HomeMy WebLinkAboutCity Council Packet 11-14-1994 SpecialY
CITY COUNCIL STUDY SESSION
MONDAY, NOVEMBER 14, 1994
6:30 P.M.
Public Safety Training Room
I. City Attorney Interview 6:30
H. Discussion of Ponds at Bass Creek 7:30
M. Northwest Plymouth Infrastructure Needs 8:00
DATE: November 10, 1994
TO: Mayor and City Council
FROM: Kathy Lueckert, Assistant City Manager
SUBJECT: City Attorney Interview
Attached is a copy of the City Attorney interview questions. These are identical to
those posed to the other firms and provide a springboard for other questions you may
want to ask.
Also, we will provide a hot meal (yes, a hot meal) at 6 PM in the Public Safety
Conference Room.
Questions for City Attorney Interviews
for General and Prosecution
Firm: Doherty, Rumble & Butler/Lefler Law Firm
A. Questions for General
1. Please tell us a little about your individual backgrounds and your firm's experience in
the various aspects of municipal law.
2. Why do you practice municipal law? How is municipal law different from other areas
of practice?
3. What type of relationship do you like to have with the City Council, both collectively
and with individual members? What type of relationship do you like to have with city
staff? What are barriers to these relationships?
4. What is the appropriate role for the City Attorney during a Council meeting?
5. How should we judge your performance? By what standards do you want to be
measured?
B. Questions for Prosecution
6. Please tell us about your background as a prosecutor.
7. If the prosecutor identifies new items or problems that need to be addressed by an
individual officer or a group of officers, how should this be communicated?
8. What process do you use for monitoring and disseminating information on legal
updates?
9. How do you deal with the legal and philosophical issues in the prosecution of crimes
such as domestic abuse, DUI cases, etc?
10. Do you see a need to have a contact person and backup available to police staff to
answer questions during the course of a day?
1..
Agenda Number:
TO: Dwight Johnson, City Manager
FROM: Eric Blank, Director of Parks and Recreation
SUBJECT: PONDS AT BASS CREEK - NEGOTIATIONS FOR ACQUISITION OF
ADDITIONAL PARK PROPERTY
DATE: November 10, 1994, for Council Study Session of November 14
1. ACTION REQUESTED: Staff is requesting that Council provide clarification and
direction on future discussions with regard to the Ponds at Bass Creek property.
2. BACKGROUND: On May 2, 1994, Council gave preliminary plat approval to Daniel
Development Company for the Ponds at Bass Creek development. During the course of
that evening's discussion, Daniel Hunt offered to sell property lying south of 55th Avenue
to the City for inclusion in the park. Please refer to the minutes of May 2, 1994. As part
of the platting process the developer was required to dedicate 23.28 acres of property for a
neighborhood park. The 23 acres exceeded the 10 % rule for park dedication, thus the City
was required to negotiate and purchase three acres of excess property. I negotiated this
deal as a pre - development raw land cost acquisition, and subsequently, the City paid
30,000 per acre for three acres of raw land.
On June 6, the City Council authorized me to begin negotiations for acquisition of
additional property. On July 14, the Park and Recreation Advisory Commission, based on
a recommendation from the Open Space Committee, recommended to the City Council that
the City pursue acquiring all or some of the additional property at Ponds of Bass Creek
based on whatever the City Council felt was economically feasible. With all of this as
background, I began meeting with Daniel Hunt on a regular basis to discuss and negotiate
the possible acquisition of additional property. We first explored the possibility of the City
buying property on a lot by lot basis. In the attached letter dated September 21, 1994, Mr.
Hunt outlined his proposal whereby the City could purchase property at the price of
65,000 per lot. There are 25 lots lying in the area south of 55th Avenue.
We next explored the possibility of the City buying property as raw land without any
improvements being made by Daniel Development. In the attached letter dated October
17, Daniel Hunt outlines his proposal for the City to acquire Outlots C and B at a net cost
of $1,500,000 or $77,679 per acre.
15
3. ALTERNATIVES: The following are alternatives I think the City has before it at this
time:
a. Determine that the cost for this excess property exceeds the benefit that would be
gained and discontinue negotiations for acquisition at this time.
b. I have discussed with Mr. Hunt the possibility of his corporation donating property as a
tax write off as part of this deal. He has agreed that they would look at a proposal
using a tax write off idea. He has also indicated that we would probably have ten
months to negotiate such a plan and that he has no immediate plans to final plat this
property. We have not pursued this course of action at this time because the magnitude
of the cash cost may still far exceed what the Council has in mind for acquisition at this
site.
c. Agree to the terms he has outlined in one of his two letters and direct staff to prepare
funding alternatives for meeting the asking price. The Open Space Committee may
also be preparing funding recommendations in the near future which could include
allocating dollars for this site. One option would be a public bond referendum for open
space acquisition dollars.
EB /np
Attachment
City Council Minutes
May 2, 1994
Page 20
Mr. Hunt stated he is serious about selling the southern portion of the lot. He
stated he will not come forward with a final plat for the portion of the site south
of 55th Avenue until the end of July in order to allow the City time to develop a
plan to purchase the land.
Councilmember Anderson asked how many acres of the site are located south
from 55th Avenue to the railroad.
Mr. Frank said about 35 acres:
Councilmember Lymangood appreciated Mr. Hunt's willingness to consider
further sale of the site. He said the Council will probably not find a solution
with which everyone is happy. He asked if the Council could approve
development of only a portion of the site.
Mr. Hunt clarified that his offer is that if the preliminary plat is approved for
the entire site, he would not come forward with a final plat proposal for the
southern portion until the end of July.
Councilmember Helliwell asked what Mr. Hunt would do if someone wanted to
purchase a lot in the southern portion in the meantime.
Mr. Hunt said that legally he could not sell a lot until the property is platted.
Mayor Tierney called a five minute break.
Mr. Hunt stated that he would work to minimize the sharpness of the curve in
the roadway.
In response to resident questions, Park Director Blank stated it is not unusual to
have a neighborhood park comprised of several neighborhoods. He stated the
City's Comprehensive Plan is based on walking neighborhoods, with this area
bounded by Zachary Lane on the west; Schmidt Lake Road to the south, Bass
Lake Road to the north, and Highway 169 to the east. Normally, a 5 to 7 acre
park'would be proposed for this area size. However, 14.8 acres of dry land is
proposed as parkland. This would exceed the normal standard by 3 to 4 times.
He stated that staff is speculating that about three acres of this property would
have to be purchased for open space, in addition to the park dedication. The
property would probably be in the range of about $30,000 per acre.
Councilmember Anderson noted that the area under discussion for preservation
is already being proposed for inclusion in a park.
09/21/1994 17:33 6128224174 DANIEL DEVEL RENT PACE 01,
Daniel Development
September 21, *.994
Mr. Eric Blank
City of Plymouth
3400 Plymouth Boulevard
Plymou, MN 55447
Dear Eric:
Thank you for ;dour patience my reply.
The fact that tt.e lots will not be f al platted un ' 1995 causes me some confusion because I do
not what I have: to sell. You will n ed to discuss s with Fred. 'Mat'3eing said, I will sell lots in
the third phase that fall entirely ir Outlot C to a City for $65,000'M lot (a 515,000 discount
from the option price of $80,000 pier lot) under the :ollowing terms:
1. $45,000 down per lot,
2. $20,000 Contract for Deed per lot, an
3. 10% interest paid month y.
The contract f br deed would be due and pay 1 : in full wheneve- I paid the balance of the
eederlyingContractforD or k obtained rel
in
on those specific lots from the underlying
tract for Died.
further south that fall parti ly or fully in 01 itlot B will requin; a new agreement with the
land owner sin ce 1 have only an option on his out ot. The price would be the same but the terms
will be different.
This ounter t3 your offer assum s that all of a public improvem:nts will be installed. 'There
will some Savings on the contract sine the house pads Will not be created on any lot
the City purchsses. 'These savings will be passed o tto the City.
I am still interested in an ofer for{ all of Outlot C a ad B if the Open 5 pace Committee is
interested. 1
j
Ftespectfully )ours.
McHunter Co., LLC
Dani 1 E. Hunt, Chief Manager
612j 8221042 Inneapofls. 4150 Colfax Avenue South • MN: 09 • • FAX (612) 822 -41y4
i
Daniel Development Company
October 17, 1994
Mr. Eric Blank
City of Plymouth
3400 Plymouth Boulevard
Plymouth, MN 55447
Dear Eric:
Re: Park Purchase
The two remaining outlots south of 55th Avenue North are Outlot C and Outlot B, 13.15 and
6.16 acres respectively. These two outlots have a preliminary plat for 25 single - family lots. As
we discussed, I have sold an option for these lots to a group of builders for $2,000,000 or
80,000 per lot (the option allows me to sell any portion to the City). If we sold the two outlots
to the City, we would save the cost of improving them and the additional engineering work that
needs to be completed prior to final plat approval. Those two figures are $375,00 and $40,000.
Based on these numbers, we are willing to sell Outlots C and B to the City of Plymouth for
1,500,000 or $77,679 per acre. Please note that there is underlying contract for deed ($975,000)
and an option to purchase ($256,000) that the City could assume in order to lower the initial cash
outlay to $269,000.
Please note that this offer is contingent on a timely execution of a purchase agreement by both
parties. If you have any questions, please feel free to contact me.
Respectfully yours,
McHunter Co., LLC
71t541'z/-
Daniel E. Hunt, Chief Manager
4150 Colfax Avenue South • Minneapolis, MN 55409 • (612) 822 -4042 • FAX (612) 822 -4174
IC.R. THE PONDS AT BASS CREEK DOC. NO.
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DATE: November 10, 1994
TO: Dwight D. Johnson, City Manager
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FROM: Fred G. Moore, Director of Public Works
SUBJECT: NORTHWEST PLYMOUTH INFRASTRUCTURE NEEDS
TRANSPORTATION /SCH IIDT LAKE ROAD
ACTION REQUESTED: Consider the need for and the alignment of Schmidt Lake
Road between Vicksburg Lane and Peony Lane
BACKGROUND: The City Council is having a study session on November 14 to
discuss the infrastructure need of northwest Plymouth. This item will be focused on
the need for and the alignment of the minor arterial street (Schmidt Lake Road) which
is part of the City's adopted "Transportation Plan." There are currently three
development proposals north of County Road 9 and south of the CP Railroad which are
impacted by this decision. In addition to these proposals the Wayzata School District
has purchased property and has a proposal to construct a high school north of the
railroad on Peony Lane. The City also has a plan to construct a playfield adjacent to
the high school.
The City's traffic consultant, Strgar - Roscoe - Fausch, Inc., has completed studies on the
need for and two alternate alignments for Schmidt Lake Road. The following studies
are attached:
November 16, 1993 - Schmidt Lake /Peony Lane Alignment Study
October 6, 1993 - Transportation analysis on need of Schmidt Lake
Road from Vicksburg Lane to Peony Lane
November 9, 1994 - An analysis of the two alignments listing
advantages and disadvantages.
SUBJECT: NORTHWEST PLYMOUTH INFRASTRUCTURE NEEDS
Page Two
The City's Transportation Plan demonstrates how Plymouth will provide for an
integrated transportation system that will adequately serve the needs of its residents and
businesses and support the Metropolitan Transportation System which lies within the
City. To do this the Transportation Plan is based on a functional system of roadways
designed to carry the projected traffic volumes throughout the City. Eliminating or not
constructing a segment places a burden on other segments within the system. Within
this area if the minor arterial function of Schmidt Lake Road is eliminated, it will place
an additional burden on Highway 55, County Road 9, County Road 47, and County
Road 10. There would also be more of an impact with higher traffic volumes on local
residential neighborhood streets if a functional roadway is not constructed for the major
traffic.
The traffic volume projected for Schmidt Lake Road in the October 6, 1993 attachment
was 10,000 vehicles per day. This was based upon Land Use Plan ultimate
development within the City of Plymouth and 2010 developments for surrounding
communities. This projection had the assumption that all of the existing area of
Plymouth outside the Municipal Urban Service Area boundary (MUSA) would remain
rural.
In order to obtain a more realistic traffic projection for the roadway, I have worked
with our traffic consultant to take into consideration changes which are being
considered (high school and reguiding of land south of railroad from industrial to
housing). Also, traffic generation is included for urbanization of the northwest portion
of Plymouth based upon land use data prepared by the Planning Department and using
a density of two dwelling units per acre. Based on these assumptions an estimated
3,900 additional housing units would occupy this portion of Plymouth. These housing
units have not previously been included in any transportation studies.
Based upon full urbanization of the northwest portion of Plymouth and other land use
proposals under consideration, the following is an estimated average daily traffic
projection for that portion of Schmidt Lake Road (minor arterial street) between Peony
Lane and Vicksburg Lane:
Existing projection 10,000
Wayzata Senior High School + 1,000
Changed industrial land use to
residential land use - 300
Urban development of northwest area 6.000 - 10.000
TOTAL 16,700 - 20P700
SUBJECT: NORTHWEST PLYMOUTH INFRASTRUCTURE NEEDS
Page Three
The estimated traffic for Schmidt Lake Road with ultimate urban development of the
northwest area of Plymouth is 17,000 to 21,000 vehicles per day. Without a roadway
serving this function, these trips would either be on the existing road system or on
other minor /residential streets constructed with development.
We have also reviewed the impact on this western portion of Schmidt Lake Road if the
planned interchange at I -494 is removed from the City's Transportation Plan. The
major portion of the traffic does not have its destination as I -494. If the interchange is
removed from the system, the transportation consultant estimates that the average daily
traffic on Schmidt Lake Road would be reduced by about 10%. This would project
into an estimated traffic of 15,000 - 19,000.
The traffic capacity of a roadway is greatly influenced by the number of intersections
and access locations. Making the assumption that the roadway would be constructed
with access control to street intersections and based upon urbanization of northwest
Plymouth, Schmidt Lake Road would need to be a four lane undivided street. This is
the width of existing Schmidt Lake Road between Pineview Lane and Highway 169.
Without urbanization of the northwest area of Plymouth a three lane roadway would
provide the capacity for the projected traffic.
DISCUSSION - Alignment. The attached November 9 memorandum from our
consultants gives the advantages and disadvantages of each alignment. The northerly
alignment (Alignment A) goes northerly of the railroad and the southerly alignment
Alignment B) remains south of the railroad. The northerly alignment has the
following important advantages:
It is the best long -term alignment for the City. At the Peony Lane end, the
northerly alignment provides better spacing of roads between County Road 47 and
Highway 55. The southerly route would crowd Highway 55, Old Rockford Road,
and Schmidt Lake Road into a space of about 2/3 of one mile in length and leave no
minor arterial road for the future in the more than 1.5 miles between tracks and
County Road 47. The southerly route would serve more citizens sooner, but we
are selecting a road alignment for possibly more than 100 years into the future.
The northerly route is also significantly better for the new High School and Play
Field site being developed north of the tracks. The northerly alignment would align
with the high school entrance.
SUBJECT: NORTHWEST PLYMOUTH INFRASTRUCTURE NEEDS
Page Four
The northerly route will not need to be developed quite as fast, leaving the City
more time to properly plan for a four lane roadway with berms, buffers,
landscaping, etc. Any extra traffic in the next 5 -10 years south of the tracks that
would belong to Schmidt Lake road can be temporarily handled by the improved
County Road 9 now being planned.
The northerly route also provides for a second overpass for the future northwest
Plymouth residents to use to access the rest of the City. The overpass will also
enhance public safety service to (or from) the northwest part of the City.
The northerly route eliminates any major impact on the Hollydale Golf Course.
Difficult, unusual land use problems, such as the area just south of the tracks and
just east of Peony Lane in the Lundgren development, are also avoided with the
northerly route.
The City will have an easier time financing the northerly route, since we won't
need it quite as soon as the southerly alignment. State aid highway funding is fully
committed over the next five years, but we believe there will be substantial ability
to complete the project in the 5 -10 year range.
BUDGET IMPACT. The northerly route costs about $3,400,000 compared with a
cost of about $1,700,000 for the southerly alignment. About half of the difference in
cost is attributable to the overpass at the railroad while the other half is related to
increased grading costs on the northerly route. However, as noted above, the City will
eventually need and benefit from a second overpass west of 494 anyway and the City
will be in a better position to pay for the project if it is not needed as soon.
Considering the many decades of future traffic use, the additional grading cost is not
significant on an annualized basis.
RECOMMENDATIONS AND CONCLUSIONS: It is my opinion that Plymouth
will have urban development of this northwest area of the city. It is also my opinion
that the northerly alignment (Alignment A) will provide for the best transportation
system considering the long range development of the area. It is my recommendation
that the traffic consultant finalize the alignment study with a preferred alignment of
Alternate A. This would then be presented to the City Council for formal approval in
order that the necessary environmental studies could be completed.
attachments
SRFSTRGAR- ROSCOE- FAUSCH, INC.
CONSULTING ENGINEERS & PLANNERS
TRANSPORTATION CIVIL STRUCTURAL ENVIRONMENTAL PARKING
SRF No. 0931865
MEMORANDUM
TO: Fred Moore, P.E.
City of Plymouth /
FROM: Jim Dvorak, P.E. (
PI
DATE: November 9, 1994
SUBJECT: SCHMIDT LAKE ROAD /PEONY LANE ALIGNMENT STUDY
CITY OF PLYMOUTH PROJECT NO. 316
On November 16, 1993, we prepared a memorandum which outlined two possible
alignment alternatives for the referenced roadways. In one alternative Schmidt Lake
Road intersected Peony Lane north of the railroad and the other south of the railroad.
Peony Lane was proposed to be constructed on its current alignment between T.H. 55
and Schmidt Lake Road.
As requested, we have examined the two alignments in greater detail and developed a
list of pros and cons. The following briefly summarizes our findings:
Alignment A (North of the C.P. Rail Mainline Tracks)
PROS
Does not impact the Hollydale Golf Course.
Serves the northwest part of the City better than the south alignment because
of its proximity to those who would be served by the roadway.
Creates an opportunity to have the main entrance to the proposed high
school be opposite Schmidt Lake Road which is desirable from a traffic
standpoint.
Allows for superior geometrics and operations at the existing Holly Lane at-
grade railway crossing.
Superior horizontal curvature (flatter curves).
May decrease the number of trips diverted from T.H. 55.
Suite 150, One Carlson Parkway North, Minneapolis, Minnesota 55447 -4443
612) 475 -0010 FAX (612) 475 -2429
Fred Moore, P.E. - 2 - November 9, 1994
CONS
Impacts wetlands, slopes and existing homes.
Costs more than Alignment B because of an additional bridge over the
railway, a longer segment of Peony Lane, and additional grading required to
traverse steep slopes.
Alignment B (South of the C.P. Rail Mainline Tracks)
Costs substantially less.
Serves the area south of the tracks better.
Superior vertical curvature (flatter profile).
CONS
Impacts the Hollydale Golf Course.
Creates a poor situation at the existing Holly Lane railway crossing in both
geometrics and traffic volumes.
Because of its location, it may not serve as large an area in the northwest
part of the City as desired.
Impacts wetlands and the railway.
We have also enclosed a graphic illustrating the areas we anticipate the two
alignments will serve. The north alignment likely would serve a larger portion of the
northwest area. These travel sheds were arrived at based on approximate travel
distance and traffic engineering judgment. More accurate travel demand sheds would
require significant additional time and detailed computer modeling.
The question of the need for this roadway continues to arise. The City's
Comprehensive Transportation Plan is based on a functional and hierarchical system of
roadways designed to carry the projected volumes of traffic throughout the City.
Eliminating or not constructing a segment places a burden on other segments,
particularly if those other segments are at or near capacity. In this case, T.H. 55,
County Road 9 and County Road 10 will not comfortably handle the projected volumes
at ultimate development. This will mean higher volumes of traffic on neighborhood
streets not designed to safely carry those volumes.
Fred Moore, P.E. - 3 - November 9, 1994
Are the forecast volumes high? We reviewed the projected household and population
projections which were the basis of the Transportation Plan and find that while the
population projections may be high, the number of households appear very appropriate
and compare well with Met Council projections. The traffic forecasts are generally
computed using a rate of 10 trips per household. Historical data has shown this
number to be very accurate, in fact increasing even as the number of people per
household is decreasing. Based on this further review, we would not recommend
eliminating this segment of Schmidt Lake Road from the plan.
If you require any other information, please do not hesitate to contact us.
JRD:bjh
Enclosure
SCHMIDT LAKE RD. /PEONY LANE SRF NO. 0931865.1
TI19N
C. P. 316
NOV. 9, 1994
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SRFSTRGAR- ROSCOE- FAUSCH, INC.
CONSULTING ENGINEERS & PLANNERS
TRANSPORTATION CIVIL STRUCTURAL ENVIRONMENTAL LAND SURVEYORS
SRF No. 0931865
MEMORANDUM
TO: Fred Moore, P.E.
City of Plymouth o,` "?<; ;E
IVOP
FROM: Jim Dvorak, P.E. cc C; , o
1998AndyRoe, P.E. ( ,
DATE: November 16, 1993
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SUBJECT: SCHMIDT LAKE ROAD /PEONY LANE ALIGNMENT STUDY -
CITY PROJECT NO. 316
As directed, we have developed two alignment alternatives and cost estimates for the
referenced project. This memorandum will provide general background information and
design criteria used to develop these alternatives and summarize features of the
alternatives.
Background
The City of Plymouth has identified the need for a westerly extension of Schmidt Lake
Road from Vicksburg Lane to Peony Lane. This roadway has been comprehended as
an east -west minor arterial in the City's current Transportation Plan. To adequately
serve the City's overall transportation needs, this portion of Schmidt Lake Road must
intersect Vicksburg Lane at the existing Schmidt Lake Road intersection. If the new
portion is offset north or south of the existing portion, the roadway will not function as a
continuous minor arterial.
Peony Lane presently exists as a gravel road in this area and is proposed to be
widened to a four -lane section along the existing alignment. The portion included in
this project would extend from T.H. 55 to the new Schmidt Lake Road intersection.
Design Criteria
As a minor arterial projected to carry 10,000 vehicles per day at full development of the
City, this segment of Schmidt Lake Road is proposed to be a four -lane undivided
roadway. Peony Lane is also classified as a minor arterial and is projected to carry
18,000 vehicles per day. It is also proposed to be a four lane undivided roadway. At
major intersections (i.e., Peony Lane, T.H. 55, Schmidt Lake Road and Vicksburg Lane)
the roadways would be widened to accommodate exclusive left turn lanes protected
with raised medians.
Suite 150, One Carlson Parkway North, Minneapolis, Minnesota 55447
612/475 -0010 FAX 612/475 -2429
Fred Moore, P.E. - 2 - November 16, 1993
Based on the anticipated function of this roadway and accepted engineering design
principals as well as Minnesota Department of Transportation standards, the following
design criteria are recommended:
Design Speed 45 mph
Ultimate Design Section (four lanes) 52 ft. wide
Maximum Vertical Grade 4 percent
Minimum Vertical Grade 0.5 percent
Maximum Horizontal Curvature 8 degrees
Maximum Superelevation (cross - slope) 4 percent
These criteria provide not only a safe facility for the motoring public but also for
pedestrians and bicyclists crossing the roadway and using adjacent walkways as well.
In addition, as a minor arterial carrying a high volume of traffic it will be very important
to minimize or eliminate direct residential access to the facilities.
The projected volumes on Schmidt Lake Road are low enough that a two lane facility
could function adequately for a number of years.
Alignment Alternatives
The Schmidt Lake Road alignment alternatives investigated generally fall into two
categories: (A) alignments crossing the CP Rail mainline tracks and (B) alignments
located south of the CP Rail tracks. Several alternatives were investigated for each
category of alignments.
Alignments for Schmidt Lake Road that cross the railroad and intersect Peony Lane
north of the tracks would encounter more rugged terrain and have greater potential
impacts to homes than the southerly alternatives. A grade separated crossing of the
railroad will also be required, especially if an alignment with a "skewed" crossing is
chosen.
Several alignments that cross the railway were examined, and after discussion with City
staff, the alternative labeled "A" on the attached drawing was developed. Other
alignments considered north of the tracks include a "straight through" alignment which
was eliminated because of problems associated with a connection to Holly Lane and an
alignment which crossed the tracks further north which was eliminated because of
impacts to area homes and steep slopes.
Fred Moore, P.E. - 3 - November 16, 1993
Alignments south of the railway would intersect Peony Lane south of the railroad tracks
and would impact the Hollydale Golf course. To minimize the impacts to the golf
course, an alignment was developed which would encroach on the CP Rail System
right -of -way. The CP Rail system was contacted (refer to letter to Mr. Chuck Anderson
dated August 9, 1993) regarding the possibility of sharing or acquiring a portion of the
existing railroad right -of -way, but they determined this would not be acceptable. They
indicated they require a full width right -of -way (100 feet) for their operating purposes.
The CP Rail System would consider the alignment labeled Alternative "B" on the
enclosed drawing if their mainline track was relocated onto a new full width right -of -way
to the north. They did not agree to this proposal outright because the track relocation
would require two additional curves on the mainline track, which could add
maintenance costs to that portion of the track. They also were concerned with the
proximity of the Schmidt Lake Road /Holly Lane intersection to the tracks. Because of
the short distance to the railroad and the skewed angle of the crossing, drivers traveling
on Schmidt Lake Road turning north onto Holly Lane may not have adequate time to
react to a train crossing Holly Lane.
Other southerly alignments were considered and are feasible except that they have
greater impact to the golf course. If the golf course property was to be redeveloped,
alignments south of the tracks would become viable.
The alignment of Peony Lane is proposed to follow the existing platted right -of -way. A
grade separation may ultimately be needed over the railroad for Peony Lane, but this
was not included in the scope of this project. To provide for the necessary grade
transition for a future bridge, the proposed Schmidt Lake Road /Peony Lane intersection
was located as far away from the railroad crossing as practicable.
Estimated Costs
Based on the above design criteria, cost estimates were developed for Alternatives "A"
North) and "B" (South). These estimates are for relative comparison only and do not
include items such as watermain, sanitary sewer, and traffic signalization. Costs for
items such as pavement and storm sewer are based on similar projects in the area and
not on actual design calculations. The estimated cost for Alternative "A" is
approximately $4.3 million. The estimated cost for Alternative "B" is approximately
2.3 million. Alternative "A" includes rebuilding a larger portion of Peony Lane than
Alternative "B" since the intersection would be approximately 1,300 feet further north.
These cost figures do not include right -of -way costs, which will be higher for
Alternative "B" because of the additional right -of -way required for the relocation of the
railroad. A copy of the construction estimate for each alternative is included with this
memorandum.
Fred Moore, P.E. - 4 - November 16, 1993
Summary
Alternatives "A" and "B" both appear feasible at this time, although Alternative "B" will
require approval from the CP Rail System. Alternative "A" provides a more desirable
configuration from a safety standpoint due to the grade separation over the railroad, but
is significantly higher in cost.
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11/15/93
PRELIMINARY CONSTRUCTION COST ESTIMATE
SCHMIDT LAKE ROAD / PEONY LANE
CITY OF PLYMOUTH
STRGAR- ROSCOE- FAUSCH, INC.
I
PROJECT: SCHMIDT LAKE ROAD SRF NO. 0931865
CITY OF PLYMOUTH PROJECT NO. 316
FILE: <1865PEST> LATEST REVISION: 11 -10 -93 ALTERNATE A PROJECT
SCHMIDT LAKE ROAD PEONY LANE TOTAL
ITEM DESCRIPTION UNIT UNIT ESTIMATED TOTAL ESTIMATED TOTAL
PRICE QUANTITY AMOUNT QUANTITY AMOUNT
COMMON EXCAVATION CU YD 2.50 780001 195,000.00 390001 97,500.00 292,500.00
MUCK EXCAVATION CU YD 4.00 19001 7,600.00 0 0.00 7,600.00
COMMON BORROW CU YD 4.00 225000 900,000.00 0 0.00 1 $900,000.00
SELECT GRANULAR BORROW CU YD 7.00 14300 100,100.00 93001 65,100.00 165,200.00
0.00 1 0.001 0.00
BITUMINOUS PAVEMENT SQ YD 9.00 38900 350,100.00 254001 228,600.00 578,700.00
AGGREGATE BASE CLASS 5 (100% CRUSHED) CU YD 13.00 9500 123,500.00 6200 80,600.00 204,100.00
BITUMINOUS TRAIL SO FT 1.00 541001 54,100.00 33300 33,300.00 87,400.00
CONCRETE CURB & GUTTER DESIGN B618 LIN FT 6.00 145001 87,000.00 8400 50,400.00 i 137,400.00
i i $0.00 0.00 0.00
RELOCATE RAILROAD LIN FT 60.00 0 0.00 0 0.00 1 $0.00
I $0.00 0.00 0.00
BRIDGE LUMP SUM 640,000.00 1 640,000.00 0 0.00 640,000.00
0.00 0.00 0.00
DRAINAGE LIN FT 21.00 6880 144,480.00 4150 87,150.00 231,630.00
0.00 0.00 0.00
SIGNING & STRIPING LIN FT 4.00 6880 27,520.00 4150 16,600.00 44,120.00
0.00 0.00 0.00
TURF ESTABLISHMENT LIN FT 8.00 6880 55,040.00 4150 33,200.00 88,240.00
TOTAL CONSTRUCTION COST 2,684,440.00 692,450.00 3,376,890.00
26.8 % CONTINGENCY ALLOWANCE 719,400.00 185,600.00 905,000.00
DESIGN, INSP, ADMIN, CAPITALIZED INTEREST)
TOTAL PROJECT COST 3,403,840.00 878,050.00 4,281,890.00
NOTE: WATERMAIN AND SANITARY SEWER NOT INCLUDED IN THIS ESTIMATE.
11115/93
PRELIMINARY CONSTRUCTION COST ESTIMATE
SCHMIDT LAKE ROAD / PEONY LANE
CITY OF PLYMOUTH
STRGAR- ROSCOE- F AUSCH, INC.
PROJECT: SCHMIDT LAKE ROAD SRF NO. 0931865
CITY OF PLYMOUTH PROJECT NO. 316
FILE: <1865PEST> LATEST REVISION: 11 -10 -93 ALTERNATE B PROJECT
SCHMIDT LAKE ROAD PEONY LANE TOTAL
ITEM DESCRIPTION UNIT UNIT ESTIMATED TOTAL ESTIMATED TOTAL
PRICE QUANTITY AMOUNT QUANTITY AMOUNT
COMMON EXCAVATION CU YD 2.50 61000 152,500.00 24000 60,000.00 212,500.00
MUCK EXCAVATION CU YD 4.00 1900 7,600.00 0 0.00 7,600.00
COMMON BORROW CU YD 4.00 0.00 0 0.00 0.00
SELECT GRANULAR BORROW CU YD 7.00 184001 128,800.00 6500 45,500.00 174,300.00
0.00 0.00 0.00
BITUMINOUS PAVEMENT SO YD 9.00 410001 369,000.00 18000 162,000.00 1 531,000.00
AGGREGATE BASE CLASS 5 (100% CRUSHED) CU YD 13.00 100001 130,000.00 4400 57,200.00 1 187,200.00
BITUMINOUS TRAIL SO FT 1.00 57100 57,100.00 22400 22,400.00 1 79,500.00
CONCRETE CURB & GUTTER DESIGN 8618 LIN FT 6.00 15300 91,800.00 56001 33,600.00 125,400.00
0.00 1 0.001 0.00
RELOCATE RAILROAD LIN FT 60.00 3000 180,000.00 0 0.00 1 180,000.00
0.00 1 0.00 0.00
BRIDGE LUMP SUM 640,000.00 0 0.00 0 0.00 0.00
0.00 0.00 0.00
DRAINAGE LIN FT 21.00 7130 149,730.00 2800 58,800.00 208,530.00
0.00 0.00 0.00
SIGNING & STRIPING LIN FT 4.00 71301 28520 2800 11200 39,720.00
1 $0.00 0.00 0.00
TURF ESTABLISHMENT LIN FT 8.00 71301 57,040.00 2800 22,400.00 79,440.00
TOTAL CONSTRUCTION COST 1,352,090.00 473,100.00 1,825,190.00
26.8 % CONTINGENCY ALLOWANCE 362,400.00 126,800.00 1 $489,200.00
DESIGN, INSP. ADMIN, CAPITALIZED INTEREST)
TOTAL PROJECT COST 1,714,490.00 599,900.00 2,314,390.00
NOTE: WATERMAIN AND SANITARY SEWER NOT INCLUDED IN THIS ESTIMATE.
TO:
FROM:
DATE:
SUBJECT
MEMORANDUM
Jim Dvorak
Francis Loetterle
October 6, 1993
SRF No. 0931865.1
IV
EXTENSION OF SCHMIDT LAKE ROAD FROM VICKSBURG LANE TO
PEONY LANE
INTRODUCTION
In the past few years, residential development in the City of Plymouth has increased
dramatically, due primarily to the city's relative location within the Minneapolis -St Paul
metropolitan area. The City's population grew from 31,615 in 1980 to 50,889 in 1990, a
61 percent increase. The number of housing units almost doubled during this period,
increasing from 10,491 to 18,361. Since a large amount of land is still available for
development within the City of Plymouth, continued growth is expected.
In anticipation of this continued high growth, the City of Plymouth has sought to improve
the entire array of city services provided to its residents. One of these efforts has been
the improvement of the City's transportation system. The existing transportation
system is adequate for the land use pattern and travel behavior patterns that exist
today; however, the system must be expanded to respond to the rapid growth that is
occurring within and around the City. To meet this need, the City of Plymouth
completed an update of its Transportation Plan in April of 1992.
Objectives of the Transportation Plan
In general, the Transportation Plan demonstrates how the City of Plymouth will provide
for an integrated transportation system that will adequately serve the needs of its
residents and support that portion of the metropolitan highway system that lies within its
boundaries. To accomplish this objective, the Transportation Plan considered the
following questions:
Jim Dvorak 2 - October 6, 1993
1. What will the density and distribution of land use be at full development and at
various times in the future, and how is this related to the proposed local
transportation system and the anticipated metropolitan transportation system?
2. What should be the pattern and functional hierarchy of streets, and the location
and design of access points to the metropolitan highway system?
3. What should the construction improvement program be to insure that the highest
priority projects are constructed first, to maintain a consistent and coherent
roadway system during the evolution process, and to provide adequate funding
for all proposed projects?
4. What transit services and travel demand management strategies are appropriate
for implementation in Plymouth in order to increase the number and proportion of
people who use transit or share rides in order to reduce the peak level of
demand on the entire transportation system?
In developing the Transportation Plan, the City considered the guidelines established
by the Metropolitan Council as published in the Transportation Development
Guide /Policy Plan. The system of roadways recommended in the Transportation Plan
was developed on the expected vehicular travel demand that will occur at full
development of the City's developable land. This full development level, as defined by
the Land Use Guide Plan, assumes that portions of the City will never be developed
because of topographic or other physical constraints.
In addition, the roadway system was defined in consideration of the roadway system
and land use development that is already in place, both within Plymouth and throughout
the rest of the metropolitan area. The City of Plymouth Transportation Plan and
Functional Classification of roadways is consistent with the Metropolitan Council's
Metropolitan Highway System.
NEED FOR THE PROJECT
The City of Plymouth is proposing, as part of its Transportation Plan, the extension of
Schmidt Lake Road from its present western terminus at Vicksburg Lane to
Peony Lane. It would function as a minor arterial, providing a continuous east -west
connection between 1-494 and T.H. 55.
Jim Dvorak 3 - October 6, 1993
The need for this project is based upon the following factors:
1. Traffic congestion reduction
2. Need for adequate roadway classification and spacing
3. Need for continuous east -west arterials
4. Need to provide land access while maintaining mobility
5. Consistency with local and regional plans
6. Maintenance of public safety (i.e., emergency vehicle access)
7. Air quality maintenance
Traffic Congestion Reduction
Traffic congestion occurs whenever more people drive on a roadway than the roadway
is capable of handling. The main result of congestion is that it causes trips to take
longer than they otherwise would. However, there are several adverse secondary
effects that result from congestion:
Increased fuel consumption
Increased air pollution resulting from congestion, idling, or low speed traffic
conditions
Increased potential for accidents
Diminished quality of life
Currently there is congestion on T.H. 55 in the vicinity of Interstate 494. The
construction of Schmidt Lake Road between Peony Lane and Vicksburg Lane will divert
trips from this area because it will create an additional direct route from northwest
Plymouth to northeast Plymouth. While the number of diverted trips may not be large,
the positive impact on the T.H. 55/1 -494 interchange will be greater than the number of
diverted trips would suggest. This is because it only takes a small percentage
reduction in the amount of traffic in a congested area to restore an acceptable level of
service. This makes it worthwhile to consider the impact of any roadway improvement
in the City on this critical area.
The public need will be served if improvements to the transportation system in the City
of Plymouth lead to a reduction of the primary and secondary effects of traffic
congestion.
Jim Dvorak - 4 - October 6, 1993
Need for Adequate Roadway Classification and Spacing
Transportation plans adopted by cities and counties must be consistent with the policies
and plans outlined by the Metropolitan Council in the Transportation Development
Guide /Policy Plan. One of these policies is that roadways need to be spaced according
to the guidelines contained in Appendix F of that report.
The rationale behind the Metropolitan Council guidelines is the concept of functional
classification of roadways. This involves determining what role each roadway will
perform, taking into account non - transportation factors such as land use and
development, in the planning and design of streets and highways. The Metropolitan
Council has defined four classes of roadways as follows:
Principal Arterials -- include all interstate freeways and those other roadways which
provide for the longest trips. The emphasis is on mobility rather than land access.
Minor Arterials- -serve medium to short trips and provide access to the principal
arterial system from residential areas. They also interconnect concentrations of
commercial or industrial land uses and connect cities and towns of the region to
each other and to similar places outside the region. The emphasis is still on
mobility rather than land access. In developing areas, spacing ranges from one to
two miles.
Collector Streets -- provide connection between neighborhoods and from
neighborhoods to minor business concentrations. Mobility and land access are
equally important. Collectors serve short trips and are spaced 1/2 to 1 mile in
developing areas.
Local Streets - -are those that remain, serving the shortest trips and providing
access to adjacent property. They are spaced as necessary.
The City of Plymouth Transportation Plan, adopted in April 1992, assigns roadways into
categories by function. Schmidt Lake Road is part of the system of minor arterials
which was designed in part on the following principals:
Arterial streets determine, to a great extent, what land use patterns will look like. As
such, minor arterials should be laid out to promote the most efficient use of parcels
of land.
Arterials should support the integrity and stability of neighborhoods, both existing
and proposed.
Jim Dvorak - 5 - October 6, 1993
The spacing of arterials should reflect the density of trip ends in the area. In urban
settings, minor arterials should be spaced from one -half mile to one mile depending
on the density of development.
Whenever possible, with respect given to prevailing environmental concerns,
arterials should be laid out in a grid pattern to create parcels of land that are easily
platted and to create intersections that are at right angles to each other.
Arterials should provide continuity because the primary function of an arterial is to
provide for the through movement of traffic.
Each link in the arterial system performs its function within the context of the entire
transportation system.
Schmidt Lake Road, between Vicksburg Lane and Peony Lane has been included in
the City of Plymouth Transportation Plan as a portion of a minor arterial that extends
from an interchange at T.H. 169 to a proposed interchange at T.H. 55 with an
intermediate interchange at 1-494. This is part of a complete system of minor arterials
that will provide continuous east -west and north -south movement at spacing intervals of
about one -mile. These facilities are designed to provide through movement at
reasonable speeds, connect residential areas to commercial and industrial areas and
provide access to the regional highway system.
Need for Continuity on East -West Arterials
Since the primary function of an arterial is to provide for the through movement of
traffic, arterials should be continuous over long distances. As much as possible, they
should be laid in a grid pattern such that the intersection with other arterials is at right
angles. Roads that "jog" or backtrack create traffic operations problems and reduce
system efficiency. Continuity on arterial streets promotes reduced vehicle -miles and
vehicle -hours of traffic, through - traffic at intersections, as opposed to turning
movements.
Jim Dvorak - 6 - October 6, 1993
Need for Access and Mobility
For the time being, the principal form of individual transportation in the metropolitan
area is the private automobile. This is especially true in the Plymouth area where
continuous public transit is not provided for area residents. Since this situation is not
expected to significantly change any time soon, residents need to be provided with
access to the system. This access is normally provided by either a local or a collector
street.
On the other hand, if all roadways provide equivalent access to neighboring properties,
it would become difficult to move around at a reasonable speed. This is why some
roadways, Principal and Minor Arterials, are designed for movement rather than
access. The objective of a well designed roadway system is to provide both access
and mobility to the area that it serves.
There is a public need for improved mobility in the area of the proposed extension.
Consistency with Local and Regional Plans
Schmidt Lake Road has been classified as a minor arterial roadway in the City of
Plymouth's Transportation Plan (1992). This plan has been reviewed and accepted by
the Metropolitan Council.
The transportation system developed in the Transportation Plan requires the
implementation of the entire program in order to achieve the goals set forth in the plan.
Traffic forecasts are developed around a particular highway network. A list of
recommended projects is then developed based upon the traffic forecasts. If the
highway network changes, the traffic forecasts will change, resulting in a completely
different set of needs. If one of the proposed projects, such as Schmidt Lake Road, is
not carried out, the transportation system will be inadequate.
There is a public need in the City of Plymouth for a complete and integrated
transportation system. The City has outlined such a system in its Transportation Plan.
Jim Dvorak - 7 - October 6, 1993
Air Quality Maintenance
The U.S. Environmental Protection Agency, under the authority of the Federal Clean Air
Act of 1977 and the Clean Air Act Amendments of 1990, has designated much of the
Twin Cities Metropolitan area as a non - attainment area for carbon monoxide. The City
of Plymouth is in the non - attainment area. The Clean Air Act directs that action be
taken to improve air quality, particularly in urban areas. This means that actions must
be taken to limit the amount of carbon monoxide emitted into the air.
Public Safety
Public safety, in this context, takes two forms: (1) the provision of a roadway system
that permits timely emergency service, and (2) provision of a roadway system
configuration that promotes safety.
The City of Plymouth provides emergency services to its residents in the form of police
and fire protection, and ambulance service. Each of these services depends upon
motorized transport to effectively serve the public. The roadway system is used to
interconnect the various areas of the City and therefore is an important component of
the overall public safety system. In addition, the proper design of individual roadways
and of the overall system is essential to limit, to the greatest extent possible, the
potential for automobile accidents.
IMPACTS OF NO -BUILD
If Schmidt Lake Road is not constructed between Vicksburg Lane and Peony Lane, the
following impacts will occur:
Increased Traffic Con, estion
Much of the through traffic that would have occurred on Schmidt Lake Road will be
diverted to T.H. 55, Old Rockford Road and Vicksburg Lane to the south. The
additional traffic will make these roadways more vulnerable to recurrent traffic
congestion.
Inadequate Roadway Spacing
There will be no east -west minor arterial between T.H. 55 and County Road 47, a
spacing of over two miles. This will encourage through traffic on minor collectors
and other residential streets that will be built in the area. These residential areas
will ultimately bring complaints of through traffic to the City Council just as other
neighborhoods in the City have in the recent past, specifically:
Jim Dvorak 8 - October 6, 1993
19th Avenue; from Dunkirk to County Road 101
Pilgrim Lane; from 26th Street to 32nd Street
Peony /Urbandale; from C.S.A.H. 6 to County Road 24
34th Avenue; from Xenium to Rosewood
44th /45th Avenue; west of Fernbrook
Lack of Continuous East -West Arterial
Overall, the integrity of the minor arterial system will be disrupted.
Inadequate Mobility
Residents of this area will take longer to get in and out of their neighborhoods.
Inconsistency with Adopted Plans
The City of Plymouth will have to review the decision not to build this road in the
context of its effect on the overall transportation plan.
Deterioration of Public Safety
Inadequate mobility decreases response time for police, fire and ambulance
protection. Fire - fighters can cite studies that show that as little as a five- minute
delay can change a minor incident into a major loss.
Roadways that are properly designed for the traffic they carry also contribute to a
minimization of traffic accidents.
Air Quality Degradation
A transportation system that maintains adequate mobility, reduces vehicle miles and
limits congestion contributes to the maintenance of air quality by reducing the level
of automobile emissions.
The question of offsetting intersections was also raised and in general is inconsistent
with the design of a minor arterial. Building this segment of Schmidt Lake Road such
that the west leg of the intersection with Vicksburg Lane is north of the east leg, either
by 100 feet or far enough to be north of the railroad, will not provide the continuity
necessary for Schmidt Lake Road to function as a minor arterial. It will also increase
traffic on other parts of the arterial system as well as on local residential streets.
STRGAR-ROSCOE-FAUSCH9 INC. COMM. NO. I g4 5.1
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Impact Study
for
Hollydale Golf Course
Schmidt Lake - Peony Lane Alignment
Plymouth, Minnesota
Submitted to.
Eric Blank, Director of Parks and Recreation
City of Pbmwuth
3400 Plymouth Avenue
Plymouth, MN 55447 ,?*S'
Submitted by:
Williams r Gill Golf course Architocts V
421 North Main Street
Associates River Falls, WI 54022
lEntt ductlon & Backgt' unch
Williams, Gill & Associates, Gold' Course Architects, River Falls' Wisconsin, have
been retained by the City of Plymouth to study and recommend possible solutions
to the impact created by the proposed alignment of Schmidt Lake Road on the
Hollydale Golf Course.
A site inspection was performed on Tuesday, November 1, 1994. The golf course
was toured and photographs and video taken of the impact area and the
surrounding holes. A meeting was held with Bill Deziel, Owner, Hollydale Golf
Course, Fred Moore, Director of Public Works, and Eric Blank, Director of Parks
to obtain historical data and to obtain the owner's perspective on the proposed
impact.
Hollyd ale golf course was designed and built by the Deziel family with the
assistance of a local golf professional in period between 1965 and 1968. The course
is a pa:- 71 (36 / 35) and measures 5,915 (3,000 / 2,915) yards from the back tees.
The course features several small ponds, maturing trees, large tees, few bunkers,
and average size flat to crowned circular greens. Maintenance on the course is
average. Minor drainage problems exist in several areas of the course. Certain
portion of the lowcring lying areas of the course appear to be flood prone
preventing the use of powered golf carts in thoso areas during periods of
inundation.
Iti *d llIs B SWU111IM Z96Z sZb STZ Y 6S:ST *6ieT /TT
Impact 5; udy — Hollydale Golf Course
0 ]WMt Of impact..
The proposed Schmidt Lake Road alignment directly impacts the No. 10 green and
No. 11 tee area of the course. The proposed southerly limit of the Schmidt Lake
Road R.O.W. takes the north one third of No. 10 green and the majority of No. 11
tee.
With just repositioning the green and tee to be outside of the ROW limits the
resultulg course would be approximately 85 yards shorter in length with no
change in par. Hole No. 10 would play as a 300 yard par 4, shorten from 340
yards; and hole No. 11 would play as a 400 yard par 4, shorten from 425 yards.
MILVda Of Soluflow
The following summary statements are presented as the basis of an acceptable
solution for the impacted area:
golf course character and safety must not change
par of the course must not be reduced
length of the course must not be reduced
drainage or flooding characteristics must not be made worst
Any solution should focus on the back nine holes for several reasons:
40 The back nine is already shorter in length than the front nine. To
further reduce the length of the back nine or to lengthen only the front
nine would create a greater disparity in length between the nines.
Generally, the nines should be balanced in length.
is Because of its length, the back nine is less challenging than the front
nine. To further shorten the back nine, makes the back nine easier and
a less desirable nine to play given the already short nature of the course.
The par and rotation of par the back nine, although not unique, is not
ideal. The par 35 layout with three par 3 holes and only one par 5 hole
promotes slower play and to some extent less variety in shot value. The
par 36 front nine is more typical in this regard with two par 3 holes and
two par 5 holes.
1
Williams Glli & Associates Goff Course Architects 8a e 2P
Z(1 'd 11I9 1 SwdilliR Z96Z 9Z4 Sit Y eet91 46 /el/ii
Si udy — Hollydale Golf Course
0 bW-ons:
Two solutions are presented for consideration. Other solutions or variations of the
two presented solutions may be possible. The solutions label 'A' and V are
presenl ed in the appendix of this report.
Plan A: Solution Synopsis
shortens no. 10 from 340 yard par 4 to 300 yard par 4
lengthens no. 11 from 425 yard par 4 to 515 yard par 5
shortens no. 12 from 220 yard par 3 to 200 yard par 3
increases the length of the back nine by 30 yards from 2,915 yards to 2,945
yards and increases the par by one stroke from par 35 to par 36
requires construction of two now greens, holes no. 10 and no. 11 and two
new tee complexes, holes no. 11 and hole no. 12
requires the acquisition of two proposed lots from the Weston
Corporation for the placement of the proposed tee complex for hole no.
12.
PLm B: Solution Synopsis
lengthens no. 10 from 340 yard par 4 to 360 yard par 4
shortens no. 11 from 425 yard par 4 to 400 yard par 4
lengthens no. 18 from 150 yard par 3 to 340 yard par 4
increases the length of the back nine by 185 yards from 2,915 yards to
3,100 yards and increases the par by one stroke from par 35 to par 36
requires construction of two complete now holes, no. 10 and no. 18 and
one now tee complex on hole no. 11
allows for the development of an expanded 24 station practice range near
clubhouse and the development of a contiguous 170 car parking lot
adjacent to the clubhouse, practice range, and starting and finishing
holes
requires the realignment of Holly Lane to the west and the development
of the now golf holes on property owned by the Deziel family
requires the acquisition of residence and lot located west of Holly Lane
and south of the Minneapolis, St. Paul and Sault Ste. Maxie railroad
tracks
OL Williams Gill & Associates Golf Course Architects page 3
TO *d ilI9 B SWU111IA Z96Z Mr 51L Y 00:91 06 /0i /ii
Impact 57 udy — Hollydale Goff Courso
0 Cost Esturnates:
Following are cost summaries for the two alternatives. Costs are for projected for
the 1995 construction year and are based on projects of similar scope completed in
the past year. Costs include construction, construction contingency, design fees
and a Maturation contingency. These estimates do not include land acquisition or
road realignment costs.
A.Rernate "A" $125,770
Jternate "B" $248,000
A detailed development cost summary for the two alternatives are presented in
the Appendix.
0 Conch,90=
Implementation of the improvements will depend upon which alternative is
selected. Alternative "A" would be best implemented in fall after Labor Day. The
work could be completed in a 3 to 4 week period. play would commence on the
new improvements by early July of the following year. A temporary green and tee
would be required in the interim.
Alternative "B" should be started in mid summer with a late summer or early fail
seeding?. Again play would commence by early July of the following year. A
temporary green and tee would be required also in the interim.
The alternatives meet the requirements as established for this project. Both
solutions increase the length and par of back nine, provido for safe play, and are
in character with the remainder of the golf course,
Respectfully submitted:
c
Garrett Gill, Frinci
Member: American Society of Golf Course Architects
Williams, Gill & Associates, Golf Course Architects page 4
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Project:
Date:
Hollydale Impact Study -- Development Cost Schedule
November 10, 1884
Alternative A
item Cleaaription
1 ,Greens construction (2 0 5,500.,§_%.!!.. each)
2 ; Y ees construction (2. ® 4,000 _sq. ft. each)
3 E unker construction
4 i -rigallon__modifications
S' Earthwork shapping &finishing
e ;eeding bad preparation & seeding.
7i Sod
8; .art—path (8'asphalt)
Sub -total Construction _
1esin h Engineering. (10 %)
Maturation contingency (8.59b)_
Construction contingency (10°x)....
i 1
Quantity Unit; Unit Cost 'Total _.
11,000; SF $ 3..50; XX38,50(
8,00015E _ 0.75! $ 6,00(1
1:25; 7
10,000.00:... $ 10,000
i 10 0001 Cy $ 2.50; $ 26,00(1
2. AC $ 1,250.00 . 2 50(1
1,000; Sy $ 2.50; $ 2,500
4,000: SF $ 1.00
917811
8,31!1
9,7811
ibtal i!rciect Cost —
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3125 ,76l1
Vote: Costs do not include proPerty acquisitlon
Alternative
I.
Item i Description ___ - - - -.. :Quantity; Unit; Unit Coat Total
1 : careens construction (2 @ 5,500 sg_ft._each) 11,•000; SF $3.50! $38,507
2 `'tees construction (3 Q 4,00Ukq. ft. each ) 12,0001 SF ! $0.75; $9,00:
3' 13unker construction __ -___, 6,0001 SF $1.25;• ,_- ___7,50 7
4 Irrigation modifications 1 i LS :..__25,000.00; $25,00
5 13ond excavation _.___... 9,SOO CY j $3.50; $33.,25
6' Earthwork shapping & finishing ____,__..• 1 20,000 GY 5?_50 $50,00^
8__Seeding bed preparation seeding ; 15: AC $1,250 -00 $1 1 -M
71 Sod _ 21000 SY $2.501 $5,00C
8 "art _path(8'a1phalt) j 6,000:57+ ______,51.00: .$6,000
Sub -to tal Construction ; 1 ! $193.0 O t
Deaign nyln_"ring (1096)
1 Maturation contingency (8,5%x— ; __.• 518,4!
1 Construction contingency (10 %) 1
519,30(
Total Project Coat __i_ $248.,001
Note: 4:osts do not include property acquisition, Holy Lane realignment, practice_range too. •__.
4
or park g tot. - - - 1 --
Williams, Gill & Associates, Golf Course Architeots page i
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