluated in the SEIS.
4.1.3.1 Geology and Soils - Minneapolis South Site - Surficial Geology and Soils
The Scoping Decision Document states that geology and soils will be evaluated in terms
of surf icial geology. Possible existence of contaminated soil would seem to be part of
the surficial geology. Soil samples used to evaluate the Minneapolis South Site were
taken on land that is adjacent but not on the proposed site. Soil samples taken from
other land adjacent to the proposed site and near railroad operations indicate that
those areas do contain contaminated soil. It is not reasonable to assume that the site
does not contain contaminated soil as parts of the site include both railroad operations
and former industrial uses.
4 ? 2 1 Land Use and Zoning - Minneapolis South Site - Existing Land Use
4.3.2.2 Land Use and Zoning - Minneapolis South Site - Site Zoning
4 3.2.3 Land Use and Zoning - Minneapolis South Site - Land Use Plans
i ne Scoping Decision Document states that not oniy wi it land uses ana zoning ae
discusssed but that statements will be made about the consistency of a tranArr statiun
with the comprehensive plan and local zoning ordinances. Simply showing the location
of land uses and stating their existence does not constitute a discussion of consistency.
The SEIS fails to meet the requirements of the Scoping Decision Document.
lr, addition some land use impacts are not even mentioned let alone discu��ed for
consistency or compatibility. For example, the Hi -take shoppng Center, the 130 bed
Cedar Pines Nursing Home, the 220 unit Little Earth family housing project, housing
development on 28th Street and Cedar Avenue, and Minneapolis South High School.
All these are within two and one half blocks of the proposed South Minneapolis
Transfer Station site. Again the requirements of the Scoping Decision Document are
not met.
JJJC
b", use of the in=Dlete nature of the dicussion. it is not acr_:uraiF io rorirluoF tnat
the transfer station is not ar; incompatible land us6
Tali:ing about buffering and setbacks ooes not constitute a discussion of cor►stster'ry
with comprehensive plans and local toning ordinances. The 635- 4. business/
commercial/residential zoning to the south is not mentioned or discussed This zoning
classification would allow for a fairly high residentiai usage
Land Use plans do not mention the proposed light rail line, light. rail station. or hart
rail yards. The proposed development planned by the city for the former railroad land
to the east is not mentioned nor is the fact that the city appointed planning group has
publically gone on record as stating that the proposed transfer station is not
compatible with their development plans. There is no discussion of consistency
regarding these land use plans. Requirements of the Scoping Decision Document have
not been met.
Once identified for evaluation in the Scoping Decision Document. state laws governing
preparation of the SEIS require thorough but succinct discussion of any direct or
indirect effect generated.
A. ; 1 Transportation - Methodology
This section states that trip generation was based on the proposed design capacity of
each facility. However, actual figures used are based on an operating level of 700 tons
per day. The proposed design capacity is 1,500 - 1,800 tons per day. Therefore, the
actual figures used should be changed to conform to the stated methodology.
4.,1.3.?, Transportation - Minneapolis South Site -Trip Generation and Distribution
The response does not address the need for a legible map identifying wasteshed
boundaries and the location of the transfer stations and access roads. Undoubtedly the
full scale map was not included because of its bulk. State law governing the
Dreoaration of a SEIS states that no material may be incorporated by reference unless
it is reasonably available for inspection by interested persons within the time allowed
for comment. As of yet, the map has not been made available.
Traffic generation figures are not consistent with the methodology identified in the
SEIS that was to be used to generate traffic volumes generated by the transfer station
Trip distribution may not be accurate if access off of 28th Street is not possible.
Adequate information has not neen included in the SEIS to indicate that the proposed
site access is viable.
The proposed plan shows that the railroad tracks will be somewhat re -aligned and
raised to bridge the access road from 28th Street to the transfer station entry. This
has been proposed in response to a city requirement that vehicles will not crow the.
railroad tracks at grade. There has been some discussion that the railroad C*mpany
(Sooline) may vacate the right-of-way, but this is not yet certain. These tracks are
currently the only route that the Sooline has to get through the metropolitan area The.
SEIS does not state that the railroad company has approved the proposed plan as it
affects their property. Without this information, the issue becomes complicated and
the proposed traffic distribution is ouestionabie. if 5oohne ooes not voiuntariiv
N 3, Ee S
approve the proposed track realignment, is Hennepin County preoared to conoemn
the railroad property to obtain site access off of 28th Street? What are the long term
operating costs of adding engines,increased fuel requirements, reducin; loads or other
solutions to meet the Droolems of reQuirino a train to climb the reiativeiv steep drams
kiIaL ►,i„ be required by .hE b.- isdqe�l Vf ..1 the courts require Hennepim wu„tr tv
compensate the railroad fo- these costs? Or will the courts require Hennepin County
to purchase the entire railroad company?
Hennepin County is also making plans for light rail transit in this, area. Ther' have
identified that the preferred route for a light rail transit line will be along the
aria northern borders of the proposed South Minneapolis transfer station site along the
realigned railroad r ight-of-way and possibly requiring another bridge.
In combining current plans for the light rail transit line with the proposed access
plan for the transfer station, the light rail tracks will T. under Lake Street. At this
Doint, Lake Street is at grade level. Within two bioCKs the track wit i rise above orale
to bridge the access road. Within another two blocks the tracks will return to grin
level to go under the bridges along the 29th Street corridor This layout more rlosely
resembles a roller coaster ride at an amusement park than a well thought out plan for
the track realignment.
Since the SETS indicates that 100% of all truck traffic arriving and departing from
the proposed South Minneapolis transfer station will use the access road off of 28th
street, the issue of the rail realignment is critical to the traffic analysis. Current
plans do not appear to offer a reasonable solution to the problem presented by the
tracks. No information is provided to support the proposed plan that indicates that it
is possible for the tracks to bridge the access road or that access from 28th street is
possible.
State law governing the preparation of a SETS state that an alternatives section ,hall
compare environmental impacts of the proposal with other reasonable alternatives to
the proposed project and that reasonable alternatives may include locational
considerations, design modifications including site layout, magnitude of project, and
consideration of alternatives by whicn the purpose of the project Could be met. State
law also states that when information is incomplete, a worst case analysis should be
included.
The SETS should include one or more of the following: supporting information from the
railroad company stating that they will approve the proposed track realignment, a
statement from those planning the light rail transit that the track alignment is
satisfactory and usable, inclusion and evaluation of additional alternatives for the
design and location of the track/access road, or a worst case analysis that would
eliminate access from 28th Street.
The discussion on traffic distrbution does not take into account the reality of truck
traffic potentially using residential streets. Experience has shown that city ordinance,
truck route designation, placement of signs, and local law enforcement have not been
sufficient to keep trucks from using residential streets. While placement of curbing
and barriers may mitigate problems on 21 st Avenue north of Lake Street, the
response does not adequately address the problems on other residential streets. There
is scientific uncertainty in determining exactly which routes the truck will actually
use. In such comes state law requires a worst case analysis
W%. Uc -
I rip. xcooino Decision Document isent►tif-. Ibno use. corn owib►l►iv w►tri ►ne inr,rAhgF ►n
truck traffic as an area to be evaluated The SE15 fails to discus:, the traffic iOr,
C:eaar Avenue and 28th Street, which are primarily resioentia'. streets The SETS fails
to discuss the aifficulty of maKing turns DrODOsed from access routes to the transfer
..:
5.3tion.
-; 4 -; Transportation - Ilinneaoulis South Site - Future Traffic Volunr►es
The Scoping Decision Document states that that traffic impacts will be projected for
existing road networks and any new interchanges or roadways anticipated prior to
1995. The changes in Hiawatha Avenue are anticipated to be completed by this time. If
the extra cost of making the Drolections is not warranted, why wasn't this stated in
the Scoping Decision Document? It would also appear that impacts while Hiawatha
Avenue is being reconstructed are within the scope of the SETS according to the Scoping
Decision Document.
Impacts on rail alignment for the light rail transit should also be addressed, because
this may impact site access.
Accoraing to State laws governing the preparation of an EIS, cases in which relevant
information is lacking and the means to obtain it are beyond the state of the art, the
SEIS shall include a worst case analysis. The SEIS does not include information deemed
relevant in the Scoping Decision Document (i.e. changes through 1995), nor a worst
crse analysis. The worst case anal; sic would be toward the end of the operating life of
the transfer stations, estimated for the year 2020.
4.4 3.5 Transportation -Minneapolis South Site -Capacity Analysis
Traffic distribution is based on access after the completion of the reconstructed
Hiawatha Avenue. Information used to establish traffic levels is not, however, based on
the completed reconstruction of Hiawatha, but on existing conditions. T raffic voluines
will be different on 28th Street, Cedar Avenue and Hiawatha Avenue after 1 i14Nstha
Avenue is completed. Therefore, the capacity analysis is not accurate.
4.5 1 Noise - Methodology
No methodology is given for how the location of receptors was made.l,"Ithout an
explanation of the methodology, the location of receptor 02 at the Minneapolis South
Site is questionable. if the purpose was to measure the maximum impact that the
transfer station will have on the adjoining commercial use, then another location
should have been selected.
As stated in the SEIS, projected noise levels after the transfer station is in operation
for Receptor 2 are l( 10) = 68 dB and L(50) = 65 dB. For Receptor ¢3 these
figures are L ( 10) = 67 dB and L (50) = 65 dB. For commercial property, MPCA
standards are L (10) = 70 dB and L (50) = 65 dB. Given the site plan configuration
on pV. 20, noise levels at 21 st Avenue and 29th Street, which is directly in front of
the access doors, should be greater than noise levels at Receptor =35 and consequently
also greater than at Receptor a2. From page 122, the measured noise levels for the
facility in Baltimore, Maryland are L ( 1 U) = 70 dB and L ( 50) = 68 d6 This woula
exceed 1'1FCA standards. Therefore the Greatest noise impact on the commercial
property is not at Receptor -v2 but at 21 st Avenue and 24th Street.
page
Since the information on methodology is incomplete, a worst case anslysls snould ue
included in the "EIS.
4.5 5 Noise - Traffic Noise
Traffic projections used for the noise analysis were based on a 700 tons per dory
throughput for the Municipal Solid Waste portion of the facility. Adequate
documentation has not been provided for the 700 tons per day ooertating level. No
information has been provided to document the traffic levels generated through the
operation of the other components of the facility. Adequate traffic projections were not
made for street changes through 1995. Therefore noise projections for the
Minneapolis South Site are not correct.
A.5.'. i Noise. - Minneapolis Site - Noise Standards
Aocording to table 4.5-4 on page 126, Minneapolis noise limitations are set at 60 d5
from 7:00 a.m. to 6:00 p.m. for all districtss and for a duration of sound in excess of
2 hours. Predicted noise levels after the facility is in operation at the three
receptors range from 62 d8 to 70 d8. This exceeds Minneapolis standards. After 6.00
p.m. limitations are lowered to 50 d8. Between 6:00 p.m. and 7:00 p.m. noise levels
will also exceed Minneapolis standards. The response does not adoress this issue.
4.5 7.2 Noise - Minneapolis South Site -Noise Impacts at Sensitive Receptors
This section comments that noise levels at Receptor # 1 already exceed MPCA noise
standards. What justification is there for making the situation even worse. The
projected noise levels after the station is in operation are two to three times louder
than MPCA standards.
The measured noise level at Receptor 0 i is 65.8 dB for L ( 10). If this is the existing
measured noise level why is the predicted before level so much higher at 69 dB. If the
projected noise level for after the station is in operation is compared to the existing
measured noise level, there is a difference of 4.2 d8 which would be perceptible. The
measured noise level is only slightly above MPCA standards. The predicted noise level
of 70 dB after the station is in operation is substantially above MPCA standards.
There is no response to the comment made about the cemetery. The dicussion of
Receptor 03 fails to mention that the cemetery is open to the public and used more
than on just Memorial Day and at burials. The SETS is attempting to define what
constitutes a religious service or observation in making arguments for accepting
different MPCA standards for the cemetery.
46 Solid Waste System Impacts
The Overview states that this section seeks to identify the types of changes in the
regional and state solid waste management systems which could affect facility
operations. However,'this section does not seek to identify types of changes in waste
management systems that wouldaffect facility operations of the recycling, yard waste,
and household hazardous waste components. Since the SEIS was required in part
because of the expanded functions of the transfer stations to include recycling, yard
waste and household hazardous waste components, identification of the types of changes
in regional and state solid waste management systems for recycling, yard waste, and
►, 3:; a .,
nousenold nazaroous waste and their affect on Tacility operations snouid oe coaresseo
i ne -21-1 percen* recvchno o_ aai is supposea to oe me,. b'r i c-Wi. boas set i)v "enneror-
County for municipalities project that this amount will remain at 20% through the
vear 2000 This is an increase of 1 t % in a 2 year period In the same two year
per iod. centralized processing is projected to increase between 69 to 78 percent.
Given the disparity in goals set to reduce landfilling of unprocessed waste, the ?0�
recycling (loaf and the lacy, of env improvement adove the LO% level through the vear
2 00, do not appear very significant. It would spm reasonable ti'iat there would be
changes in the state and regional solid waste management systems that would affect
recycling.
Similarity, the low level, 5% participation, in the household hazardous waste drop off
component of the facility combined with the lack of any plan to handle the remaining
95ti of household hazardous waste other than to just burn i, in the MSW, would seem
to indicate that there would be changes in state and regional solid waste management
systems that would affect the household hazardous waste component of the facility.
Given recent problems with glass content in processed yard waste and the possibility
of needing to land fill contaminated yard waste, it is also reasonable to expect some
changes in state and regional solid waste management systems that would affect yard
waste component of the facility.
Changes in source separation requirements in state and regional solid waste
management systems that would affect the municipal solid waste transfer component of
the facility may also be likely.
;.6.s 1 Solid Waste System Impacts - Household Ha ardour Waste Quantities and Com pos;til on
- General Characteristics
It is stated that the MPCA used the Marin County study to generate a rough estimate of
the amount of household hazardous waste in the twin cities metropoltian area. This
figure is used in the SEIS. Why weren't these estimates adjusted to reflect t1 c 11P",*,
c>Amonstration one day collection effort? The Marin County study does not account for
the tendency to store seiected materials in simply analyzing the content of refuse
materials through normal trash pickup.
As there is limited information in the area of estimating particiation and quantities of
household hazardous waste that is generated, and as the information is not complete, a
worst case analysis should be incuded in the SEIS.
4.0.3.E Solid Waste System Impacts - Household Hazardous Waste Quantities and Composition
- Estimated Types and Quantities of Drop Off Household Hazardous Wastes
Hennepin County does not describe the scope of the household hazardous waste drop of
component of the facility in a way that will enable participation rates or quantities of
materials generated to be estimated for the purposes of completing SEIS analysis The
information provided is generated solely by those in charge of preparing the SEIS and
there is no statement that indictates that this information is relevant as to now
Hennepin County plans to operate the household hazardous waste component of the
transfer station.
T—�
NJvC
If the crop -oft rate exceeas 5% ana nigher volumes wouio require an increase in irle
frequency that collected volumes would have to be disposed of, then there would be an
increase in traffic impact. This situation is not addressed in the traffic anaiysis
How can one evaluate whether the area provided for dro; off of house"old ha`ardOus
waste is adequate when only a conceptual building layout is provioed that does no,
indicate the size of the space?
Hennepin County has not presented a plan for household hazardous waste, nor has it set
goals for collection. When information is not complete, state law requires a worst case
analysis. In the absense of relevant information, it is not clear that the 5%
participation rate represents a worst case analysts. What if the County ends up with a
plan that results in a 50% participation^ Given that a 5% participation rate leave_
95% of the problem unaddressed, it would seem reasonable to anticipate chanoes in
state and regional solid waste management systems that would set goals higher than
5% and again require setting a higher worst case participation rate.The rate should
also be higher raven the potential of the demonstration source separation program for
the pf,oposed Minneapolis South Site.
4.6 4.2 Transfer Station Capacities - Capacity Assessment
The projected utilization of the transfer stations through the year 2020 is
information provided in the SETS. This information evaluates varying growth rates in
generation of solid waste. Growth rates vary from a low of 1.2% to a high of 2.41%.
Using only the low end growth rate figures, the 700 tons per day maximum
throughput, that has been used to estimate the impact of the transfer stations, is
exceeded. If the lower growth rate allows for an excess capacity of 2,000 tons per day
for the entire system, then each transfer station is operating at a level the varies
between 1,000 and 1,300 tons per day.
The methodology and planning used to arrive at projected operating levels for the year
2020 is no more speculative than that used to arrive at the 700 tons per day figure
for the year 2000. The facility design seems to be based more on the projected
operating levels for the year 2020 than on the 700 tons per day figure. Figures given
for contingency planning would also support this conclusion. At the 700 tons per dary
operating level, earh station has an excess capacity of ^57%.
Given the disparity in planning figures, it is not reasonable to use the 700 tons per
day figure to project the environmental impacts of the transfer stations It is not
supported by the information in the SETS nor is it allowed by State law which would
otherwise require a worst case analysis. From information in the SEIS, the 700 tons
per day ooes not constitute a worst case analysis. If each transfer station is beino Guilt
to handle between 1,500 and 1,800 tons per day, each station should be evaluated
based on this operating level capacity.
The information on the recycling, yard waste and household hazardous waste
components of the facility also indicate uncertainty and significant gaps in relevant
information, yet no worst case analysis, as required by State law, is included in the
SEIS for the impact of these components.
i
:�aac C
4 6 5 1 boiia waste System Crianoes - Context
rio information is presentee on the IlKely level or yarc waste° to ns nanciec D•;• the
transfer stations. without tats information it is difficult tc, evaluate the vara waste
component co^tribution to the impart:, identified, it the Scoping De; isior, Document
riven the lark of information, a worst case analysis should have been tion? in
aucordantx with reouirenients of State low
4.h.5.2 Solid waste System Changes - Potential Effects of System Modifications
The section on potential effects of system modifications does not predict likely
significant impacts of the chanoes mentioned in terms of facility design, operations
and other impact areas identified in the Scoping Decision Document. Potential ;y;te���
modifications of the recycling, yard waste and hazardous waste components are not
addressed. Therefore this section is not complete.
48.1.1 Local Community Impacts - General Employment impacts
4.8.3.1 Local Community Impacts -Minneapolis South Site -Relocation
State law governing the preparation of a SEIS states that environmental, economic,
employment, and sociological impacts for a proposed project shall consist of a
thorough and succinct discussion of any direct or indirect, adverse, or beneficial
effect generated. The Scoping Decision Document states that the impact on the local
cemmunity including population, housing, employment, ... etc. will be evaluated.
Simply indicating the number of homes and jobs affected does not meet the
requirements of the State law. The discussion on business relocation does not reflect
the reality of local situations.
4.8.1.2 Local Community Impacts -Property Taxes and Land Costs
The fart that Hennepin County curently owns 16 properties, is not relevant to the
O+►scussion of projected tax revenue losses The County has purchased the5e properties
within the last two years specifically for the transfer station project. Prior- to this,
the 16 parcels were privately owned and generated tax revenue.
,.8.3.2 Local Community Impacts - Minneapolis South Site - Property Values
Given the degree in differences of opinion on the impact of transfer stations on
property values, the scientific uncertainty of opinions from city assessors, and
questionable adequacy of the Metro Council report, the SEIS should include a worst
case analysis.
The city assessor has provided no statistical information to back up his/her opinion on
the impact on property values. Comments listed indicate that there is a substantial
difference between the existing transfer station and the proposed Hennepin County
Transfer Station. The study being done by the Minnesota Realtors Association is
scientific and is based on actual sales results, not on listing expectations. If there is
not sufficient time to wait for the results of this study, then a worst case analysis
should be included in the SEIS.
At a height of 58 feet, the proposed transfer station will be the tallest structure
within a half mile of the site It will certainly physically oominate adjacent uses
=C -;L-
4 c Wastesnea Analvsis
It war not possible to review the data useC in the computer model witnin the time
aiiowea for comment ana only the results were oescribea in the SETS. T ne respon*
does not provide enough information to negate the comment. The actual stud; should be
made available for review. Wasteshed boundaries were used to determine traffic and
noise impacts that were part of the Scoping Decision Document
4 10 1.1 Aesthetics and Historical/Cultural Resources - litter Control
If a chain link fence around the perimeter of the site catches litter that may escape,
what are the aesthetic impacts of a fence full of litter?
For the Minneapolis South Site, trucks will not be dumping directly into a pit becau:,e
of the demonstration source separation project. What will the litter impact be?
This section does not address odor and vector control as required by the Scoping
Decision Document. If arangements are as they were in the past with the operation of
the existing transfer station, then there will be a problem with odor control.
The response does not wareSs the comment on possible use by private vehicles of the
I ISAI portion of the faciliti. If allowed, this could create queing problems. The
direct/indirect impacts are identified for discussion in the Swping Decision Document
and required by State law.
4.10.3.1 Aesthetics and Historical/Cultural Resources- Minneapolis South Site - Historical/
Cultural Resources
State law governing the preparation of a SETS requires a discussion of both airect ana
indirect impacts resulting from the proposed project. At the very least, the transfer
station will havean indirect impact on the cemetery. (This assumes that the SETS
statement about direct impacts only applying to the actual transfer station site i� a
c:irrect interpretation of the meaning of 'direct'.) What is the factual basis for making
the statement that "the nearby cemetery will not be affected in a way that is
appreciably different than it is by the existing transfer station operation and recent
site uses?" Is one to imply from this statement that an adjacent residential land use
has the same impact on the cemetery as that of the proposed transfer station? Or that a
small two story building has the same impact as a six story building? Lacking
substantial information to back up the statement included in the response, a worst
case analysis should have been included in the SETS
4 10.3.2 Aesthetics and Historical/Cultural Resources - Minneapolis South Site - Aesthetics
It is not reasonable to assume that newly planted trees near the fence will buffer a 58
toot tall building. Even by 2020, it is questionable whether such trees woula nave
reached a mature height tall enough to buffer such a structure.
5.2.2 Potential Mitigation Measures - Transportation - Minneapolis South Site
Mitigating measures proposed have not proven effective for the operation of the
existing transfer station. No additional information is provided to indicate why the
same measures will be effective for the proposed transfer station. Some of the
Paye ..
proposed mitigating measures create problems of their own. No mitioatrng measure:,
are suggested for these new problems. No adequate mitigating measures have been
proposed to deal with the traffic problems identified in the comments
1 Potential Mitigation; Measures -Household Hczordou� Waste - Eacl:ground
The Scoping Decision Document states that the SEIS will contain a description of
facility operating procedures The SETS indicates that a demonstration source
separation prooram will be part of the proposed South Minneapulis tr ansfer station.
The S.IS alsc states that hazardous waste will remain in the M..SW and tha; the
household hazardous waste drop off area will only handle S`b of the problem The
separation of hazardous waste remaining within the MSW is part of this discussion as
it is within the scope of the pro)ect and partially addressed in the SETS. Therefore, it
is not beyond the scope of the SEIS.
State law governing the preparation of a SEIS states that t►oth direct and indirect
effects of a protect are to be discussed. This requirement would also warrant a
discussion of the effects of hazardous waste remaining in the MSW and possible
mitigating measures to reduce these levels.
The same State law would also require a discussion of resource recovery and source
separation as these activities are part of the scope of the transfer station project and
Indirectly impact such issues as the level of hazardous waste that will remain in ash
after MSW is burned.
The response does not address comments about the demonstration source separation
project at the proposed South Minneapolis transfer station. The SEIS does not provide
information on facility design and operating procedures for this demonstration
protect. Impact on solid waste handling capacity is not described. All these items are
reouired by the Scoping Decision Document. Operating procedures within the MSW
transfer area appear to conflict with the proposed source separation project. Direct
and indirect impacts have not been evaluated within all the areas identified in the
Scoping Decision Document.
Other Commen',s:
The SEIS does not discuss the impact on the community in terms of operating cost burden
including debt service. This was to be included in the SEIS as identified in the Scoping Decision
Document.
Sincerely,
Ray Peterson
PNIA President
February 28, 1989
Mrs. Janet Magree
5925 Magnolia Lane North
Plymouth, MN 55442
Dear Mrs. Magree:
CITY OF
PLYMOUTFF
ort, ,,� -2-713
On behalf of Community Development Director Blair Tremere, the following is in
response to the concerns raised on the resident feed back form you submitted
at a recent town meeting. In your comments, you expressed concern regarding
the present condition of three new homes built by Vern Reynolds Construction
which are not sold or occupied, located near the vicinity of 59th Avenue North
and Norwood Lane.
On February 21, 1989 I had performed a site inspection of the three
properties in question. My findings revealed that each home is properly
secured and not open to trespass. Two of the homes had exterior window panes
of glass which were broken. I will be contacting Mr. Reynolds to board up
these windows, or replace them with new glass, in order to prevent any
potential public hazard from occurring.
The State law does not grant municipalities the authority to acquire property
which contain buildings not found to be hazardous or substandard.
Our office will continue to monitor these properties and take appropriate
enforcement action when violations are encountered.
As a matter of note, I have recently been informed that the property located
at 5930 Norwood Lane (Blue Victorian house) may have been sold. I am
however, unable to confirm this. Real estate " For Sale" signs were placed in
front of each home.
Please feel free to call me at 559-2800 Extension 222, if you have any
questions or if I may be of any further assistance.
Sincerely,
Joe Ryan
Building Official
cc: Community Development Director Blair Tremere
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447, TELEPHONE (612) 559-2800
-7- 3
RESIDENT FEEDBACK FORM
Please use this form if you have a question or concern which does not appear
on the town meeting agenda to which you would like the City to respond
and/or investigate. If you provide your name, address and phone number, we
will advise you of our actions and findings with respect to your concern.
NATURE OF CONCERN/PROPERTY ADDRESS INVOLVED:
>L2•J
6�
ACTION YOU DESIRE THE CITY TO TAKE: /G�z
` � -rid ; r.2.-.�: �7�"'�l�t �'�•F' t �
NAME OF CONCERNED RESIDENT: �
1
ADDRESS OF RESIDENT:
PHONE NUMBER: 5,5(9 - ) / ,Q�
s.- 3
CITY OF
PLYMOUTR
March 1, 1989
Ron Mulford
9725 27th Avenue N
Plymouth, MN 55441
Dear Ron:
Mayor Schneider has forwarded your resident feedback form to me for review and
comment. Your assessment of the current conditions at Kilmer Park would
appear to be quite accurate. Our 1989 capital improvements program has
budgeted money to replace the old worn out playground -equipment with new
equipment.
I intend to pass your letter on to the Park and Recreation Advisory Commission
and the park maintenance division, so that we can look at all of these issues
at the same time. I hope that, together, we will be able to address some of
the issues that you have raised and make Kilmer Park a safer, better looking,
fun place to be.
In the near future we will be sending a letter to all of the residents around
Kilmer Park asking for their suggestions on the playground equipment. In the
same letter, I will ask them to make comments on other improvements they would
like to see the City consider making. There may be other concerns that we are
not aware of that you have not raised in your letter.
Thank you for taking the time and interest to write to us. If I may be of
further assistance to you, please give me a call.
Sincerely,
Eric J. Blank, Director
Parks and Recreation
EJB/
c c :j
PRAC�1
Superintendent of Parks
3400 PLYMOUTH BOULEVARD PLYMOUTH MINNESOTA 55447 TELEPHOt:E (612) 559 2Ej--
13
RESIDENT F
EEDBACK FORM
FEB 17 1989
Please use this form if you have a question or concern which dp�'� r
on the town meeting agenda to which you would like the Ci
and/or investigate. If you provideess br
will advise you of our actions and findings awith arespectato you . ern.ber, we
y fern.
NATURE OF CONCERN/PROPERTY ADDRESS INVOLVED: Z1t_tM,--� fY
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NAME OF CONCERNED RESIDENT: �p� MULb�D
ADDRESS OF RESIDENT:
PHONE NUMBER: w s — L f LIG I H
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February 24, 1989
Mrs. Nan Wendland
5700 Quinwood Lane
Plymouth, MN 55442
Dear Mrs. Wendland:
i
t
t
CITY OF
PLYMOu i tt
=-Z .
Thank you for your inquiry at the Town Meeting on February 13, 1989. You
asked me to investigate the status of the dedicated open space in the Bass
Lake Heights Addition.
I briefly explained the history of that open space but found that I too
wondered about the current status since you, as a homeowner, were unsure of
its status. I recalled that the open space was to have been dedicated to the
Homeowners Association which should be comprised of all of the property owners
in this development.
The property has a property identification number of 03-41-0045 and is legally
known as Outlot B of the Bass Lake Heights Addition. The City approval
several years ago stipulated that the property was to remain in a natural
state; the developer was to establish a Homeowners Association; and that
association was to then be responsible for the long-term maintenance and
preservation of the area.
The records in the City Assessor's Office indicate that the property is still
owned by:
BLH Development Company
3030 Harbor Lane, Suite 131
Plymouth, MN 55441
The head of that firm, at the time your property was developed, was
Mr. Dickman Knutson.
I am enclosing with this letter copies of parts of documents that were
approved at the time and which address the property in question.
My research therefore tends to confirm your conclusion that the homeowners are
to be ultimately responsible for the property but the property has yet to be
conveyed to the homeowners.
I am writing Mr. Knutson to ask for a status report on that property and the
establishment of a Homeowners Association. I will share whatever response I
may get with you.
3400 PLYMOUTH BOULEVARD. PLYMOUTH. MINNESOTA 55447. TELEPHONE (612) 554-9Rnn
Mrs. Nan Wendland
February 24, 1989
Page Two
I appreciated talking to you at the Town Meeting and hope you found it
informative.
Sincerely,
Blair Tremere
Community Development Director
cc: Assistant City Manager Frank Boyles
(pl/bt/wendland:jw)
14.5 Double fronted lots for single family detached dwellinas on Northwest
Boulevard shall have a minimus depth of 145 ft. It other than sinale family
detached lots are proposed, the minimum lot depth shall he 120 ft. along
proposed northwest Boulevard. All lots on proposed Northwest Roulevard shall
be buffered by an earthen noise harrier.
14.6 No phasing requirements are intended or implied.
14.7 The Homeowner's Association covenants and restrictions shall be submitted with '
the Final Plat application and shall be approved by the City Attorney, and
such conditions, covenants, and restrictions shall provide: There shall he no 4
more than 20 modular homes in the development) there shall be no nodular homes
adjacent to Pineview lanes all homes shall have, at a minimum, douhle car
attached Aaragess and, all homes shall have a minimum 19100 so. ft. finished
living area at the time of initial oeeupaneys further, the 14 lots ahuttinn
Pineview lane and Outlot 0 ("Area A" on the petitioner's drawino with the
letter of December 169 1983) shall have a minimum of 1,100 so. ft. of finished
living area on the main level.
14.8 Setbacks shall be per approved plan, notino that the side yard sethack on the
garage side of the dwellino units shall be 6 ft. minimum, and in any case, the
side yard setback between two dwelling units shall be a minimum of 16 ft.%
front yard setback shall be 30 ft. for the "l -shaped" dwellinast all others
shall be 35 ft.
14.9 Removal of all dead or dyinq trees from the property at the owner's expense.
14.10 No Buildinq Permits shall he issuod until a contract has been awarded for
sewer and water.
14.11 Street names shall comply with the City Street Naming System.
14.12 The rezoning ordinance shall he published when the Final Plat has heen filed
with Hennepin County.
14.13 No Building Permits shall be issued until the Final Plat is filed and recorded
with Hennepin County.
14.14 Outlot A shall be deeded to the City.
14.15 Outlots f and F are subject to further final plattino in accordance with the
approved PUO Plan.
XeLu(�'v'` C7�1
013- 2,- 2.1- 9Y
C
CITY OF PLYMOUTH
=3
Pursuant to due call and notice thereof, aasetina of the City Council of
the City of Plywiouthe Ninesota, w hold on- the- 27 Asy ofbruar 1984.
The following aeabers were presentsyQr'Dayenpor ouncilmembSchneider —
and4rain .... ............................ ..........
O T011Owlnq ra were a sents .n And Npilc
Mayor Davenport 'introduced the followino llesolution and moved its
adopt on:
RESOLUTION NO. $4.95
APPROVING FINAL PLAT AND DEVELOPMENT CONTRACT FOR BASS LAKE HEIGHTS Fnn RLN
DEVELOPMENT COMPANY (83008)
WHEREAS, BLH Development Company has reauested approval for Final Plat for Pass Lake
Heiqhts, a plat for 40 single family resldential lots and six outlots located west of
Pineview Lane, south of County Foad 479 north of Soo Line Railroad tracks, and east of
lnterstate % ghway 4941 and,
NOW, THEREFORE BE IT HEREBY RESOLVED BY THE CITY COUNCIL OF THE CITY OF PL "oITH,
MINNESOTA, that it should and hereby does approve the Final Plat and flevelopment
Contract for BLH Development Company for Pass Lake Heights located west of Pineview
Lane, south of County Road 47, north of Soo Line Railroad tracks, and east of
Interstate Highway 4941 and,
FURTHER, that the Development Contract for said plat be approved, and that the Mayor
and City Manaaer he authorized to execute the development Contract on hehalf of the
City.
The action for adoption of the forevoinp Resolution was duly seconded by
ouncilmember Crain , and upon vote Aeina taken t Freon" n, t
following vo n favor rear: ouncilmember Crain
The following vo against or a s a t_* fA,;drti1A4fhKg"'51tMnalder
Thereupon the Resolution was declared duly Passed and 46opted.
dsk8
CITY OF FL"MM
Pursuant to due call and notioe thereot9• 1
the City of Plymouth, Minnesota, was held an
The tollewino members were orosentt.&vor C&Venoorl
Ing Pin .. ........ . ......
e Tolla nq rs won r
0" eaa
sieetino of the City Council of
day of February . 1984.
iuncilmembSc na or `
000
ae pMagor Davenport intrvduoed the followlno Nesolution and moved its
tlont
RESOLUTION N0. 84. 96
SETTING CI)NDITIONS TO 8E MET PRIOR TO FILING OF ANn RELATED TO FINAL PLAT FOR PACS
LAKE HEIGHTS FOR OLH DEVELOPMENT COMPANY (63005)
WHEREAS, the City Council has approved the final Plat and rkvelopment Contract for Pass
Lake Heights as requested by RLH Development Company=
NOW, THEREFORE, rk IT HEREBY RESOLVED RY THE CITY COUNCIL OF THE CITY nF PLYNnlITH
MINNESOTA, that it should and hereby does approve the followino to he meet, prior to
recording of, and related to said plat:
I. Compliance with the City Enoineer's Memorandum.
2. Payment of park dedication tees•in•lleu of dedication in accordanre with ritN
Polley in effect at the time of filing the final Plat.
). Provisions for a JO -ft. wide trail easement per Comprehensive Park Plan, as
verified by the Parks and Enolneerino Departments, with suhmittal of detailed
pians as to construction of the trail per Cltv standards.
4. Submittal of required utility and dralnaoe easements as wroved by the rit.
Engineer prior to filino the final Plat.
S. Appropriate legal documents reoardino Homeowner Association covenants and
restrictions as approved by the Pity Attorner, shall he filed with the Final
Plat.
S. A variance is oranted for street desion to allow uO to an AR orale.
The notion for ad 10" of the for '"Q %Solution Noo
Ns duly senA0 by
1 lmember Crain • 9 Mild uoen vete bolne taken thereon
0 ow t>4 voted n duct t r en rt Counrl l member Crain '
.. . ............... ........ ....
one Toiiowinvoted against er a j••
Vhervjpon ti'e' %solution was doolarod duly
dsk5
=--3
RESIDENT FEEDBACK FORM
Please use this form if you have a question or concern which does not appear
on the town meeting agenda to which you would like the City to respond
and/or investigate. If you provide your name, address and phone number, we
will advise you of our actions and findings with respect to your concern.
NATURE OF CONCERN/PROPERTY ADDRESS INVOLVED:
_ =-- � �/�� •'.1 r, i�..%f it L' .-
ACTION YOU DESIRE THE CITY TO TAKE:
NAME OF CONCERNED RESIDENT: lvav Ws --4 !,/,7 r
ADDRESS OF RESIDENT: Q (Lt tl tuCr�:'"Y �_< . r •`
r
PHONE NUMBER:
L
(t
1
. CITY OF
February 24, 1989 PLYMOUTH+
Mr. Dickman Knutson
BLH Development Company
3030 Harbor Lane, Suite 131
Plymouth, MN 55441
RE: BASS LAKE HEIGHTS
Dear Dick:
A resident of Bass Lake Heights recently raised some questions at a City
Council Town Meeting about the common open space that was to have been deeded
to the Homeowners Association. The inquiry suggested also that there was some
doubt as to whether the Homeowners Association had been established or at
least activated.
Please advise me as to the status of the open space (Outlot B, which City
records indicate is still in your ownership); and about the legal
establishment of the Homeowners Association.
I have enclosed copies of three pages from documents approved with your
development in 1983 and 1984 for your reference.
I look forward to hearing from you.
Sin e1
B1 it Tremere
Community Development Director
cc: Assistant City Manager Frank Boyles V,
File 83008
(pl/bt/knutson:jw)
-3
14.5 Double fronted lots for single family detached dwellinas on Northwest
Boulevard shall have a minimum depth of 145 ft. If other than sinale family
detached lots are proposed, the minimum lot depth shall he 120 ft. along
proposed Northwest Boulevard. All lots on proposed Northwest Boulevard shall
be buffered by an earthen noise harrier.
14.6 No phasinq requirements are intended or implied.
14.7 The Homeowner's Association Covenants and restrictions shall be submitted with
the Final Plat application and shall be approved by the City Attorney, and
such conditions, covenants, and restrictions shall provides There shall he no
more than 20 modular homes in the developments there shall be no nodular homes
adjacent to Pineview Lanes all homes shall have, at a minimum, douhle car
attached garages= and, all homes shall have a minimum 1,100 so. ft. finished
living area at the time of initial oCCupancys further$ the 14 lots ahuttinn
Pineview Lane and Outlot 0 ("Urea A" on the petitioner's drawino with the
letter of December 169 1983) shall have a minimum of 1,100 so. ft. of finished
living area on the main level.
14.8 Setbacks shall be per approved plan, notino that the side yard sethack on the
garage side of the dwelling units shall be 6 ft. minimum, and in any case, the
side yard setback between two dwelling units shall be a minimum of 16 ft.:
front yard setback shall be 30 ft. for the "L-shaped" dwellinoss all others
shall be 35 ft.
14.9 Removal of all dead or dyinq trees from the property at the owner's expense.
14.10 No Buildinq Permits shall he issuod until a contract has been awarded for
sewer and water.
14.11 Street names shall comply with the City Street Naming System.
14.12 The rezoning ordinance shall he published when the Final Plat has heen filed
with Hennepin County.
14.13 No Building Permits shall be issued until the Final Plat is filed and recorded
with Hennepin County.
14.14 Outlot A shall be deeded to the City.
14.15 Outlots E and F are subject to further final platting in accordance with the
approved PUD Pian.
.13.
CITY OF P1 V"WTH
Pursuant to due call and notice thereofl, a j
the City of Plymouth. Minnesota, was hold on
The following members were presents•Mayor•payj
AAA train ..... ............................
eaa
„
L. maetinv of the City Council of
MY of ffeebru_a_ X . 1984.
�= ouncilmembers Schnei er —'
too
- MaMayor Davenport 'introduced the tollowino Resolution and moved its
adoptions
RESOLUTION NO. 84_95
APPROVING FINAL PLAT AND DEVELOPMENT CONTRACT FOR RASS LAKE HFIcHTS FOR RLN
DEVELOPMENT COMPANY (83008)
WHEREAS, BLH Development Company has reauested approval for Final Plat for Pass Lake
Heights, a plat for 40 single family residential lots and six outlots located west of
Pineview Lane, south of County Road 479 north of Soo line Railroad tracks, and east of
Interstate 'iighway 494; and,
N01N, THEREFORE RE IT HEREBY RESOLVED BY THE CITY COUNCIL OF THE CITY M PLYMNITH,
NINNESOTA, that it should and hereby does approve the Final Plat and nevelopnent
Contract for BLH Development Company for Pass Lake Heights located west of Pineview
Lane, south of County Road 479 north of Soo Line Railroad tracks, and east of
Interstate Hiahway 494; and,
FURTHER, that the Development Contract for said plat be approved, and that the Mavor
and City Manager he authorized to execute the Development Contract on hehaif of the
City.
The motion for adoption of the foreooirq Resolution was duly seconded by
ouncilmember Crain , and upon vote being taken t eF reon,t
following votedn favor reo s ounciimember Crain
The following voted against or abstained,*
!hereupon the Resolution was declared duly Passed am soopted.
dsk8
CITY OF PLVNDM
Pursuant to due call and notice thereofq a
the City of Plymouth, Ninnesota, was held ons
The followinq members more present] MavOr pane
Ing -Crain ....... .. .......... ......
The following meMbers, were absents
0" eaa
=3
e1eetino of the City Council of
h. day of Februar . 1984.
,uncllmembers Schneider
•as
Ma or Davenport introduoed the followino Resolution and moved its
adoptiont
RESOLUTION NA. 64- 96
SETTING CONDITIONS TO BE MET PRIOR TO FILINC OF ANO RELATED TO FINAL PLAT FOR AASS
LAKE HEIGHTS FOR BLH OEVEL(1PMENT COMPANY (63008)
WHEREAS, the City Council has approved the final Plat and tkvelopment Contract for Pass
Lake Heights as requested by RLN Development Companyt
NOW, THEREFORE, Pk IT HEREBY RESOLVED BY THE CITY COUNCIL (1F THE CITY nF PLYN011TH,
MINNESOTA, that it should and hereby does approve the followina to he met, prior to
recordinq of, and related to said plats
1. Compliance with the City Enoineer's Memorandum.
2. Payment of park dedication fees -in -lieu of dedication in accordanre with fit%
Polley in effect at the time of flllna the fingl Plat.
3. Provisions for a 30 -ft. wide trail easement per Comprehensive Park Plan, as
verified by the Parks and Enolneerina Departments, with suhmittal of detailed
plans as to construction of the trail per Cltv standards.
4. Submittal of required utility and dralnaoe easements as approved by the r1tv
Engineer prior to flllna the Final Plat.
S. Appropriate legal documents reaardino Homeowner Association covenants and
restrictions as approved by the Pity Attorney, shall he filed with the Final
Plat.
6. A variance is aranted for street lesion to allow up to an R« orale.
The motion for adeption of the terepelne %solution was duly seconded by
ttmember Crain . 9 and upon vote belne taken thereon,
ollowinq voted n favor therooff r en rt Counrllwxmber Crain
Ine Tollowinq voted against or abstainedt
thereupon tine Resolution was declared duly
dsk8
February 21, 1989
City of Plymouth
3400 Plymouth Blvd.
Plymouth, MN 55441
Dear City Manager:
Effective immediately, we will be having a slight
change in our Post legal deadline. All publications
should reach this office by noon Friday, rather than
the 2:00 p.m. deadline which we previously had. Also,
our publication date is now Wednesday instead of the
Thursday date.
You may continue to direct all legals to my attention.
Your cooperation in this matter will be appreciated.
Please feel free to contact me if you have any questions
regarding these changes.
Sincerely,
Audrey Broda
Legals Secretary
POST PUBLICATIONS
HIGHWAY 12/I-394 FACT SHEET
February 22. 1989
GENERAL
Length: 11 miles --Highway 101 in Wayzata to Washington Avenue in
Design: Six -lane interstate freeway (mandated by State Legislature).
Cost: $420 million. -
Work Began: 1984
Completion: 1992.
Structures: 68 bridges (50 new), 41 ponding areas, three parking garages (with
6,000 -plus spaces). and five Park and Ride lots (with S00 -plus spaces).
Traffic Volumes: Currently at 91,000 per day, expected to increase by more
than 30 percent to 132,000 daily volume by 2010. Metered ramps will
control traffic flow into regular lanes. Total people served will total
about 400,000 per day.
Progress: $290 million worth of contracts have been let. At the western end,
the Carlson Parkway and the I-494 interchanges are complete. By late
summer the entire corridor will be either completed or under construction.
INTERIM! EXPRESS LANE (Sane Lane)
Purpose: During the eight-year construction period, an interim express lane
(Sane Lane) is needed to transport carpools and buses.
Design: Single lane in the median between the regular lanes.
operating hours: 6 to 9 a.m., eastbound, and 2 to i p.m., westbound.
Length: Four miles: one-half mile at the Plymouth Road intersection, one-half
mile at the Highway 169 (old County Road 18) interchange, and three miles
from Winnetka Avenue to east of Highway 100.
PERMANENT EXPRESS LANES
Purpose: To carry carpools, vanpools, and buses, especially during rush hours.
Design: West of Highway 100: Three lanes inbound and three outbound. Inside
(diamond) lanes will be reserved for HOV vehicles during rush hours.
East of Highway 100: Two inbound lanes, two outbound, and two reversible.
Reversible lanes will carry HOV vehicles inbound in the morning and
outbound in the evening. They will be separated from regular lanes.
TIme Savings: 8-10 minutes on trips from Wayzata to Minneapolis and 5 minutes
on trips from Highway 100 to downtown.
FIFTH STREET GARAGE FACT SHEET
February 22. 1989
' The Fifth Street Garage is one of three parking garage/transit stations
designed especially for carpoolers and bus riders on the west edge of
downtown Minneapolis.
s Funding is a cooperative effort between the City of Minneapolis, the
Federal Highway Administration, and Mn/DOT.-
FIFTH STREET GARAGE
Location: Between Sth and 6th Streets North and 2nd and 3rd Avenues North in
downtown Minneapolis.
Capacity: 1,600 parking spaces
Cost: $32 million
Design: Special concern was taken with exterior design so that it would
complement the adjacent historic warehouse district.
Designer: Strgar Roscoe Fausch, Minnetonka.
Architect: Stageberg Partners, Minneapolis.
General Contractor: BorSon Construction,
Tentative Parking Rates: I-394 Carpools: S10/month. I-394 single occupant
vehicles, carpools from other routes, and all other vehicles: S90/month
for contracts. Daily and hourly parking rates will also show preference
for I-394 carpools.
Operation: Mn/DOT will own the garage. The City of Minneapolis will be "
responsible for daily operations.
OTHER GARAGES
Seventh Street Garage: Construction began in early 1988. Completion expected
in 1992. Capacity will be 3,100 spaces.
Fourth Street Garage: Construction expected to begin in 1990 with completion
expected in 1992. Capacity will be 1,470 spaces.
.s S
I-394 CONSTRUCTION TIMETABLE
February 2l. 1989
Location Construction Period
Carlson Parkway Interchange.....................................Completed 1987
I-494 Interchange ...............................................Completed 1988
Plymouth Road to County 73............................Spring 1988 to Fall 1991
= Plymouth Road Transit Station
= County Road 73 Park and Ride Lot
Boone Avenue to Turners Crossroad .......................Fall 1988 to Fall 1991
= Louisiana Transit Station and Park and Ride Lot
= Turners Crossroad Park and Ride Lot
Highway 100 interchange................................Fall 1989 to Summer 1993
West Limits of !Minneapolis to I-94
= Overpasses and bridge work..................Spring 1986 to Fall 1990
= Main roadway construction ...................Spring 1988 to Fall 1990
I-94 to Washington Avenue
= 11th Street. 12th Street, and Linden Avenue bridges... Completed 1986
= Fifth Street Garage and Sth St. Bridge..... Winter 1986 to Spring 1989
= Seventh Street Garage, 7th Street.. 10th St., and Glenwood Ave.
bridges......................................Summer 1988 to Fall 1991
Fourth Street Garage, 7th Street and 10th Street bridges over
BN Railroad, ramp bridges ....................Spring 1990 to Fall 1992
= Main roadway construction ....................Spring 1990 to Fall 1991
'INTERSTATE 1
A Newsletter for Interstate -394 Users, Area Residents and Businesses
'Witmer 19$9
Fifth Street Garaae--Near Comn,16"tton
On the west side of the Butler Square building, 85 percent of the structural work on the Sth Street
Garage is completed. The Third Avenue Distributor (TAD) when it is built, will run under the seven
'level, 1,600 -space garage.
;Major Work Slows for Winter
Area residents, businesses and commut-
ers will find that construction along High-
way 12/1-394 has slowed down for the
cold winter season.
"We worked at full throttle this fall in
order to minimize traffic disruption
caused by construction along 1-394 dur-
ing the holiday season," said 1-394 Corri-
dor Manager Allan Pint. "We did every-
thing we could to provide the best pos-
sible access to all business and residential
areas."
Progress of Mn/DOT's work can be seen
all along the corridor. The Shelard Park-
way bridge was opened to allow access
from north side businesses and residences
to eastbound lanes on Hwy. 12. A crew
worked 60 hours a week since lune to
complete the eastbound bypass at
Ridgedale. A successful traffic switch west
of County Rd. 18 to the new eastbound
roadway also was implemented. In addi-
tion, the Hwy. 12 bypass between Wirth
Pkwy. and Penn Ave. was finished.
Pint said that two lanes of traffic, in each
direction, have been maintained during
rush hours throughout construction, "A
lot of travelers have told us that the quality
of the traffic flow is better now than ever
before. This is because we built good
bypasses and have eased some of the
normal Hwy. 12 traffic. There literally is
less congestion today than before con-
struction started three years ago."
It began in the fall of,1986 with the
driving of the first steel pile into theground
of a--24-acre -lot- tear-the,historic ware-
house district of downtown Minneapolis.
Two years and 19 --miles of steel piling
later, the Fifth Street garage is nearly
completed.
With 85 percent of the the structural
work completed, the remaining work
centers on placing interior walls; install-
ing lights, heat and plumbing; construct-
ing stairways; and preparing the -transit
deck and bus waiting areas. Construction
of the seven level garage apd-transit-facil-
ity will involve more -than 71,000 square
feet of brick and 34,000 cubic yards of
concrete.
At first glance, one could easily mistake
the building for something more interest-
ing than just a garage, It blends attractively
into the existing architecture typified by
the area's 80 and 90 year old buildings.
Architects kept the building's location in
mind when they designed it. The exterior
walls facing the historic -warehouse area
are a combination of brick, concrete and
glazed block. -These materials were .se-
lected .to replicate. the appearance and
charm of historic buildings such as Butler
Square.
The 1,6007space garage is actually built
over the Third Avenue -Distributor (TAD)
which will be the principal feeder from
Highway 12/1-394 to downtown Minnea-
polis. On the freeway level of the garage,
buses will stop to.pick up and drop off
passengers. Enclosed passenger- waiting
areas will be available and connection to
the street and skyway levels of the garage
will be- possible via escalators, ilei yafois
and stairs.
Vehicles wil I be able to enter the garage
on the local street level. This level alsowill
have an indoor transit transfer station for
local bus connections. The skyway level is
one floor above the street level and will be
connected bya constructed skyway link to
Continued on page 4 Continued on page 2
Construction Timetable
PLYMOUTH RD. TO EAST OF RIDGEDALE DR.: Major by-
pass for eastbound traffic: alone; the south frontage road
opened in late November. Pavement removal and exca-
vation of the hill along Hwy. 12/1-394, just east of
Plymouth Rd., will begin this winter and will be corn-
pleted in 1969. Portions of Plymouth Rd. and Ridged -
ale Dr. in and around the shopping center have been
reconstructed with additional through lanes and
turn lanes.
COUNTY RD. 73: Work continues on the con-
traction of frontage roads, retaining walls, utilities
and the Park and Ride lot.
COUNTY RD. 18 & GENERAL MILLS BLVD.:
Work on these interchanges is ahead of schedule.
Access from southbound County Rd. 18 to west-
bound Hwy. 12/1-394 has been opened. Con-
struction
on struction will be completed in 1990.
WINNETKA AVE. TO TURNERS CROSSROAD:
Building removal and tree clearing will begin this y ! __
winter in preparation for construction next year.-%
WESTERN CITY LIMITS TO PENN AVE.: Traffrt ha,;
been switched to a bypass to accommodate pavement
removal and excavation of the original roadbed. Con-
struction will be completed by 1990.
PENN AVE. TO 1-94: Replacement of the north
half of the railroad bridge just east of Perin Ave. is
ahead of schedule. Construction will continue
during the winter months.
5TH STREET GARAGE: The 1600 -space garage
is scheduled to open in early 1989.
7TH STREET GARAGE: Work began in July on
the 3,000 -space garage and will be completed in
late 1991.
OTHER CONSTRUCTION: 1-94 to Washington
Avenue, main roadway construction; spring 1989
to fall 1990. Hwy. 100 to Minneapolis city limits;
spring 1989 to fall 1992. Downtown Minneapo-
lis, construction of 7th Street, 10th Street and
Glenwood Ave. bridges; summer 19£38 to fall
1991.
Highway 12/1-394: The Big Picture
When the 1-394 transportation system is
completed in 1992, it will provide a con-
venient and inexpensive daily commute
from the western suburbs to downtown
Minneapolis.
The system %vas designed to increase
Hwy. 12's people -carrying capacity
which, clue to legislative action, could not
be provided with additional highway
lanes. The key elements of the system are:
Express lanes, parking garages, Park and
Ride lots, special access ramps for buses
and carpools, and timed -transfer bus sta-
tions along the highway corridor. Each
element is important for the efficiency of
the transportation system.
The Express lanes will provide a quick
trip to and from downtown Minneapolis
for people who ride in vanpools, carpools
or buses. If the lanes are well used, they
will provide significant capacity for the
1-394 corridor in the future, thus slowing
the trend toward severe congestion.
Three garages are planned for down-
tovvn Minneapolis 1-394 commuters.
Parking in the garage at a reduced rate will
be offered to 1-394 poolers as an incentive
to use the Express lanes.
Park and Ride lots and timed -transfer
bus stations will make it simple for com-
muters to get to their destination �vilhout
moving their automobile-, With the
unreel -transfer c onrcgrt, buv, service will
�— .e rjvsn
be provided in 15 minute increments and
stations will be spaced approximately 15
minutes apart on 1-394 to allow for quick
transfers. For added convenience and
flexibility, Park and Ride lots will he situ-
ated next to each of the proposed timed -
transfer stations. The lots will be used by
bus riders and by those who meet their
carpool.
Here are examples of how the transpor-
tation system is designed to work. A car-
pooler will pick up hisor her riderat home
or at a Park and Ride lot and get in the
Express lane at one of the entrance points.
They will travel along 1-394 without stop-
ping at a stop light and will enter down-
town Minneapolis via Third Avenue. The
Third Avenue Distributor will take them to
one of the garages where they will be able
to park at a reduced rate. From the garage
they will be able to walk through the
skyway or connect with a dime zone bus
to get to their final destination.
To ride the bus, people will be able to
leave their cars at a Park and Ride lot and
enter a nearby timed -transfer bus station
to board a bus for his or her destination.
For downtown destinations, people will
be able either to get off the bus at the Third
Avenue Distributor garages and walk
through the skyway or connect with the
dime zone buses.
Continued on p. 4
5th Street
Continued from page 1
Butler Square. This is also the first level of
vehicle parking. The upper levels will be
used entirely for parking.
The garage is scheduled to open in mid -
1989. To qualify for a parking space at a
reduced rate, register with Minnesota
Rideshare. Remember, a pool consists of
two or more people. You must pool at least
three times per week and enter downtown
Minneapolis via Highway 12/1-394.
If you haven't tried carpooling before
but would like to fret more information call
Minnesota Rideshare at 149 -RIDE.
Heavy Traffic,
Speeds Con-
cern Workers
While there is no doubt that construc-
tion on Hwy. 12/1-394 has an impact on
the daily routines of both residents and
businesses along the corridor, few are
aware of the circumstances the project
poses for the workers who actually build
the road.
Constructing an innovative, new inter-
state from scratch, while simultaneously
maintaining a heavy traffic flow has chal-
lenged both the nerve and inventiveness
of the workers in the trenches.
For Chief Inspector Jerry Murphy, a 23 -
year Mn/DOT veteran from Montrose, 1-
394 is unique in that he's never been on a
job with nearly as many traffic problems.
"Our biggest problem here is traffic
speed," he said. "When you're working,
traffic is constantly in the front of your
mind. You can't do anything without
thinking about the traffic on the job."
Jerome Shataba of McCrossan Construc-
tion is surprised by the speed that people
travel through the construction zones.
"They'll just rip right through here without
even thinking of slowing down," he ex-
claimed. "You hear lot of squealing tires,
and I've even seen semi -trucks take curves
on two wheels—it's unbelievable!"
Heavy traffic also poses problems for
Dale Holm from Corcoran, a carpenter
foreman of 18 years for Lunda Construc-
tion. Dale works on a number of bridges
from Penn Avenue to 1-94 and finds it
PLYMOU774 ROAD
Dale Holm, Carpenter Foreman for
Lunda Construction
necessary to frequently post signs rerout-
ing traffic as work progresses. "I don't
think drivers pay much attention to the
signs, so you've got to be thinking and
alert at all times," he said.
Aside from the danger of working in
such heavy traffic, though, all three agree
that 1-394 is an interesting and positive
project. Murphy points out that he has
received constructive calls from the pub-
lic, which have been considered and
many acted upon. "We've actually had
some positive comments on how well
we're moving traffic—they're amazed.
Above all, though, I enjoy the complexity
and challenge of a job like this," he said.
When asked what they would most
want to communicate to those who use
Hwy. 12/1-394, Holm, Shataba and
Murphy all appealed to drivers to slow
down and watch the signs.
"You feel terrible when someone is hurt
or killed on a road you're working on,"
said Shataba.
1KAFFIC.
SIGNAL EXCAVATION AREA
0 WEST60UND
LANES jtij
S5
Highway
Helpers on
Hwy. 12/I-394
In mid-December, Mn/DOT's Highway
Helpers started patrolling Hwy. 12/1-
394 from 6 to 10 a.m. and from 2 to 7 p.m.,
Monday through Friday, in one of the
major construction areas between Hwy.
100 in Golden Valley and 1-94 in Minnea-
polis.
Mn/DOT established the Highway
Helper program to get stalled vehicles that
are blocking traffic off busy highways as
quickly as possible. Traffic engineers say
that, for every minute traffic is restricted by
a stalled vehicle, it takes four minutes to
clear out the congestion.
Transportation Commissioner Leonard
Levine said that the program has been
successful on 1-35W in Minneapolis, on
1-35E in St. Paul and on 1-94 between the
cities. Since it was implemented last
December, he said, thousands of motor-
ists who have been helped by the men and
women in the fluorescent green "helper"
trucks have given the program a four-star
rating.
The helper trucks carry jumper cables,
small quantities of gasoline, water and
antifreeze, fire extinguishers, first-aid kits,
jacks, and other safety equipment. If the
Mn/DOT helper cannot get the vehicle
running again, they can call for a tow -
truck or simply push it onto the shoulder.
There is no charge for the service and the
Highway Helper crews are prohibited
from accepting money.
Wn
♦1111111111111♦♦111111♦ ♦�1111�♦
SANE LANE Q `^
Cf' EASTBOUND
BYPASS SSI NFI C
AL
RIUCEDAt_E SHOPPING RjDCEDALE
CENTER �-✓ / DRIVE
k major bypass for Hwy. 112/1-394 eastbound traffic from Plymouth Rd. to east of Ridgedale Dr. opened in mid-November. Traffic was diverted from
:he original road bed so pavement removal and excavation of the hill along Hwy. 12's eastbound lanes, just east of Plymouth Rd., could begin. The
;ane Lane (designated by the diamond) is in the lefthand lane and runs throughout the bypass. The bill, in front of Ridgedale shopping center, will be
:rimmed down by 25 feet to improve visibility for motorists approaching Plymouth Rd.
Slow Down
Continued from page 1
Mn/DOT is on or ahead of schedule in
many areas of construction on 1-394. In
some areas, it is ahead of schedule by as
much as six months. Pint explained that,
except for some roadway signing and
striping, all work from Plymouth Road to
Wayzata is completed.
Here is a brief update on construction
progress:
A major bypass for Hwy. 12/1-394 east-
bound traffic from Plymouth Rd. to east of
Ridgedale Dr. opened in late November.
Traffic was diverted from the original road
bed so pavement removal and excavation
of the hill along Hwy. 12's eastbound
lanes could begin. The hill, in front of
Ridgedale shopping center, will be
trimmed down next spring by 25 feet to
improve visibility for motorists approach-
ing Plymouth Rd. on new 1-394.
Construction on County Rd. 73 will stop
during the winter. The temporary inter-
change to provide access to homes and
businesses in the area was completed this
summer. Work continues on the construc-
tion of frontage roads, retaining walls,
utilities and the Park and Ride lot.
County Rd. 18 and General Mills Blvd.
construction is already ahead of schedule.
Portions of eastbound and westbound
1-394 both east and west of County Rd. 18
were paved this fall. Traffic could be
shifted to the permanent roadways as
44
early as July 1989. Roadway construction
could be completed as early as this time
next year.
Between Winnetka Ave. and Turners
Crossroads, building removal and tree
clearing will begin this winter in prepara-
tion for construction. Some retaining wall
and utility work also may begin this win-
ter.
just east of Minneapolis' western city
limits to Penn Ave. traffic has been
switched to a bypass to accommodate
5
pavement removal, retaining wall con-
struction and excavation of the original
roadbed.
Replacement of the north half of the
railroad bridge, between Penn Ave. and
1-94, is also ahead of schedule. The posi-
tive timetable will allow workers to get a
jump on next year's construction for the
south half of the bridge. Construction for
the north half of the bridge will continue
during the winter months.
•
° Big Picture
` J
, &_ � ♦ Continued from page 2
:Minnesota Department
of Transportation-..
District Headquarters
i
2055N. -Lilac Drive
.:Golden Valley, MN 55422
Completed segments of the highway
include the Carlson Parkway interchange
and the 1-494 interchange. We still have
another four years to go, but the commut-
ing picture is getting brighter and brighter
as construction progress continues.
Bulk Rate
U.S. Postage
Paid
Minneapolis, MN
Permit No. 3087
"'Postal Patron Local
Carl* Route,t Soot
MEMO
CITY OF PLYMOUTH
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447
DATE: February 22, 1989
TO: Helen LaFave, Communications Coordinator
FROM: Fred G. Moore -;Director of Public Works
SUBJECT: COMMUNITY IMPROVEMENT REMINDER CARD
FRANK FREELS
SIGHT DISTANCE COMPLAINT
38TH AVENUE AND PLYMOUTH BOULEVARD
On February 9, I spoke with Frank Freels concerning his sight distance
complaint at the stop sign on 38th Avenue and Plymouth Boulevard, which
was submitted to Mayor Virgil Schneider. Previous to this, I had
investigated the intersection and could not observe any sight distance
problem.
In talking with Mr. Freels, he stated that the sight distance problem
that he was addressing was when he was westbound on 38th Avenue and
approaching Plymouth Boulevard. It only occurs if there are one or two
cars in front of him at the stop sign. There is a slight rise in the
land to the south and if you are the second or third car from the stop
sign, you do not have complete unobstructed vision to the south.
When you are stopped at the stop sign before entering Plymouth
Boulevard, there is no sight obstruction for traffic entering Plymouth
Boulevard from 38th Avenue. Currently, the property to the south is
undeveloped and when the development of this property takes place, I
believe this slight rise in the land will be removed. It is my opinion
that nothing needs to be done at this time.
I stated to Mr. Freels that he should pay particular attention to
stopping at the stop sign before entering Plymouth Boulevard.
FGM:kh
CIT1" OF PLYMOUTH
3400 PLYMOUTH BLVD, PLYMOUTH, MINNESOTA 55447
TELEPHONE (612) 559-2800
MEMO
DATE: January 31, 1989 r.
TO: Fred Moore, Public Works Director
FROM: Virgil Schneider, Mayor
SUBJECT COMMUNITY IMPROVEMENT REMINDER
Frank Freels complained about sight distance and sight lines at the stop
sign at 38th and Plymouth Blvd. He complained to me previously and Fred
Moore had the weeds cut down. Now it is the snow that blocks the vision
and probably more importantly, the terrain of the land causes a sight
problem. Is some grading in order?
Please respond to Mr. Freels, the City Council, and me. Thank you.
Cop"Hi TY IWROVE?ENT REMINO£R
Adedn. Use Only
C IR No.
I have noticed a problem with:
Rcsldcnt has noticed a problem wlth: x
Intersection Sight Obstruction X
Strect/Potholes Watermain/Hydrant
Brush/weeds/Trees Filling/Excavating-
Drainage Junk Cars
Traffic/ arcking Violation Carbage/Debris
Traffic/Street Sign/Signal Eroslon/Dirty 'treets
Dead Animals In street Broken/Damaged Equipment
Sign Streetlight
Other
Description See attached memo
Location 38th and Plymouth Blvd.
Your name Virgil Schneider
Resident's Name Frank Freels
Address 15115 38th Ave. N.
Date 1/31/89
Phone
Rcv• 3/28/88
February 23, 1989 CITY
PLYMOUTH+
Jane Laurence Cooper
Community Service Officer
Plymouth Public Safety
SUBJECT: DEPARTMENT COMMENDATION AWARD
Dear Jane:
I realize that you will soon be leaving us to enter a fulitime sworn officer
position. Thus. a commendation from the Department you are leaving is perhaps
not so meaningful.
But. this is the only way that I can show you my extreme gratitude and satisfac-
tion with the work that you have done for us concerning the Deer Task Force
Studies.
This last report that you completed, which capsulized the previous studies and
the current status of the deer problem in Plymouth, is an excellent example of
your research capability. whether you are ultimately employed with the City of
St. Paul or the City of Eden Prairie. I hope that they allow you to use your
analytical talents.
Thank you for your dedication and commitment to this Deer Task Force project. It
would have been easy for someone leaving in such a short time to decline this
additional task. I will be sharing your work with the City Council in the near
future. I encourage you to attend and participate.
Thank you for your loyalty and commitment. Best of luck to you in your future
position!
Sincerely.
Richard J. riquis
Public Safety Director
RJC:gs
cc: James G. Willis - City Manager
3-'C:- Lti h4,�JTH BOULEVARD. PLYMOUTH. MINNESOTA 55447, TELEPHONE (612) 559-2800
Department of Public Safety
Plymouth Police Department
Commendation Award
Awarded To
Jane Laurence Cooper
In recognition of outstanding service displaying a
level of accomplishment significantly above that expected
of an officer.
Presented by
z3
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Education...
at a
Critical Point
".F
= Alliance f-or� Commitment
�At:to 'Eduwtzon
,:.. J&suary, •1.989
-=- z
The public supports increased taxes
for improving education
Would you be willing to pay higher state toes H the increase went to improve
public education?
H.S. Some College
MDtal Men Women Metro Outstate
Grad. College Grad. . z
Yes ............ 59% 55% 63% 59% 60%
55%. 61% .. 66%
No ............ 35 40 31 37 34
38 34 30
Source: NorMstar Poll, May, 1988
Would you be willing to pay more taxes
to help raise the standards of education
In the United States?
National Public Schools
lbtals Parents
Yes .......... 64% 73%
No ......... 29 23
Dolt Know .. 7 4
Source : PU Delta Kappan/Gallup PW, September, 1988
The Alliance will work with the Governor and
the.Minnesota Legislature to assure that all students
receive -the --education to which they are entitled by
enacting the following:
L Increase the 1989-90 Foundation Formula
to 13020.
2. Set the Foundation Formula for 1990-91
at $3170.
3. Enact a Training and Experience amount of
$400 with the index subtraction set at 1.0.
(Estimated biennial state cost of items 1,
2, and 3 is $492 million.)
4. Raise the necessary additional revenue -
needed through tau increases to meet state
and federal constitutional responsibilities.
5. Implement programs to enhance perfor-
mance, remediate for individual needs,
and develop accountability measures that
identify student achievement.
Minnesota s commitment
to Education in Decline
National Spending Comparisons
1986 Elementary – Secondary
: Spending Increases
10%
9%
8%
7%
6%
5%
4%
3%
2%
1%
0%
Minnesota U.S. Average
Source: U.S. Bureau of the Census
State and Local Spending
Minnesota falls below national average in
the proportion of state and local spending
' for elementary -secondary education in
1986.
other Expenditures U.S. Average
Elementary -
Secondary 24.0%
Minnesota other Expenditures
Elementary -
Secondary 23.1%
is •
Source: U.S. Bureau of the Census
.. Minnesota's spending per pupil
' unit dropped from 7th (1972-73)
to 15th (1986-87) nationally
Sww. National Education Association, Ranking of the States
Minnesota's Schools
Produce Results
❑ Minnesota consistently' has had one of the
highest graduation rates in the nation. In
1987 we ranked fust -20 percentage
points above the national average. -,,.t
Minnesota 91.5%
U.S. Average 71.5%
❑ Minnesota students pursue post secondary
education in significant numbers, with
more than 66% of our high school
graduates enrolling in post -secondary in-.,
stitutions within one year of graduation.' -
Four year colleges 45.4%
Community Colleges 10%
Locational Schools 10.7%
❑ Minnesota seniors consistently rank in the
top five among states where students take'
the ACr tests. In 1987, with 40% of its
seniors taking the tests, Minnesota ranked
third. Minnesota high school juniors tak-
ing
aking the PSAT tests consistently score at or
above the national average. In 1988, 48%
of Minnesota juniors took the tests.
❑ Of respondents with children in elementary
or secondary schools, 82 % rated schools
favorably. (Northstar Poll, May, 1988) -,
❑ Minnesotans hold favorable views toward
the state's public education system. Three-
fourths rate public elementary and secon-
dary schools favorably; nearly one-fourth
say they are excellent. (Minnesota Business
Partnership Survey, September, 1988)
❑ Within six years following graduation,
87.4% of all Minnesota high school grad-
uates enroll in or attempt to enroll in
post -secondary schools.
Sources: Minnesota Higber Education Coordinating Board
and Minnesota Department of Education . - • .
Increasing state. require-
ments and greater student
needs divert money from
the basic education
program
Additional responsibilities
since 1972
❑
Special Education
School
— birth through age four
Referendum
— services to non-public students
Year
— transportation and support services
-
— handicapped adult programs
❑
Drop-out Programs
❑
Community Education Programs
❑
Comparable Worth
❑
Capital Improvements
❑
Desegregation
O
Access to Excellence
e. O
English as a Second Language
❑
Technology Implementation
O
Textbooks and Services for Non-public
69,225,297
Students
' ❑
Numerous Others
�T
259 Districts out of 435
Resort to, Referenda
Percent spent for education
from general fund declines
As the percent of the state budget allocated
to elementary and secondary education
has declined, districts have become in-
creasingly dependent on local property
taxes (referenda) to maintain programs.
Dhw
shit Aida 1969-71 1971-73 1973.75 1985.87 198789
50%
40%
30%
20%
10%
0%
31.38% 36.83% 33.50% 22.17% 25.42%
Percent of general had for education
Districts' reliance on referenda
levies increases
bild wn with greater need
Number
Total
School
of
Referendum
Year
Districts
Levy
❑ One out of every six Minnesota children
1972-73
1
$ 25,395
under five years of age Is poor, and one-
1978-79
74
7,067,813
fourth of the homeless are children.
1981-82
131
43,943,937
:J❑ Approximately 75 % of Minnesota's single
1983-84
185
68,854,632 • -
parents work full-time, but more than
1984-85
188
69,225,297
one-third make less than $20,000 annually.
1985-86
198
79,719,756 -
❑ In the past decade, the number of child
1986-87
217
95,019,482
r,,: abuse reports has tripled.
198.7-88
226
111,845,916
7 Two of every five junior high and senior
1988-89
239
135,681,183
high students work part time, and nearlyu�
1989-90
259
168,453,599 ,.
,.
- three-fourths of 16 to 19 year-olds are in
the labor force
Sourrr�ee: Serrate Ramon ti 00ab c 1W
-
_r..`.
2121189
Independent School District 281
AMSD General Fund Projection Model
General Fund Projection Summary
General Education Formula Increase Per Pupil Unit of
1.2% for 1989-90 and 0% for 1990-91, as recommended by Governor Perpich
1988-89
Beginning fund balance
$ 7,618,035
(Prior year-end)
B
U REVENUE
$62,343,705
D
G EXPENSE
$64,875,823
E
T DIFFERENCE
($ 2,532,118)
ENDING FUND BALANCE
$ 5,085,917
1989-90
$ 5,085,917
$63,342,079
$66,817,916
($ 3,475,837)
$ 1,610,080
1990-91
$ 1,610,080
$63,773,667
$69,200,447
($ 5,426,780)
($ 3,816,700)
General Education Formula Increase Per Pupil Unit of 1.2% for 1989-90
and 3.0% for 1990-91
Beginning fund balance
(Prior year-end)
B
U REVENUE
D
G EXPENSE
E
T DIFFERENCE
1988-89
$ 7,618,035
$62,343,705
$64,875,823
($ 2,532,118) ✓
1989-90
$ 5,085,917
$63,342,405
$66,817,916
(S 3,475,511)
ENDING FUND BALANCE $5,085,917 $ 1,610,406
1990-91
$ 1,610,406
$65,247,903
$69,200,447
($ 3,952,544)
(S 2,342,138)
sg
2/21/89
Independent School District 281
AMSD General Fund Projection Model
General Fund Projection Summary
General Education Formula Increase Per Pupil Unit of
1.2% for 1989-90 and 0% for 1990-91, as recommended by Governor Perpich
Proposed net budget reductions of $932,406 for 1989-90 included.
1988-89 1989-90 1990-91
Beginning fund balance $ 7,618,035 $ 5,085,917 $ 2,577,486
(Prior year-end)
B
U REVENUE $62,343,705 $63,377,079 $63,873,667
D
G EXPENSE $64,875,823 $65,885,510 $68,230,745
E
T DIFFERENCE ($ 2,532,118) ($ 2,508,431) ($ 4,357,078)
ENDING FUND BALANCE $ 5,085,917 $ 2,577,486 ($ 1,779,592)
General Education Formula Increase Per Pupil Unit of 1.2% for 1989-90
and 3.0% for 1990-91
Proposed net budget reductions of $932,406 for 1989-90 included.
1988-89 1989-90 1990-91
Beginning fund balance $ 7,618,035 $ 5,085,917
(Prior year-end)
B
U REVENUE $62,343,705 $63,377,405
D
G EXPENSE $64,875,823 $65,885,510
E
T DIFFERENCE ($ 2,532,118) (S 2,508,105)
$ 2,577,812
$65,347,903
$68,230,745
($ 2,882,842)
ENDING FUND BALANCE $ 5,085,917 $ 2,577,812 ($ 305,030)
29
28
27
26
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
80-81
2/23/89
STATE AID COMPARED TO PROPERTY TAXES
GENERAL FUND
81-82 82-83 83-84 84-85 85-86 86-87
13 PROPERTY TAXES
150.7% INCREASE
+ STATE SOURCES
6.0% DECREASE
87-88
�` O
2116/89
Independent School District 281
General Education Revenue
Year
Per Pupil Unit
Dollar Increase
Percent Increase
1987-88
$2,898
$51
1.8
1988-89
2,968
70
2.4
1989-90
3,003
35
1.2
1990-91
3,003
-0-
-0-
-=-1Zt
1989-90
Budget Information
INDEPENDENT SCHOOL DISTRICT 281
Robbins"k Arra Schools
Learning for a lif rdwwe of growing
=_Jr
10/31/88
Independent School District 281
Robbinsdale Area Schools
AMSD General Fund Projection Model
Beginning fund balance
(Prior Year -End)
B
U REVENUE
D
G EXPENSE
E
T DIFFERENCE
ENDING FUND BALANCE
General Fund Projection Summary
1988-89 1989-90 1990-91 1991-92
$ 7,618,035 $ 5,085,917 $ 1,610,406 ($ 2,342,138)
$62,343,705 $63,342,405 $65,247,903 $68,214,454
$64,875,823 $66,817,916 $69,200,447 $72,039,776
($ 2,532,118) ($ 3,475,511) ($ 3,952,544) ($ 3,825,321)
$5,085,917 $ 1,610,406 ($ 2,342,138) ($ 6,167,460)
The following assumptions were used in making the projections:
I . All 1988 laws pertaining to school financing will remain in effect and unchanged.
2 . The general education formula per pupil unit will be $2,967.63 for 1988-89, $3,002.63 for
1989-90, $3,092.71 for 1990-91 and $3,185.49 for 1991-92.
3. Amounts were included for salary adjustments.
4. The district will levy the maximum amounts permitted by the statutes.
5. Referendum revenue will be $6,246,770 for 1988-89, $6,546,658 for 1989-90, $6,828,164 for
1990-91 and $7,121,775 for 1991-92.
6. Enrollment will change as shown on the November 20, 1987, projections, with adjustments for
lower kindergarten enrollment.
7. Changes in the teaching staff due to enrollment decline or increase will be made on the basis
of present student/teacher ratios.
8. The cost of instructional, general and miscellaneous supplies, utilities and contracted services
will rise 4.1 percent for 1989-90 thru 1991-92.
9. The rate of interest on investments will be 7 percent.
1 0 . The district's pay equity plan will continue to be implemented.
-N- - g
Additional Expenditures
Technology Coordinator .6 FTE $ 28,000
Social Studies Textbooks 200,000
Language Immersion 12,701
TOTAL $240,701
Budget Reductions
Line Item
• Reduce fees for consultants
and attorneys
• Reduce conference and
administrative travel
• Eliminate sabbaticals for principals
or assistant principals
• Reduce summer program
(grades six -12) to basic skills and
required special education classes
and develop a plan for enrichment
classes (K -eight) on a self-
sustaining basis
• Move third -shift custodians
to second shift and reduce the
second shift by one custodian
in each middle school
Impact Reduction
Positive
• Cost savings $ 40,000
• Centralized approval for consultants
Negative
• Director of personnel would negotiate
two contracts
Positive
• Cost savings
• Centralized approval for travel
Negative
• Fewer administrators would benefit
from attendance at national conferences
Positive
• Cost savings
• There may be no request for sabbatical
leave
Negative
• An assistant principal will have to be
placed on unrequested leave
Positive
• Cost savings
Negative
• Total change of summer program
• Impact a large number of students
• Impact Adventure Club enrollment
Positive
• Cost savings
• Can be achieved through attrition
Negative
• Head custodians in middle schools will
have to open the building daily
• During the winter months, there will be
no one in the building to help clear en-
trance ways prior to school starting
• Many of the maintenance items the head
custodian does prior to school opening
would not be done
• Students, staff and the community may
see and feel the impact of the cutback
in maintenance, cleanliness and ap-
pearance of our buildings
' '11
'N _1K
Line Item Impact Reduction
Positive
• Decrease one second -shift • Decrease in operational costs 65,267
custodial position at each • Can be achieved through attrition
high school Negative
• Students, staff and the community may
see and feel - the impact of the cutback
in maintenance, cleanliness and ap-
pearance of our buildings
Positive
• Leave director of secondary • Cost savings 84,042
education position unfilled Negative
• More work for cabinet who are already
overworked
Positive
• Eliminate secretary's position • Cost savings 27,106
to director of secondary Negative
education and reorganize • Reorganizing of secretarial work
secretarial responsibilities for • Elimination of one position
elementary, secondary and
curriculum
Positive
• Eliminate supervisory para- • Cost savings 49,192
professionals for smoking at • Scheduled for 1988-89 year only
RAHS and RCHS • High schools received additional staff
using ninth grade ratio
Negative
• May be more difficult to implement
tobacco -free policy
Positive
• Eliminate middle school • Cost savings 84,600
administrative assistants • This position was only to be a one-year
or office clerk assignment
Negative
• Less administrative/clerical help at
building level
Positive
• Discontinue approval of extra • Cost savings 50,000
weeks of work beyond the Negative
contracts of professional staff • Students may have less access to staff
in summer
Line Item
• Reduce secondary extracurricular
activities
• Eliminate extra days for
paraprofessionals
• Eliminate substitutes for most
paraprofessionals
• Reduce materials, supplies and
contracted services by 20 percent
TOTAL
Impact
Positive
• Cost savings
Negative
• Reaction from extracurricular advisers
• Some students may be affected
• Reaction from students, parents and
advisers
Positive
• Cost savings
Negative
• Supervisors will need to reassign
important tasks
Positive
• Cost savings
Negative
• Supervisors will need to reassign
important tasks
Positive
• Cost savings
• District staff would all be doing their
part to reduce budget
Negative
• Less materials, supplies and contracted
services
Reduction
t ttt
t ttt
t ttt
t t.t.t
$1,173,107
CITY C�
February 27, 1989 PUMOUTR
Mrs. Robert Thoren
4385 Trenton Lane North
Plymouth, MN 55442
Dear Mrs. Thoren:
Your February 13 letter requests transit service improvements near the
Sagamore and Hummingbird Cove Condominiums. The improvement you seek could
be accomplished if the bus were to take a route from Zachary Lane to 45th
Avenue North, 45th Avenue North to Nathan Lane, Nathan south to County Road
9, and C.R. 9 easterly to County Road 18.
I have referred your letter, together with a copy of my response to Medicine
Lake Lines which serves your area of the community. I am asking that
Medicine Lake Lines review your request to determine whether it would be
feasible. Obviously, if a number of passengers living south of 9 are
inconvenienced, this would not be a prudent move. I expect that Medicine
Lake Lines will contact you in the near future with their response. I know
that they pride themselves in being flexible wherever possible to enhance
ridership.
I am pleased to announce that on April 17 we will be making a major
Improvement in Plymouth's transportation system. On that date we will
initiate a dial -a -ride service for use by all City residents. The
dial -a -ride service is available to provide you with transportation anywhere
within the City of Plymouth, to Ridgedale, Golden Valley Shopping Center,
downtown Wayzata, in -town Maple Grove, or the New Hope K -Mart. To use the
serivice you call the bus company 24 -hours in advance of your trip, letting
them know of your destination, leaving and return time. That's all there is
to it. They will pick you up at your door and take you to your destination
on a shared -ride basis. Watch for additional information in our Plymouth on
Parade newsletters, cable television and other special mailings.
Sincerely
V411 Schneider
Mayor
1 oc",
i
~` O b
CITY Or -
February 24, 1989 PLYMOUTR
Mr. Ronald Goltz
17615 8th Avenue North
Plymouth, MN 55447
RE: WAYZATA EVANGELICAL FREE CHURCH
Dear Mr. Goltz:
In reviewing the Planning files I have determined that an inspection of this
landscaping was conducted in 1986. We found that the landscaping work had
been completed based on the approved plans.
You have noted that someone has constructed a staircase in --the northwest
corner of the parking lot connecting the parking lot with the residential
driveway to the west. I have confirmed this and I am currently reviewing the
status of this improvement within the context of the Plymouth Zoning
Ordinance. I will communicatae my findings and actions on this matter to you
directly.
If you have further questions or concerns regarding these matters, please do
not hesitate to contact me at 559-2800 extension 259.
Sincerely,
Ch lerud"
Community Development Coordinator
(pl/ac/goltz:jw)
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447, TELEPHONE (612) 559-2800
March 1, 1989
Mrs. Mary Doherty
17830 8th Avenue North
Plymouth, MN 55447
SUBJECT: DREDGING OF POND
Dear Mrs. Doherty:
arYOF
PLYMOUTt+
You have inquired through Councilmember Vasiliou the process required in order to
dredge material from one of the ponds adjacent to your property. It is my
understanding that over a period of time there has been more growth of vegetation
in the pond and you would like to remove this material along with making the pond
deeper at the same time.
There are four agencies where you may be required to obtain a permit to undertake
the pond dredging. The agencies and the contact person at those agencies are as
follows:
Agencies
City of Plymouth
Minnehaha Creek Watershed Dist.
US Army Corps of Engineers
MN. Dept. of Natural Resources
Contact Person
Phone
Ext -
Joe Ryan, Building Official 559-2800 222
Kevin Larson 473-4224
Hickok & Assoc.
Mary Marx 220-0356
Judy Boudreau 296-7523
The permit required from the City of Plymouth is a grading/fill permit and there
are two major requirements with this permit. One is that the material dredged
from the pond must be placed above the high water elevation for the pond in order
that the storage capacity of the pond available for large rainfall events is not
decreased. The other requirement is that. the area where the material is placed
be revegetated in order to prevent erosion. A plan must be submitted with your
permit application showing the area to be dredged and where the material will be
placed. Joe Ryan can furnish you additional information on the permit process
and the fee for the permit.
I believe the permit required from the Army Corps of Engineers would be covered
under what they classify as a "national -wide" authorization. By a telephone call
to Mary Marx, you could explain what you are requesting to do and she could let
you know if any additional permit is required.
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447, TELEPHONE (612) 559-2800
Mrs. Mary Doherty
March 1, 1989
Page Two
Depending upon the area of the pond which you are requesting to dredge, -the
Minnesota Department of Natural Resources and the Minnehaha Creek Watershed
District will have the strictest regulations. I would suggest that your first
contact be with Kevin Larson at Hickok and Associates. Since their office is
located in Wayzata, it may be to your benefit to meet with him to explain the
work you are proposing. The Watershed District works very closely with the
Minnesota Department of Natural Resources and the US Army Corps of Engineers and
Kevin can give you an opinion of whether you would be able to get a permit for
the work you are proposing.
The City of Plymouth has aerial photographs, which are approximately three years
old, of this area. You can obtain a copy of this aerial photograph from Darrell
Johnson in the City Engineering Department at a cost of $5.30. This aerial view
would helpful to you in explaining where the pond material would be removed and
the disposal area for the material. It can also be used when applying for a
permit from the City of Plymouth.
After you have contacted the Minnehaha Creek Watershed District and if you have
additional questions on the permitting process, I would suggest that you contact
Fred Moore, Director of Public Works for the City of Plymouth, his extension is
250.
I hope this letter has responded to your concerns. Please call me at 559-2800,
extension 201, if I may be of further assistance.
Sincerely,
ames G. Willis
C ty Manager
JGW:kh
cc: Councilmember Maria Vasiliou
Fred Moore, Director of Public Works
Joe Ryan, Building Official
CITY C�
February 27, 1989 PLYMOUTH+
Loretta Chown
3022 - 35th Avenue South
Minneapolis, MN 55406
SUBJECT: YOUR FEBRUARY 21 LETTER.
Dear Ms. Chown:
In your February 21 letter you expressed concern about receiving a ticket
for parking between 2 a.m. and 5 a.m. on Plymouth streets. Your concern is
that there are not signs on all residential streets advising the driving
public of the 2 a.m. to 5 a.m. ban.
The 2 a.m. to 5 a.m. ban was implemented some years ago by the City Council
in recognition that City streets were becoming congested by parked cars both
day and night. Not only does this pose a hazard from a motorist's point of
view, but also for pedestrians. From a municipal perspective, parking on
City streets complicates the ability of our public safety vehicles to reach
their destinations in emergency situations.
Prior to implementing the ban, we conducted a full year of publicity on this
subject, including local newspapers, City newspapers, announcements at
public meetings, cable television announcements, letters to homeowner
association representatives and the general public and various other
efforts. In addition, all major entrances to the City are posted with signs
advising the public of the 2 a.m. to 5 a.m. ban.
It is simply inappropriate for us to post signs on all City streets on this
subject. In the first place, the signs would be an eyesore. They would
also constitute additional hazard and finally, they represent a needless
expense.
While the ordinance has been in force, we have found that it has effectively
achieved its objective of clearing the streets for public safety vehicles.
There have also been some unanticipated benefits, including the fact that we
have been able to identify "strange" vehicles in areas and in some cases,
have been able to foil crime activities in process.
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447, TELEPHONE (612) 559-2800
� o
Loretta Chown
February 27, 1989
Page 2
I regret that you received the ticket, but I believe the City has taken
prudent steps to try and announce these requirements and that the ordinance
continues to be effective in achieving its objective. As you have probably
noticed, other communities are implementing similar ordinances.
Sincerely,
V rgil Schneider
Mayor
VS:kec
CITY C�
February 24, 1989 KYMO91+
Mr. Chuck Speier
11100 - 39th Avenue North
Plymouth, MN 55441
SUBJECT: YOUR FEBRUARY 13, 1989 LETTER REGARDING ZACHARY LANE
Dear Mr. Speier:
In your February 13 letter you raise a number of concerns regarding the
Zachary Lane improvement project. Let me try to respond to each by quoting
from your letter and then providing an explanation to each point you raise.
1. "The widening, as I understand, would be a four -lane, divided street
with turn lanes, similar to Vicksburg Lane."
Zachary Lane once reconstructed would not be a divided street. It would
be a four -lane street similar to Schmidt Lake Road between Zachary Lane
and Larch Lane. Turn lanes may be required at major intersections such
as County Road 9 and 10.
2. "I travel Zachary Lane at least twice daily and to my knowledge, no
traffic or speed metering has taken place-"
Traffic counting has taken place over time on Zachary Lane on behalf of
the City of Plymouth. The most recent counting was in 1987. The
results showed that the average daily vehicles varied from 3,300 to
5,500 depending on the location between County Road 10 and 36th Avenue.
For your information, the speed limit is established by the Minnesota
Department of Transportation - normally at the speed which 85% of the
traffic travels. The last speed study was conducted in December 1985.
3. "I am of the strong opinion that the only benefit of this widening would
be to help people north of County Road 9 bypass County Road 18."
There is no question that the capacity of County Road 18 is being tested
and to some extent, congestion on this major roadway affects adjacent
major roadways. However, Zachary Lane is a major north/south street
required for local transportation purposes. Our comprehensive plan has
long called for a system of residential streets feeding minor collectors
which feed major collectors such as Zachary Lane, which in turn feed
arterial streets including County Road 9, 10 and State Highway 169.
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447, TELEPHONE (612) 559-2800
o—
\_ko4e
Mr. Chuck Speier
February 24, 1989
Page 2
4. As one of your reasons for opposing the Zachary Lane improvements you
cite that, "assuming the same speed limit criteria would apply as did
for Vicksburg, faster speeds will result in decreased safety."
The speeds before and after Vicksburg Lane improvements did not result
in a speed increase in the improved portion. Moreover, this is an
apples to oranges comparison because as I said earlier, Zachary Lane
will not be constructed to Vicksburg's standards.
From our previous discussions and your letter, I fully understand your
position. You should be aware that Zachary Lane improvements are
tentatively scheduled for 1991 in the City's Capital Improvement Program.
The fact of the matter is that actual improvements may not occur for quite
some time into the future. Nonetheless, you will have opportunities to
affect the ultimate decision. In the first place, the City Council reviews
the Capital Improvement Program annually. A public hearing is conducted by
the City Planning Commission to receive citizen input on projects proposed
to be included. You may submit your testimony to the Planning Commission
and if desired, to the City Council regarding the proposed timing of the
Improvement.
At such time as the improvement is scheduled, you will also have the
opportunity to participate in the public hearing which will be held to
determine the final specific configuration and costs associated with Zachary
Lane improvement. I fully expect that Zachary Lane south of 36th Avenue to
Medicine Ridge Road would be the first to be improved. After that were
completed, it is most likely that Zachary Lane from 36th Avenue North to
Bass Lake Road would then be undertaken.
Thank you for expressing your concerns. By copy of this letter I am
conveying your concerns to the Minnesota Department of Transportation.
Sincerely,
q-lodv�
Virgil Schneider
Mayor
VS:kec
cc: Minnesota Department of Transportation
Fred Moore, Public Works Director
City Councilmembers
February 13, 1989
Mr. Virgil Schneider
Mayor
City of Plymouth
3400 Plymouth Blvd.
Plymouth, MN 55447
Re: Zachary Lane Improvements
Dear Mayor Schneider,
k0C,
i
\ FEY �'FCFtVE r !.
261989
I am sorry that I missed the last meeting with the Council on January 30th
that pertained to the area in which I reside. I was looking forward to it
and was planning to attend, but business considerations prevented it.
Therefore, I am writing to request an update on the Zachary Lane
improvements, and to hear if this item was discussed although it wasn't on
the published agenda.
I did attend the previous meeting with the Council and, to refresh your
memory, was involved in a fairly intense discussion regarding the need for
the proposed improvement. Basically, the final word that evening was that
the City would be further investigating the need and extent of
improvements. You indicated, to the best of my recollection, that it was
the city's goal was to improve every city street to include curb and
gutters, and that the investigation would reveal whether -or -not the
widening of the street due to traffic flow would be required. The
widening, as I understand it, would be a four lane, divided street with
turn lanes, similar to Vicksburg Lane. I travel Zachary Lane at least
twice daily and, to my knowledge, no traffic or speed metering has taken
place.
I would like to make my position perfectly clear on this subject. While I
am in favor of the curb and gutter improvement, I am profoundly opposed to
the widening of the street. I am of the strong opinion that the only
benefit to this widening would be to help the people north of Co. Road 9
bypass Co. Road 18. The desire for this to occur was evident during the
previous council meeting by discussion of the "Co. Rd. 18 Parking Lot" at
rush hour, along with the admission of councilman Zitur that he utilized
Zachary specifically for that purpose. I firmly believe that the taxpayers
owning property on Zachary, north of 36th Avenue and south of Co. Road 9,
should be burdened with neither the cost nor the safety/noise/visual
inconvenience of a four lane street. I base this belief on the following
reasons:
1. Widening the street will make it even more convenient to bypass 18,
therefore increasing the traffic flow from present.
2. Assuming the same speed limit criteria would apply as did for Vicksburg,
faster speeds will result in decreased safety.
Page (2)
3. The main traffic arteries from the area to the Twin 4,ities and suburbs
are 494 and Co. Road 18. There are thoroughfares connecting the areas
to the arteries, namely Co. Rd. 10, Co. Rd. 9, and 36th Avenue.
Therefore, the only logical reason for the widening of Zachary between 9
and 36th would be anticipation of a major population increase along that
stretch and it's tributary streets. The fact is, by my estimation, that
this area is 99% developed.
I trust that this letter sufficiently details my viewpoint and, coupled
with the opposition that this improvement has met, makes you and the
council very aware that extensive consideration and study is warranted in
order to justify the improvement and the subsequent impact on the residents
of the area.
I will appreciate being updated by response to this issue.
Sincerely,
Chuck Speier
11100 39th Avenue N.
Plymouth MN 55441
H. 557-1739
W. 332-3944
cc: Councilman Zitur
CITY OF PLYMOUTH
SPECIAL PLANNING COMMISSION MEETING
FEBRUARY 1, 1989
The Special Meeting of the Plymouth Planning Commission was
called to order at 7:30 p.m.
MEMBERS PRESENT: Chairman Plufka, Commissioners Marofsky,
Tierney, Stulberg, Zylla and Wire (arrived
at 7:46 p.m.).
Also present was Commissioner -Designate Hal Pierce.
MEMBERS ABSENT: NONE
STAFF PRESENT: Community Development Director Blair
Tremere, Community Development Coordinator
Charles Dillerud, and Associate Planner
Al Cottingham.
*MINUTES
MOTION by Commissioner Stulberg, seconded by Commissioner
Tierney to approve the minutes for the January 18, 1989
Planning Commission Meeting, as submitted.
Vote. 6 Ayes. MOTION carried. Commissioner Wire was not
present to vote on this issue.
Commissioner Marofsky inquired as to the receipt by the
Planning Commission Members of City Council Minutes.
Director Tremere indicated he would trace any problems that
may have developed in the distribution and be sure the
Commissioners continue to receive those minutes.
Director Tremere reviewed with the Commissioners the
progress that had been made at the previous (January 18,
1989) meeting. He pointed out the importance of the
Commission first reviewing the textual sections of the Land
Use Guide Plan. He reminded the Commission of the City
Council's earlier direction in regard to concepts contained
in the Land Use Guide Plan text that should be reviewed.
These concepts in need of review included a combination of
some of the guide plan use classifications; and review of
the entire community structure concept, including concepts
of walking and driving neighborhoods.
Chairman Plufka suggested the Commission begin at the first
page of the Land Use Guide Plan text, and raise whatever
issues with respect to the contents of the text that were
considered in need of review or discussion.
MOTION TO APPROVE
VOTE - MOTION CARRIED
k
Planning Commission Minutes
February 1, 1989
Page 26
Commissioner Stulberg questioned whether the linkup between
walking neighborhoods and the resulting driving
neighborhoods was still valid. If there was a building
block involved in the creation of the existing driving
neighborhoods, do those neighborhoods reflect an economic
reality to date?
Chairman Plufka indicated that there are logical driving
neighborhood barriers. While those barriers may not always
be clear from a physical nature, there is a certain "feel"
that tends to draw lines of reality on any community map.
He referred to the tendencies of people residing on either
side of Interstate 494 with regard to their shopping habits
at the I-494 and County Road 9 intersection. He noted that
those west of I-494 tended to shop at the convenience center
west of the Interstate and those living east of the
Interstate tended to shop at Cottonwood Plaza. Even though
a vehicle had no difficulty crossing the Interstate it
became a "natural" barrier.
Chairman Plufka stated that he was not certain the current
community structure concept recognizes those de facto
barriers.
Director Tremere commented that there may be the need for a
driving neighborhood criterion that this class of
neighborhood could not be bisected by a major thoroughfare.
He summarized community structure discussion by raising the
question of whether the existing criteria for the driving or
walking neighborhoods remain valid. He further questioned
whether the walking and/or driving neighborhoods, as
currently defined, really meet the criteria that had
previously been established. He suggested that both those
issues were potentially in need of review at this time.
Commissioner Wire indicated that it may be reasonable to
change the name of walking neighborhoods but he felt the
characteristics of those neighborhoods would stay the same,
and that structure has formed the basis for everything that
has been done in Plymouth to date with respect to land
planning.
Commissioner Stulberg agreed that there appeared to be
little problem with the existing neighborhood boundaries and
definitions. He questioned what the Commission would
propose be done if it were determined that a specific
walking neighborhood was not responsive to the walking
neighborhood criteria.
Chairman Plufka commented that he could not see how the Elm
Creek Driving Neighborhood could be served by a single
retail service area, since it extended all the way from the
north City boundary to a point south of Highway 55.
Planning Commission Minutes
February 1, 1989
Page 27
Commissioner Marofsky and Commissioner Tierney suggested the
Commission direct the staff to review all driving
neighborhoods against the existing criteria without
reference to the "aggregation of walking neighborhoods"
criterion. It was also suggested that staff recommend any
additional criteria that should be considered for the
definition of driving neighborhoods.
Commissioner Zylla questioned the meaning of any problem
that the staff might report to the Commission with respect
to the description of current driving neighborhoods.
Director Tremere indicated that staff, based on its
analysis, would come back to the Planning Commission with a
updated narrative description of each neighborhood and
suggested map changes.
Commissioner Marofsky indicated that the staff should also
make a determination and recommendations with respect to
whether the correct amount of land was guided properly to
fit criteria defining a driving neighborhood. For instance,
a driving neighborhood may be short of necessary service
commercial guiding.
It was the consensus of the Commissioners that the staff be
directed as suggested by Commissioners Marofsky and Tierney
concerning the review of driving neighborhood criteria.
Chairman Plufka then reviewed the concept of "community,"
particularly with respect to the description of "Downtown
Center Area" on page 5 of the Land Use Guide Plan text. He
noted that it was his opinion that the idea of a downtown in
a commercial sense was a concept that no longer had
validity. He pointed to the substantial commercial areas
west of County Road 18 on Highway 55 and at I-494 and County
Road 9 as reasons that there would not be a downtown
commercial center of any greater scale than a neighborhood
shopping centers found elsewhere in the community.
Commissioner Marofsky suggested a change in the wording on
page 5 under "Downtown Center Area" where the word "City"
would be substituted for the word "downtown," and words
"would be grouped around the community retail center" would
be deleted. He then suggested adding to the end of the last
sentence of this paragraph the words "including retail
services."
It was the consensus of the Planning Commission that the
adjustments suggested by Commissioner Marofsky were
appropriate.
The Chairman then directed the Commissioners to a review of
the Land Use Guide classifications contained in the Land Use
Guide Plan text. He questioned the reality of the LA -R
Planning Commission Minutes
February 1, 1989
Page 28
district. He suggested the need for a new guide plan
classification that would reflect, if the community desires,
a large lot residential development district, not related to
the timing of the availability of sanitary sewer services.
He observed that the current LA -R land use district was in
reality a "holding zone" rather than a distinctive land use
classification in the same context as the balance of the
classifications.
Director Tremere reviewed with the Planning Commission the
history of the LA -R classification, indicating that it was
designed as a method to address that portion of the City
that was outside the Metropolitan Urban Service Area line
that was established by the Metropolitan Council. He
indicated that there may be basis to now provide
"conventional" guiding outside the Metropolitan Urban
Service Area line and control the planning of development
through the Capital Improvements Program alone. He
cautioned the Commissioners to carefully consider the
ramifications of the MUSA line.
Mr. Pierce observed that the treatment of zoning and
development controls in rural type areas can have an
extensive impact on future property owners, as five acre
parcels created in response to rural type zoning today
become tax and assessment liabilities to their owners in the
future.
Commissioner Stulberg observed that the City now has 14.2
percent of its total land area in the LA -R guide plan
classification. He suggested a question related to how much
of the City, by percentage, is appropriate in a rural type
guiding.
Questions raised by several Commissioners concerning the
residential land use classifications included the following:
1) Should allowance be made for lots smaller than 18,500
square feet in conventional developments? 2) Is it
advisable to consolidate some of the residential use
classifications? 3) Would it be reasonable to use Planned
Unit Development alone for the LA -3 and LA -4 use
classification areas?
Commissioner Stulberg observed that the residential use
districts are probably appropriate in number, but perhaps
the proportions of the land of Plymouth guided in the
various residential use districts are incorrect. He
questioned how one determined what was correct.
Chairman Plufka summarized what had been covered this
evening and asked Commissioners when a convenient meeting
time would be to again discuss the Land Use Guide Plan.
Planning Commission Minutes
February 1, 1989
Page 29
It was the consensus of the Commission that they would
desire a study meeting to discuss the Land Use Guide Plan
issues at 5:30 p.m. on February 22, 1989.
Chairman Plufka adjourned the meeting at 10:15 p.m.
n
F
CITY OF PLYMOUTH
PLANNING COMMISSION MINUTES
FEBRUARY 8, 1989
MEMBERS PRESENT: Commissioners Michael Stulberg, Dennis
Zylla, Larry Marofsky, Joy Tierney, Hal
Pierce, and John Wire.
MEMBERS ABSENT: Chairman Richard Plufka.
STAFF PRESENT: Community Development Coordinator Charles
E. Dillerud, Assistant Engineer John
Sweeney, and Planning Secretary Jackie
Watson; Community Development Director
Blair Tremere arrived later.
The meeting was called to order by Vice Chairman Michael
Stulberg at 7:30 p.m.
MOTION by Commissioner Marofsky, seconded by Commissioner
Tierney to approve the minutes with the following changes
suggested by Commissioner Marofsky.
On Page 18, the 4th paragraph, change the current square
footage total from 373 square feet to 808 square feet.
On Page 20, change the word "Seward" to "sewered."
On Page 21, change the 2nd sentence from 1/3 acre to 1/3
mile.
On Page 22, 7th paragraph, last sentence, change the word
"residential" to "industrial."
VOTE. 4 Ayes. Commissioners Wire and Pierce abstained.
MOTION carried.
Vice Chairman Stulberg introduced the request of Rudolph
Marti/Domino's Pizza.
Coordinator Dillerud presented the January 31, 1989 Staff
Report. He explained the Conditional Use Permit renewal
process, where when changes to the previous conditions were
requested, the issue must be brought before the Planning
Commission and City Council. This is the case with this
request.
Coordinator Dillerud also read a letter from St. Joseph's
Parish (which is located east of Domino's Pizza) that was
received after the packets were delivered to the
MOTION TO APPROVE
VOTE - MOTION CARRIED
RUDOLPH MARTI/DONIMO'S
PIZZA CONDITIONAL USE
PERMIT FOR J & R PIZZA
INC. (87089)
Planning Commission Minutes
February 8, 1989
Page 31
Commissioners. The letter informed the staff that Domino's
Pizza drivers were using the church parking lot as an exit
onto the highway. The letter also said that trash in their
parking lot was blown in from the Cotton Club and that
Cotton Club patrons trespassed in their parking lot.
Coordinator Dillerud explained the traffic situation at this
intersection. In 1986 an easement was provided to the
church for access to County Road 9. The access was created
because of the median placed on County Road 9 and is an
easement for the church only.
He also said that he talked to Mr. Marti expressing the
concern of St. Joseph's Parish. Mr. Marti said he would
discuss the situation with his employees.
Coordinator Dillerud told the Commission that he went out
and parked in the church parking lot prior to the meeting
this evening. He observed that most cars wishing to exit
onto Highway 9 going east, north or southbound used the
church parking lot exit instead of the Vinewood Lane exit.
The only vehicles that didn't use it while he was watching
were the Domino's Pizza trucks.
Coordinator Dillerud suggested the Commission recommend
approval of the Conditional Use Permit request with a change
in Condition #6 adding "except that this permit be reviewed
in 6 months to determine compliance with a prohibition to
the use of access across St. Joseph's Parish property." If
compliance is met, the permit can be extended for another 6
months without any additional fee to be paid.
Vice Chairman Stulberg introduced Mr. Ralph Marti, the
petitioner. Mr. Marti said he was not aware of the
easement. He also said that he had already discussed the
situation with his drivers and that they would not use the
church parking lot.
Commissioner Marofsky said that there is a 40 percent excess
of parking spaces at the Cottonwood Plaza because the
ordinance was changed after the construction. When
constructed, the ordinance stipulated 10 parking stalls for
every 1,000 square feet. It was later changed to 6 parking
stalls.
Mr. Marti felt the parking for the Domino's drivers was
adequate. Mr. Marti said that the employees park their
personal vehicles out away from the businesses in the
Cottonwood Plaza.
Commissioner Pierce asked how many drivers are waiting to
deliver pizzas at a given time. Mr. Marti said it varies
depending on the volume of business.
Planning Commission Minutes
February 8, 1989
Page 32
Commissioner Tierney questioned the safety of the Vinewood
Lane exit from the Cottonwood Plaza. Mr. Marti explained
that it was much better for everyone to exit through the
church parking lot. He said the visibility for traveling
eastbound was much better than using Vinewood Lane.
Commissioner Stulberg asked Mr. Marti when he'd had to
increase the number of drivers needed beyond what was
allowed in the Conditional Use Permit. Mr. Marti replied
that it was about 8 months ago. Commissioner Stulberg also
asked Mr. Marti if the company had a speeding policy. Mr.
Marti said the policy was termination for speeding.
Vice Chairman Stulberg opened the Public Hearing. There was
no one to speak on the issue. Vice Chairman Stulberg closed
the Public Hearing.
Commissioner Marofsky suggested that the easement for St.
Joseph's Parish be looked at by the Planning Commission.
The consensus of the Commissioners was to direct staff to
review the matter of access from the shopping center
through the church property.
MOTION by Commissioner Wire, seconded by Commissioner
Tierney to approve the Conditional Use Permit subject to the
conditions listed and changing condition #6 to be a 6 month
review.
Roll Call Vote. 5 Ayes. Commissioner Marofsky abstained.
Vice Chairman Stulberg asked staff when the Conditional Use
Permit would go to the City Council. Coordinator Dillerud
replied that it would be on the February 21, 1989 agenda.
Vice Chairman Stulberg introduced the request of Holzer's
Imported Car Service for A Conditional Use Permit and Site
Plan for an Automobile Service Facility.
The reading of the January 31, 1989 Staff Report was waived.
Vice Chairman Stulberg introduced Zack Johnson of Scott
Builders Inc. representing the petitioner. Mr. Johnson
stated that he had no questions or comments on the Staff
Report.
Commissioner Marofsky questioned whether staff reviewed the
Conditional Use Permit to see if they were extending a legal
nonconforming use. Coordinator Dillerud replied that this
was looked at; that the noncomformance was related to
structure and site, not use; and, no extension of
nonconformance - in fact some reduction - was no proposed.
MOTION TO APPROVE
VOTE - MOTION CARRIED
HOLZER'S IMPORTED CARS
SERVICE CONDITIONAL USE
PERMIT AND SITE PLAN
(88143)
Planning Commission Minutes
February 8, 1989
Page 33
Commissioner Marofsky also asked whether the increase in the
value of the property would have to be compensated if a
future street improvement project would require purchase of
this site. Coordinator Dillerud said it would be if the
value actually was increased.
Commissioner Zylla asked about the previous rezoning of the
property. Coordinator Dillerud gave a brief summary of the
property zoning and use history.
Vice Chairman Stulberg asked Mr. Johnson whether it was
understood by Holzer's that there was to be no sales on the
property. Mr. Johnson agreed and stated that the business
would be strictly automobile repair.
Ms. Betsy Firth, Business Manager, stated that from time to
time vehicles are sold for customers on consignment.
Coordinator Dillerud replied that the Conditional Use Permit
is strictly for automobile repair and that no outside sales
of any kind would be allowed. He stated that the
Conditional Use Permit could be extended to cover sales but
this had not been requested.
Mr. Johnson stated that he is in agreement with the
stipulation of the Conditional Use Permit denying any
outside sales, and that no sales of any type are permitted.
Commissioner Marofsky asked Mr. Johnson about the location
of the handicapped parking spot on the premises. He said it
should be closer to the entrance rather than across the
parking lot.
Mr. Johnson said that if the handicapped parking stall was
closer to the building it would interfere with the service
doors. He stated that customers are serviced by appointment
only and that they drive into the garage before exiting
their vehicles.
Vice Chairman Stulberg opened the Public Hearing. There was
no one to speak on the issue. Vice Chairman Stulberg closed
the Public Hearing.
MOTION by Commissioner Marofsky, seconded by Commissioner MOTION TO APPROVE
Wire to approved the Conditional Use Permit subject to the
12 conditions listed in the Staff Report and changing
condition #10, first sentence, to read "There shall be no
outside or inside display or sales, and no outside storage
of vehicles."
Roll Call Vote. 6 Ayes. MOTION carried. VOTE - MOTION CARRIED
Vice Chairman Stulberg asked when this item would go to the
City Council for approval. Coordinator Dillerud replied
that it would be on the February 21, 1989 agenda.
Planning Commission Minutes
February 8, 1989
Page 34
Vice Chairman Stulberg introduced the request of OPUS
Corporation/Tennant Corporation for an Amended MPUD Concept
Plan and MPUD Preliminary Plat/Plan, Conditional Use Permit
and Rezoning.
Coordinator Dillerud presented the January 30, 1989 Staff
Report.
Commissioner Marofsky said his calculations show that the
industrial use is only 19 percent. His understanding is
that the ordinance for industrial zones specifies that no
more than 50 percent can be used for offices. He also
questioned whether staff had any response from the DNR.
Coordinator Dillerud stated that the DNR reported that a
future private road crossing may involve a DNR protected
wetland, but had no negative comments now. Hennepin County
has also approved the plan.
Commissioner Marofsky asked when the signal lights would be
installed. Coordinator Dillerud said that they will not be
until warrants are met which may be when the building opens.
Commissioner Zylla asked about the timing of the building
permits. Coordinator Dillerud replied that the petitioner
would like to begin by June 1, 1989.
Vice Chairman Stulberg introduced the petitioner's
representataive Robert Worthington from OPUS Corporation.
He explained the buyer/seller relationship between OPUS and
Tennant Corporation. The building will be sold to Schneider
U.S.A. when complete. He gave a brief overview of the
project.
Mr. Worthington then introduced Mr. Peter Jarvis from BRW
who gave a brief history of the previous Tennant Corporation
plan and he described how similar this new plan is to the
previous 1981 plan. He described Phase 1 and Phase 2 of the
development for Schneider U.S.A.
Vice Chairman Stulberg opened the Public Hearing.
He introduced Mr. Bill McGonigal of 6209 Magda Drive, Maple
Grove. Mr. McGonigal asked whether the plan included access
to Bass Lake Road by Nathan Lane for the Maple Grove
residents.
Mr. Jarvis replied that the plan did not, and he reviewed
the pros and cons of this idea.
Coordinator Dillerud said that there were no City plans for
extension of Nathan Lane through this site to Maple Grove.
Further, the City of Maple Grove has not indicated a need or
desire for such access.
Vice Chairman Stulberg closed the Public Hearing.
OPUS CORPORATION/TENNANT
CORPORATION AMENDED MPUD
CONCEPT PLAN AND MPUD
PRELIMINARY PLAT/PLAN,
CONDITIONAL USE PERMIT
AND REZONING (88146)
Planning Commission Minutes
February 8, 1989
Page 35
Commissioner Marofsky expressed concern for the hardwood
trees at the northwest corner of the site depicted as a
manufacturing building site. He suggested that the structure
be moved east or southeast to preserve the trees.
Commissioner Zylla stated that he is pleased to see a
Plymouth company expanding in Plymouth.
MOTION by Commissioner Wire, seconded by Commissioner Zylla
to approve the Amended MPUD Concept Plan with the 7
conditions of the January 30, 1989 Staff Report.
Roll Call Vote. 6 Ayes. MOTION carried.
MOTION by Commissioner Marofsky, seconded by Commissioner
Wire to approve the MPUD Preliminary Plat/Plan, Conditional
Use Permit and Rezoning with the 10 conditions of the
January 30, 1989 Staff Report.
Mr. Jarvis stated that he is satisfied with all of the
conditions but that he would like to explore some traffic
designs as alternatives to those proposed in City reports.
Roll Call Vote. 6 Ayes. MOTION carried.
Vice Chairman Stulberg asked if this item would be on the
February 21, 1989 City Council agenda. Coordinator Dillerud
answered in the affirmative.
Vice Chairman Stulberg requested that the Board of Zoning
Liaison appointment be put on the Agenda for the next
meeting.
He also asked about the blinking sign on the school site at
County Road 6 and Highway 101. It is a four line reader
board. Coordinator Dillerud said that staff would look into
it.
Commissioner Wire questioned the new Big Wheel Rossi sign
going up at the Cottonwood Plaza. Commissioner Marofsky
said it would replace the existing sign. Coordinator
Dillerud said he would look into the matter.
Vice Chairman Stulberg suggested that the Commission wait
until the February 22, 1989 Study Session to discuss the
Comprehensive Plan.
Commissioner Wire requested that staff make available the
computer based information of the Tischler Report before the
Commission makes any changes in the Land Use Guide Plan.
Director Tremere said they will try to get this information
to the Commission but the data base is not current and the
time needed to update it may take longer than the Council
target date for recommendations.
MOTION TO APPROVE
VOTE - MOTION CARRIED
MOTION TO APPROVE
VOTE - MOTION CARRIED
Planning Commission Minut s
February 8, 1989
Page 36
He explained the concern of the City Council that the
Planning Commission con inue with the task of the
Comprehensive Plan and ende vor to meet their deadlines.
Mayor Virgil Schneider s in the audience and the
Commission members requested that he discuss the February 6,
1989 City Council Meeting and the changes that were adopted
to the Zoning Ordinance. Mayor Schneider gave the
Commission an overview of the discussion.
Mayor Schneider also thanke4 the Planning Commission and
Subcommittee for their work on the matter of regulating
Places of Worship.
Mayor Schneider also explai ed to the Commission how
important their input on the and Use Guide Plan is. He
stated that this endeavor is necessary and that the
reguiding needs to be complete before sewer and water are
extended in the non-sewered are s, since some reguiding may
be in order.
Commissioner Marofsky suggestedthat City Manager James
Willis speak to them as a refr sher on the Comprehensive
Plan concerns and ideas he pr viously presented to the
Commission. Commissioner Stlbe g said those who need the
data or refresher could meet wit the Manager, but it was
not necessary to have a special Co mission meeting.
Staff said they would look into thus.
The meeting adjourned at 10:00 p.m.