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Home My WebLink AboutCouncil Information Memorandum 09-07-1989� t CITY OF PLYMOUTFt CITY COUNCIL INFORMATIONAL MEMORANDUM September 7, 1989 RECYCLING CASH DRAWING September 6/7: $200 WINNER Sagamore Condominiums - Unit 3 Building Next Week: $100 Cash Award UPCOMING MEETINGS AND EVENTS..... 1. COUNCIL MEETING -- Monday, September 11, 7:30 p.m. Regular City Council meeting in City Council Chambers. 2. BOARD OF ZONING -- Tuesday, September 12, 7:00 p.m. The Board of Zoning Adjustments and Appeals will meet in the City Council Chambers. Agenda attached. (M-2) 3. PLANNING COMMISSION -- Wednesday, September 13. The Planning Commission will begin at 7:15 p.m., with the regular Planning Commission meeting following at 7:30 p.m. Agenda attached. (M-3) 4. PARK & RECREATION ADVISORY COMMISSION -- Thursday, September 14, 7:30 p.m. The Park and Recreation Advisory Commission will meet in the City Council Chambers. Agenda attached. (M-4) 5. MEETING WITH METRO COUNCIL CHAIR -- Steve Keefe, Metropolitan Council Chair, will host a series of breakfast meetings for local officials in Hennepin County. You may attend any of the meetings scheduled. The meeting for southern Hennepin County will be held Friday, September 22 at the Hopkins House. A meeting for northern Hennepin County is set for Friday, October 6 at the Kopper Kettle Restaurant in Osseo. A copy of the meeting announcement is attached. Please let Laurie know if you plan to attend. (M-5) 6. SEPTEMBER & OCTOBER CALENDARS -- Meeting calendars for September and October are attached. -6 3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447, TELEPHONE (612) 559-2800 CITY COUNCIL INFORMATIONAL MEMORANDUM September 7, 1989 Page 2 FOR YOUR INFORMATION..... 1. MINUTES: a. Plymouth Advisory Committee on Transit, August 30, 1989. (I -la) 2. METRO COUNCIL - 1989 PRIORITIES -- The attached publication from the Metro Council summarizes the six top -priority areas the Council has been focusing on this year. (I-2) 3. "DARE" PROGRAM -- Selection of instructors for the DARE program has been completed. Plymouth police officers named as instructors include: Karen Forslund, Susan Gottwald, Craig Lindman, and Greg Oly. Attached is a memo from Dick Carlquist announcing the appointments. (I-3) 4. BZ CORRESPONDENCE -- I have received the following correspondence on City departments or employees: a. Note of appreciation to Community Service Officer Marc Bruning from the McCullough's family. (I -4a) b. Letter of appreciation from Eric Foss to Fred Moore. (I -4b) 5. CORRESPONDENCE: a. Letter to members of Plymouth Business Action Association Members from Paul O'Gorman, Secretary, reporting on the June transfer station tour sponsored by Hennepin County. (I -5a) b. Letter to Paul Jackson, Prairie Restorations, Inc., from Frank Boyles, informing Mr. Jackson his declaration of natural preserves request will be considered by the Council at the September 11 meeting. (I -5b) c. Letters and memoranda from Councilmember Zitur. (I -5c) James G. Willis City Manager JGW : Jm attachment AGENDA BOARD OF ZONING ADJUSTMENTS AND APPEALS Tuesday, September 12, 1989 WHERE: Plymouth City Center Council Chambers 3400 Plymouth Blvd. Plymouth, MN 55447 1. CALL TO ORDER 7:00 P.M. 2. ROLL CALL 3. APPROVAL OF MINUTES August 8, 1989 4. NEW BUSINESS A. Bryon and Rebecca Suter. Variance to allow a 7.5 foot side yard setback vs. the 10 foot Ordinance Standard and a 16 foot rear yard setback vs. the 25 foot Ordinance Standard in order to reconstruct a walkway and deck for property located at 2625 Medicine Ridge Road. (09-01-89) B. Plymouth Travel Inc., John Lee. Variance to allow 183 square foot of wall signage vs. the 100 square foot allowed by the Ordinance for property located at 10760 State Highway 55. (09-02-89) C. Curtis Vanderbroek. Variance to allow an 11 foot side yard setback vs. the 15 foot Ordinance Standard to construct a two car attached garage for property located at 16815 14th Avenue North. (09-03-89) D. Lorin Gunderson. Variance to allow a 25 foot front yard setback vs. the 35 foot Ordinance Standard and a 6 foot side yard setback vs. the 10 foot Ordinance Standard in order to construct a new home at 2050 East Medicine Lake Boulevard. (09-04-89) E. William Meinhardt. Variance to allow a 6 foot fence within the front yard vs. the 3 foot Ordinance Standard for property located at 1630 Oakview Lane. (09-05-89) 5. OTHER BUSINESS: A. Possible meeting dates and agenda for a joint meeting with the City Council. 6. ADJOURNMENT: 10:30 P.M. b PLANNING COMMISSION MEETING AGENDA WEDNESDAY, September 13, 1989 CITY COUNCIL CHAMBERS WHERE: Plymouth City Center 3400 Plymouth Boulevard Plymouth, MN 55447 CONSENT AGENDA All items listed with an asterisk (*) are considered to be routine by the Planning Commission and will be enacted by one motion. There will be no separate discussion of these items unless a Commissioner, citizen or petitioner so requests, in which event the item will be removed from the consent agenda and considered in normal sequence on the agenda. • : a��1 1. CALL TO ORDER 2. ROLL CALL 3.* CONSENT AGENDA 4.* APPROVAL OF MINUTES 5. PUBLIC HEARINGS 7:15 P.M. 7:30 P.M. August 23, 1989 A. I.S.D. 284/Plymouth Creek Elementary School. Revised Site Plan and Conditional Use Permit located southwest of County Road 9 and Vicksburg Lane (88035) B. Hazelden Foundation. Amended Conditional Use Permit and Site Plan located at 11505 36th Avenue North (89070) C. MDOT/Hennepin County. Conditional Use Permit for truck routing station located at 2455 Fernbrook Lane North (89074) 6. NEW BUSINESS A. Lily E. Rogeman. Lot Division located north of 50 1/2 Place and east of Zachary Lane (89027) B. Susan Tippets. Lot Division and Variance located at 2320 Larch Lane (89054) C. Paul and Gladys Kariniemi. Lot Division and Variance located at 508 Pineview Lane North (89071) D. K & D Construction. Lot Division and Variance located at 235/237 Zinnia Lane (89072) E. Trammell Crow-Mpls. Industrial Park Building F. Site Plan/Lot Division/Lot Consolidation located east of Xenium Lane and north of 6th Avenue (89073) 7. ADJOURNMENT Regular Meeting of the Park and Recreation Advisory Commission September 14, 1989, 7:30 p.m. i 1. Call to Order 2. Approval of Minutes 3. Visitor Presentations a. Athletic Associations b. Staff c. Others AGENDA 4. Report on Past Council Action 5. Unfinished Business a. Comprehensive Park & Trail Plan update - discussion b. Plymouth Creek parking lot/soccer field update c. West Medicine Lake Drive trail update d. Community center update 6. New Business a. New plats b. Request to dredge Parkers Lake - report c. Joint meeting with Planning Commission - date? 7. Commission Presentation 8. Staff Communication 9. Adjournment Next Regular PRAC Meeting October 12, 1989 METROPOLITAN COUNCIL Mears mark Centre, 230 East Fifth Street, St. Pa K� as�z_ :: e12,291-6. REGIONAL BREAKFAST MEETINGS FOR LOCAL OFFICIALS IN HENNEPIN COUNTY Metropolitan Council Chair Steve Keefe invites you to his annual regional breakfast meetings for local officials in Hennepin County. These meetings will provide an opportunity to talk about the issues the Council is dealing with and for you to express your ideas about the Council and its work. Chair Keefe will discuss the Council's priority projects for next year, and some of the metropolitan issues the Council thinks the legislature may address in 1990. Council members are also interested in hearing what you think the Council is doing right, what it is doing wrong and what it should be doing in the future. Three meetings are scheduled for local officials in Hennepin County --one each in northent and southern Hennepin County and one in Minneapolis. You may attend any or all of these meetings. Following is the schedule: HENNEPIN COUNTY (SOUTH) MINNEAPOLIS WHEN: Friday, Sept. 22, 1989 WHEN. Wed., Sept. 27, 1989 7.•30 - 9 a.m. 7.•30 - 9 a.m. WHERE: Hopkins House WHERE: Normandy Inn 1501 Hwy. 7 405 S. Eighth St. Hopkins Minneapolis RSVP BY.- Sept. 19 RSVP BY- Sept. 22 HENNEPIN COUNTY (NORTH) WHEN. Friday, Oct. 6, 1989 7.•30 - 9 a.m. WHERE: Kopper Kettle 225 Central Av. Osseo RSVP BY. Oct. 3 The cost per meeting is $5, which includes breakfast, tax and gratuity. To RSVP, please call the Council's Community Outreach Division at 291-6500. 4r��r00 co N N R O - 0 r - N N D 0 N T w T H r r N CO Q> W a oo N LU 3 N O W M o n a („) F N M 0 ZO N O co 0 N f Z r O N 0 H N N cr W m 75; W W (/1 O n N N f Z O m O 1, N N N M- L� Q b01� Q) co > UJ \ � 3 •ri ra Q Z ~ O � 9 00 3 Q CD M O N d7 r- N co Z m z Q p D Fr LL In N d7 r- 00 r � cn Lw� LL LL 4 LLId = X: U O M O M0 /� rct N p o a p a LL '—' p p z UM C'3M 0 LU N�� a z ,ya H A Q 0 N A V •"') N PL4 H LL D �H Aa Ho P. ~ W H ow CVoo� 0')COQE`n0 LO " rn r' oa r- N :P:q:) 9 o J J U >- a LLJ Z:) n. a 2 OU p E-4t4t pO D LL- LL C'') U)Z p O �LLN J p 0 H O W n� M n O J -fin O HO Q �J >- L.) I— p LD LI c -s 0 U) O LiJ=U' C7 r- r- �a LLIQ N o z D O I� M r- �- N C� N g eo o n a n N N m = N m w 0 Of N ~ 0, � D r pp 1p N 01 mLU LU w L O W N W ~ N z z a O N f z N 7 N 0) 00 LU m 0 U O N N M $ r W LO N Of 2 n N N m Of ' W W m ; N N LU LA N L O W N W ~ N z a O N z N r N Q ' Q N co! r- N N Q LL O V- N N z O N c� i- Q m Z L7 3 J ui wCC uj LU d f d F- N "•'• (O Ln oa cn �o� ,� o 0 LU ••L7cM L7m z ^ Z •• fZr n w Qc.O cor Lf)QL7 �C)aF Nam d- CD W z Q N = LL- C) 0 ~ O CD o M r- CM N M >4 Z m YU s CL Z a uO uo OuUO CGA4 z C2 0 124� O C 7 Cly O C3 (0 �� M0 w.. LLI C) LAJ F Q 0 z D r- 00 T- N N MINUTES PLYMOUTH ADVISORY COMMITTEE ON TRANSIT AUGUST 30, 1989 PRESENT: Dennis Jacobson, Peggy Galarneault, Nancy Holter, Barbara Roberts, Paul Buharin, Joe Morley, Frank Boyles I. APPROVAL OF JULY 26, 1989 MINUTES The Committee approved the July 26, 1989 minutes as submitted. II. REVIEW OF JULY RIDERSHIP STATISTICS A. Plymouth Metrolink - The committee reviewed the July Plymouth Metrolink statistics. Without transfers the service is exceeding 1989 targets by 1.5%, with an average of 419 riders versus the target of 413. B. Dial -A -Ride - The Dial -A -Ride system carried comparatively less passengers in July than in June. The weekday average for July was 54.5 persons as compared with 64 persons per weekday in June. On the other hand, the weekend average grew from 15.6 passengers per weekend day in June to 25.5 passengers per weekend day in July. The average rides per hour diminished in July on weekdays from 2.6 in June to 2.4 in July. Rides per hour on weekend days increased from 1.9 to 3.1 from June to July. III. FOLLOW UP ITEMS FROM PREVIOUS MEETINGS A. Finalized Fall Promotions. 1. September Breakfast. Continental Breakfast will be scheduled at the Park and Ride lot for Monday, September 18. The breakfast will include coffee in disposable insulated cups with tops and pastries. It was suggested that a driver's recognition of certificates of appreciation be included. Frank Boyles and Paul Buharin will arrange for this event. 2. Dial -A -Ride. Some form of tokan gift will be given to Dial -A -Ride passengers on Monday, September 18. It was suggested that magnets with the Dial -A -Ride logo be included. As an alternative, a free ride could be provided for one day as a way of thank passengers. B. Progress on Medina Route Concerns - The Glory of Christ Lutheran Church Park and Ride lot location is no longer under consideration given the problems encountered. The Tom Thumb parking lot is not recommended since the bus would have to travel through the parking lot to pick up customers. MINUTES - PLYMOUTH ADVISORY COMMITTEE ON TRANSIT August 30, 1989 Page 2 To deal with the issue, two steps will be taken: 1. A driver will survey for a week how many passengers are inconvenienced by the Medina route wait. Based upon the findings of this survey, we will either elect to do nothing, or to shift service to Medina passengers to provide for inbound service first thing in the morning and outbound service the last thing in the afternoon. C. Delays in the 7:55 a.m. Express Vehicle - PACT members indicated that this is no longer a problem and no action is necessary. D. Use of Sane Lanes - After some discussion, committee members recognized that the best approach is to afford drivers the flexibility of selecting Highway 55 or I-394, based upon immediate circumstances to provide the fastest service possible. IV. IDENTIFICATION OF NEW AREA CONCERNS AND RECOMMENDATIONS. Committee members agreed that lately, timeliness of the routes has been much better. Paul reminded the PACT members that spring and fall are the high time for driver turnover and scheduling problems can sometimes be expected when new drivers are assigned to the routes. V. OTHER BUSINESS None. The next PACT meeting is scheduled for Wednesday, October 18, 1989. The meeting adjourned at 8:20 p.m. FB:kec i As the decade of the '80s draws to a close, the planning needs of the Twin Cities Metropolitan Area continue to pose a challenge to the flexibility and foresight of the policymakers and planning staff of the Metropolitan Council. The Council continually addresses the region's changing needs. It is also essential that the plans and policies made today still prove useful 10 years hence. Thus, in order for the Council to continue its role as an effective urban planning agency, it must set priorities and work on them, yet still be able to adjust them when necessary. It must make the best use ofits time, energy and resources. topeet both the short-term and long-term needs of the region. In 1989, -in preparation for the advent of the '90s, the,Council is _focusing on six top -priority areas. They are described below. Metropolitan Council's 1989 Priorities is a companion piece to the Metropolitan Council's Citizen's Guide, which summarizes what the Council is, who its members are and its role in Twin Cities Area regional development. y {: olid Waste The region is making good progress toward reducing its dependence on landfills. Alternatives such as incineration, converting trash into fuel for power plants, recycling and.composting are being used to manage an increasing amount of the region=s solid waste (an estimated 30 percent in 1988). Counties and local communities are putting into place and strengthening programs designed to meet the Council's goals for these landfill alternatives. The region's increasingly complex system for managing waste is, reaching a stage of maturity where policies need to be designed to meet new needs. That is the thrust;of the Council's work on its regional solid waste policy plan as it undergoes revision in 1989. 'A major issue faced by the region is finding markets for recyclable materials. Getting more people to participate in recycling programs won't do much good unless strong markets exist. The Council is working with' state agencies, counties and private industry to see that end markets are'able to meet the expected, increased supply of recyclable" materia Is. Another important issue in solid waste management is what to do with "problem materials;' These are wastes like heavy wood materials that can interfere with machinery at a refuse -derived -fuel plant, or solvents and other organic chemicals that threaten groundwater if landfilled. Lead -acid batteries in waste cause lead emissions from the smokestacks of trash incinerators. Though not necessarily large in volume, these wastes cause problems for the waste management system. But if these materials are removed from the waste stream, environmental, hazards are avoided. The Council is helping to devise ways to separate and handle these problem wastes. Another way the Council encourages efforts to manage trash in new and effective ways is by providing grants and loans to. businesses, local governments, nonprofit organizations and others for research, programs and projects that help address the region's need for orderly, reliable trash management. L The.Council'is also bommitted to seeing"that adequate landfill capacity continues'to exist .for the region for waste that can't . be processed and for residuals=such as ash -from Waste -processing facilities. To that end, itis"working to make sure the land-,, fill siting process coritinues on track and that' landfills are developed to meet the region's needs into the next century., Another component of the Council's work is public education: While counties and communities inform citizens of programs within their, borders, a regionwide strategy is important toensure that everyone—not only individuals in their homes but' businesses and institutions—supports and participates in activities to make the best use of what is really a resource, the region's trash: ater Resources .. .... .... ... ... ..... .. 13 .............. ... .. ... ... . .. .. ... .. .................... .. .. . . . ... .. ....... .. ... ..... .... .... The lakes and rivers that dot the Metropolitan Area are generally an abundant and reliable source of pure, natural water for the region..Several developments during the last few years, however, have Stressed the need for.us to protect out natural resources better from pollutants and contaminants. The drought that affected Minnesota last year has made everyone more aware,of the need for alternative sources of safe water should*another drought occur and if widespread contamination or other "extreme -case" scenarios take place. Growing public concern for the preservation of our natural envkonment.and for,public health and safety has led the Council to pursue other activities to complement the projects it has activated in recent years. This year, the Council is concentrating on planning activities that will,help ensure that�Qur water resources remain safe to use and safe to drink. It is also conducting studies that will help identify the sources and the kinds of substances that threaten the safety and abundance of our region's water supply. ,. Recent Council studies have shown that rainwater and melted snow flowing into city streets and farmlands carry much of the dirt, chemicals and other substances that pollute our lakes and rivers. Agricultural runoffLwater running off farm areas— contains'soils, fertilizers and pesticides. Urban runoff—water running off city streets and "parking lots, from homes and -commercial and industrial establishments—also carries dirt, oil, chemicals and other potentially harmful substances. The-pollu-, tion threatens our region's lakes and rivers by creating green water clogged with algae, which depletes oxygen in the water ,and kills fish. This year, the Council is carrying out a, study identifying several ways to'manage pollution from urban runoff in Metro Area lakes. Techniques found effective can be used in the Minnesota River basin as well as other lakes and rivers in the area. Another inter -agency study was begun that aims to identify the substances. that pollute the Minnesota River basin, where these pollutants are coming from, and how their effect on the -river can be controlled. It is expected to take four years. Along with other state and federal agencies, the Council is also conducting a two-year study of the state's groundwater. The studywill focus on the Prairie du Chien Jordan aquifer, the primary source of the region's groundwater. It will identify'areas that are at risk of contamination, the probable causes of contamination, and ways.by which irrigation and urbanization are affecting the region's groundwater system. Last fall, the Council adopted.a new regionwide sewer.policy plan that is expected to facilitate the coordinated monitoring of the area sewer systenTuy the Council and the Metropolitan Waste Control Commission. - ransportation Up to now, streets and highways in the Twin Cities Area -can still handle everyday traffic. However, the increasing number of vehicles in the region is beginning to create a congestion problem. This is especially true during rush hours, when vehicles, especially one -passenger cars, vie for limited traffic space and slow down the movement of cars, trucks and buses on the region's roads and freeways. ` The region is not expected to grow much within the next 10 years, but the number of households and jobs will. This means that more people will travel more frequently. Unless other means of moving more people through fewer vehiclesare found, more single -passenger cars will run on our streets and freeways, and clog our limited road space. N ' - - �• The Council'believes`!hat presknt'and future traffic problems cannot be, solved merely by adding more -roads and freeways and by keeping them in good condition. Changing people's travel behaviorisalso necessary. In the Council's new transporta tion plan for the region,.,revised in 1988,; ways to move more people with fewer vehicles are stressed. High on the list of optidns is a light rail transit (LRT)system thatwill serve high -traffic areas first, in Minneapolis and St. Paul, and later some suburbs. _Physical improvements to the road system also include designating special lanes for buses and -car goofs to enter or leave'a freeway, and .metering •ramps. The latter strategies are called "travel demand -management" (TDM): TDM also includes staggered work hours in areas with lots of jobs, preferred and/or subsidized parking space for people who carpool; and incentives for people who ride the bus. \ Other developments are taking place this year to help the region cope with the expected increase in vehicle traffic'within the next decade. The Council is now setting the stage for an updated travel behavior inventory involving 45,000 to 64,000 Twin Cities residents from about 18,000 households. The study, to be taken on a selected day in April 1990 and again that September or October, will note the number of car, bus and cab trips the selected respondents make on those two designated days. The information collected will help transportation officials decide how to spend $2 to $3 billion in highway funds over the next two decades. The 1989 Legislature restructured the Regional Transit Board (RTB) and gave it regionwide authority over the LRT system. The Council has appointed eight of the 11 members of the RTB, six -of whom are local elected officials. Two more RTB members— an older person and a person -with disabilities—are appointed by Gov. Rudy Perpich, who named Michael Ehrlichmann to head the agency beginning Aug. 1. irports Planning During the last several years, both travelers and noise have increased at the Minneapolis -St. Paul International Airport (MSP): This'has led the Council to study ways to improve the airport situation, particularly the adequacy of MSP to continue serving the travel needs of the Twin Cities Metropolitan Area. The MSP adequacy study focused on the issues of aircraft physical and r" environmental c city, safety and the possibility of building a new major airport to meet the projected increase of air travel the area within next.20 to 30 years. This year, the Council and the Metropolitan Airports Commission (MAC) are pursuing a major airport planning strategy called a "dual -track" approach that they adopted in 1988 to determine the MSP's ability to handle additional air traffic. The 1989 State Legislature passed the Metropolitan'Airport Planning Law which, mandates reporting deadlines for the strategy. The two tracks are to continue improving MSP facilities and, at the same time, -find a site for a new major replacement airport in the future'and buy land for it, in case it is needed. This year, the Council is beginning work to pinpoint a search area for siting a proposed new'airport, with a deadline of Jan. 1, 1992. Then, the MAC will locate a specific site within that area _'in the next four years, -or by 1996: - The Council is closety monitoring economic trends and developments in the air travel industry that will help it determine whether a new airport is needed, as well as the timing and magnitude of improvements at jv1SP. It is,preparing an annual report to the legislature on the trends. ; 'The Council is also amending its regional aviation policy plan to reflect, the MSP adequacy study and legislation. The plan also will incorporate the results of the recently completed public heliport feasibility study. The Council is also assessing the role of smaller, general -aviation airports in the overall airport planning strategy foc the Twin Cities. A final report is expected in early 1990:. uman Investment Framework The Council has been 1rivolved in human -service planning since the early 1970s. Its programs in aging, health, housing. planning and the Metro HRA have won local and national .recognition for various efforts over the years. Dating from the early 19,80s, however, federal mandates for many human -service programs, and the accompanying federal funding, have been withdrawn. In 1987, the Metropolitan Council began asking itself what its role should be in the new human services climate, and particularly what information policymakers need as they plan for human -service needs in the late 20th century. lri'1980 the Council held four forums on four aspects of human services: families, caregiving, poverty and lifelong learning. 1. People involved in those fields talked about what they need to •help their clielnts better, to deliver services more effectively and to keep on top of changing needs. While analyzing the information coming out of those forums, the Council began to change its view of the funds spent on human services. From seeing them as expenditure's, it came to see them as investments in human resources. The name of the priority for 1989 became the -"human investment framework." The aging of the region's population and other demographic trends over the next 20 to 30 years will have profound effects on social issues and humanservice needs. The region,needs a good foundation of data about those trends and their likely effects, to help policymakers and service providers plan ahead. In 1989, the Council has launched eight projects aimed at gathering and refining data to make it useful information. Oneproject, for instance, is pulling together a matrix of information on people's needs at various stages of their life cycle: . needs for such services as housing, transportation, education, healthcare and caregiving services. Another project is explor- ing the complex challenges and positive opportunities. presented by growing cultural diversity in the Twin Cities. A third -is an economic analysis of housing, taking into account its cost,, location, availability, affordability and other factors. The Council has spelled out, a three-year work program for its human investment framework studies and analyses. As .it proceeds, it is beginning to build networks among human -service professionals, so gaps in information and services can be identified and communication between for-profit and nonprofit agencies can be strengthened. • r h 21st Century fanning for the y Anticipating the region'Sevolving needs 10 years from now, or into the21st century, is one of the Council's priorities in 1989. To achieve this, the Council is.working on a basic strategic -planning framework that relates developments within the region to those taking place in the state, the nation and the world. Specifically_, the Council has embarked on a strategic planning process aimed at uncovering problems the region may face, in the next 20 to 30 years and identifying the ,Council's role in dealing with them. - t The Council will seek to identify the public policy issues -that will affect the region in the 21st century so we can have the kinds of governmental systems, at costs we can afford, that will deliver the kinds of services people want. Among the tools the Council has activated is a mechanism called environmental scanning that helps identify, define.and refine long-term regional issues on an ongoing basis. Among the areas of concern identified by -the Council are the management of the area's garbage and other forms of solid waste, clean air and water, air travel and land transportation, human services, housing needs, and the needs of special groups such as elderly people and minorities. Through the environmental scanning process, Council members and staff are encouraged to gather, and be more attentive to, existing and new information within their fields of experience and expertise, both at work and at home. Specifically, data and information are obtained from Council and staff members' interaction with the public and observation of trends, developments and technology within the region. Information gathered in this way is considered -likely to affect the Council's work in the future. At present, the Council has a collection of ideas about what people and 'institutions within the region consider important as we all move into the 21st century. Sources for this data collection include formal surveys, public hearings and forums as well as other institutions and the private sector. By taking stock of the priorities made during the last several years and incor- porating these with present-day information gathered froth a variety of sources, the Council is able to look more realistically at the longer-term horizon. The Council's data collection also helps ensure that -activities and plans by the private sector and . local governments are coordinated and adhere to an overall land use plan for the region. METROPOLITAN COUNCIL Mears Park Centre, 230 East Fifth Street St. Paul; Minnesota 55101 Publication No. 310-89-067 Printed on recycled paper. CITY OF PLYMOUTH 3400 PLYMOUTH BLVD., PLYMOUTH, MINNESOTA 55447 TELEPHONE (612) 559-2800 MEMO DATE: September 5, 1989 TO: All DARE Instructor Applicants FROM: Chief Richard J. Carlquist SUBJECT Selection of Four DARE Instructors The four DARE instructors are: (alphabetical order): 1. Karen Forslund 2. Susan Gottwald 3. Craig Lindman 4. Greg Oly These officers will be sent to Springfield, Illinois to complete a two week training course conducted November 6-17. I intend to keep the current roster of applicants on an eligibility list. As we add instructors or replace them, I intend to keep the current eligibility list active until at least September 1991. That means I will be training additional DARE instructors for future growth. Thank you for applying to the DARE program. instructors at this time. RJC:sb cc: James G. Willis City Manager I wish that I could make all of you 3 v 1� A 014 YOU 5 H � r u ri 1", CIL 41r% p u d You sckoc cls OoLi S � 529 w0.5 cL GL n,z CI - kc, Mr. Fred Moore City of Plymouth 3400 F'1 ymouth Blvd Plymouth MN 55441 Dear Fred: It was a surprise and a pleasure asking your help this weekend. To think: that I could call a City official at home on Saturday, Sunday and again on Monday of a Labor Day weekend and get the response that. I did from you almost makes my taxes seem appropriate (don't quote me on that). Fred, as you know, the overflow pump in my pond malfunctioned from the rain the Thursday before they Labor Day weekend. I called you on Saturday and ,you had a city employee check: it out immediately. It was not working again on Sunday and I again called you at tome and you had someone out to fir, i t . And, again on Monday, it was not working and I called you and, WOW, you, yourself, came out to check: it out. I was amazed when you waded into 4 feet of muck: to clean out the input to the overflow. This is what good feelings about city governments are made of. . . . I remember the Saturday morning 4 years ago when you and I were canoeoing around the pond looking for chunks of styrofoam to plug the backflow on they South culvert to the pond. We have had many conversations and disr_usions about easements and trees and water-, and have not always agreed on some things, but your efforts this weekend leave me little room to doubt your sincerity in dealing with me as a citizen of Plymouth. I was most impressed when you walked into my garage tonight, Labor Day Monday, and told me of your actions. It is a holiday weekend and you still cared about my little concerns. I like that. Fred, a big THANK YOU. Sin erel.y, Eric E. Foss -7 --)-Ab Ul = . iE;C� August 25, 1989 To: Plymouth Business Action Association Members In early June the Plymouth City Manager, Jim Willis, contacted PBAA regarding a garbage transfer station fact finding tour sponsored by Hennepin County. The City was to send five people and wished to include a representative from our organization to visit one station in Portland and two in Northern California. At first we thought it would look bad to accept because it was paid for by the County, but on the other hand it would look :gorse if we criticized their program without learning about it first. We realize that we need the education and exposure to these types of facilities if we are going to talk about the matter intelligently and be objective in our criticisms. Because of time conflicts for both Brian Mark, President, and Guy Warner, Vice President, I made the trip to represent PBAA. Also in attendance for the city of Plymouth were Chuck Dillerude, Community Development Coordinator, Dick Pouliott from the Engineering Staff, Bob Zitur, City Council Member and Rick Peterson, representing the concerned citizens group. Hennepin County Commissioner Randy Johnson who represents Bloomington and Eden Prairie areas, was the guide and resource person. It was an interesting experience. We visited three transfer stations with Randy. The first was Metro (Metropolitan Service District) located in Oregon City, Oregon, )ust south of Portland. The second was San Mateo County District, San Carlos, California operated by BFI (Browning Ferris Industries), who are also consultants for facility design and operation for Hennepin County's proposed transfer stations. They will also operate the Hennepin County stations as well. They also visited a recycling center in Belmont, California operated by BFI. The third transfer station we observed was a privately owned operation serving the San Francisco area. It should be noted that the areas visited have some form of bottle and can laws which virtually eliminate those items from the waste stream. Secondly, they are all still land filling, not burning and there are no plans to burn in the future. Also, recycling is emphasized more there, or at least it seems to be, than here. The first stop was the Metro station in Oregon which is built across the road from the old landfill area which is now producing methane gas to be sold to industry. There is a housing development to the North of the site, but not many and not close. There is a sawmill to the South but again not close. The building was not originally designed to be a transfer station so the trailer trucks need to back up into position and do not flow smoothly through, but it works. Outside the facility there is an odor as well as inside. The doors are open all day and this was true of all three facilities visited. Randy said the Minnesota facilities would operate with doors closed except when vehicles were entering or exiting. This facility was of the long pit design with packer trucks using one side and citizen dumping from the other side. The citizen side also had bins and drop off points for recyclable such as tires, appliances (which were stripped out by facility personnel), aluminum, class, plastic, cans, metal, cardboard, oil, etc. In the pit a bulldozer type steel tracked vehicle drives over the waste to crush and smooth out the piles. The scraper/loader type front end pushes the waste to the opening at the end of the pit where trailer trucks are being filled with a remote operated crane arm with claw like jaws on the end. This unit picks up the waste and places it down in the trailer, packing it until the digital read out scale indicates load capacity has been reached. The trailer then pulls out, the screen covers are tipped up over the load and another trailer is backed into loading area to repeat the same process. The second facility was the San Mateo County unit in San Carlos, California. This facility also was built in an open area with nothing around for a half mile radius except one neighbor, Hospital Linen Laundry. Several other business and light industry have moved in since the station was built. Access to the freeway is about a half mile, and trailer trucks haul 51 miles one way to the landfill. The operation and process is similar to Metro in Oregon with two exceptions; one, the design of the facility is much more efficient and secondly, a minimal amount of recycling separation was being done here. The design of the facility provided good flow for both packer and trailer trucks. A noticeable difference in operaton was the flat floor to dump on instead of the long pit. As I viewed the process it made a lot more sense than the pit because the spotters on the floor could watch for hazardous or recyclable waste and prevent it from going to the landfill. It seeme4d that once something was dumped into the pit, it was much more difficult to spot, much less to separate and retrieve. The flat floor also allowed the use of rubber tired front end loaders in lieu of steel tracked vehicles and this makes a tremendous difference in the life of the floor. As discovered, that is a serious problem. The reason not much recycling is done at the transfer station is that BFI also has a recycling center in Belmont, California just north of San Carlos. Special three compartment trucks collect glass, aluminum and steel cans, paper, and plastic bottles. Recyclables are sorted and containerized or baled for shipment. The third transfer station visited was Santiary Fill, a privately owned and operated facility serving San Francisco. This facility was also built at the site of an existing old land fill area. The site covers 35 acres and has a residential area to the north but not close and were built after landfill was established. This station operated very similar to the Metro site in Oregon because of its long pit type design. As mentioned before, floor damage from the tracked vehicles is a serious problem. Half of the pit was closed the day we were there, because they were repouring the concrete floor. The manager giving the tour said this facility was laid out well and functioned well and that the only design change they would recommend was to have the flat floor operation instead of the long pit. The interesting aspect about management of this operation was their maximum effort to remove anything and everything from the waste stream which could be recycled or reused in any way. Included with this letter is an article which explains these efforts in more detail. The citizen drop off area was categorized, dirt, yard waste, concrete, steel, aluminum, appliances, glass, wood, plastic, batteries, oil, and many other categories including a complete household hazardous waste handling facility with chemists, laboratory type fume hoods, and test equipment to identify and store the various toxic wastes for proper disposal. It was obvious to this observer that these people were concerned about what was put into the landfill. All three transfer stations in general appeared to be clean and the employees made a concerted effort to keep them clean and picked up. It is not known if this was because of visitors or if they are always kept this clean. All three had dust suppression water misting systems over the dumping areas, and one even had an odor masking system giving off a vanilla scent. There is no doubt in our minds that a facility can be designed which would relieve most, if not all, of our concerns and fears, such as containment, run off, rodents, flies, odors, esthetics, screening, etc. All that is required to do this is enough money. The things which cannot be eliminated are the traffic, the noise, and the litter which the site will generate. Regarding litter, the Oregon station for example, has a double charge penalty for anyone bringing in an uncovered load, and traps of all sizes were sold right there at the transfer station. This coupled with the fact that all three facilities had the responsibility to clean the streets within a one mile radius of the facility each day gives evidence that litter and debris does end up on the streets and roads. The problem is that it may not remain in the roadways until it is picked up but could end up around the buildings of nearby businesses for them to contend with. As for the traffic, if the steady stream of vehicles which was witnessed, both trucks and smaller vehicles with trailers, is any indication of what can be expected here, then the SEIS was incorrect where it states traffic and noise impact will be negligible. What was seen indicates Hennepin County estimates of traffic to the transfer station site are low and even their projected levels will cause traffic problems, congestion and noise. The three transfer stations visited were built either at existing dump sites or out far enough from existing development that if development did occur around the site it would be with full knowledge of the activities and acceptance of the traffic which already existed there. Highway access had existed already at two of the stations and was not pivotal in deciding the location of the third. If it was a little further to drive that was O.K. It seems that Hennepin County placed more emphasis on instant access to the freeway than on anything else. It also seems that they are trying to force transfer stations into already developed areas and insisting they won't be seen or heard, or in any way affect traffic according to the supplemental environmental impact statement. It would appear that in sharp contrast to Hennepin County, other areas of the country obviously had different site selection considerations and have been more practical and sensitive to the problems associated with the waste transfer station concept. Please read the accompanying reprint from World Wastes. Sincerely, 1 U' Paul O'Gorman Secretary Treasurer PBAA PO'G/ew P.S. The plans and specs for the transfer station are available upon request. ��CA, Veteran Transfer Facility Takes On New Recycling Role Separating recyclables from the transfer facility's waste stream will save money and assure a longer life for San Franciso's Altamont landfill. Whenif opened in 1970. San I rancisro's prkatcl% o%%ned and operate.! iransl'er sta- tion was the largest and most mod- ern 1'arility ol' its kind. \\'ith its ren - ler -pit design and other el'ficiencs•- enhancinc fealures. the transfer %fa - tion — nog\ h:uldlill up to 3,000 Ions of solid \\as►e her day -- scr%ed as a model for transfer %i& tion develoPnacnls a,:ross the Conti- nent. Today, the San Francisco facility is still efficiently sending waste 1'rona in -rile generators to [lie landfill. Bili file Iransfel station is brine taxed as ne\cr before — not by slicer volunae (\+iih a third shift and/or more transfer trailers, the I'acility could handle up to 5,00() Ions a day) but by the need to recv- cle as much waste as. Possible. Gene I lerson, general manager of Sanitary Dill Co., the translcr Sta- tion's owner :,nd operator. terms the facility a " jc\%cl" and consider. By Bruce Johnson It still to he the finest of Its type in these days — particularly in the case covery plant at Redwood City, 'S the country. But he's the first to of material flowing from the City/ miles south of San Francisco. admit that the center I'aces a chat- County of San Francisco, a com- For many years, San Francisco's lenge in adjusting to today's re- pact, 49 square -mile area eenerat- solid waste was disposed of first at quirenaents I'or more recycling. ing almost one million tons of solid Brisbane and later at Mountain Ile noted that the :enter was de- waste per year. View, 32 miles south of San Fran - Signed for transferring waste On two occasions in recent years, cisco. But environmental oPposi- quickly and efficiently, not for pro- plans died for a major resource re- tion to using the waste to fill some cessing material out of the waste covery facility. A 5300 million San Francisco Bay tidelands led to stream. Bordered by it residential mass -burn incinerator uas pro- a disposal halt at both sites. area, industrial -commercial land posed next door to the transfer sta- San Francisco's solid wasle is uses, railroads tracks and the west tion in the City of Brisbane, on the now trucked to a regional landl'ill at San Francisco Bay area's main southern outskirts of San Iran- Altamont, in eastern Alameda north -south 1'rcc\%a\, it's a chat- cisco, but voters in this small city County on the cast side of the Ila\ lenge to find space for handling re- rejected the proposal in late 1982. about 55 miles a\%ay, usuall* ryrlahlcs without adversely impart At the beginning of 198'. environ- through heavy traffic, from the San ing the Iransl'er of \\asic to the mental opposition led to a San Francisco transfer station. landfill. Francisco decision not to proceed For nearly five years. San Fran - It'll more rccyclinL is a "must" with plans for a major resource re- cisco waste has been flossing there. Reprinted from WORLD WASTES. September 1988 1988 by Communication Channels. Inc. Atlanta. Ga.. U.S.A. A new, long-term contract with the landfill's owner — Waste Manage- ment Inc.'s Oakland Scavenger Co. — provides San Francisco with 15 million tons of disposal capacity. Without any solid waste -to -en- ergy plant being developed, it's cal- culated that San Francisco has 25 or 26 years of life left at the Altamont facility. The Need To Recycle The push is on like never before to divert recyclables from the waste stream — both before waste reaches the transfer station and at the cen- ter itself before waste is transferred to the landfill. By separating more recyclables At Sanitary Fill, a privately owned transfer station In San Francisco, a commercial hauler dumps refuse Into the pit. from the waste stream, Sanitary Fill's transfer station personnel are not only helping extend the life of San Francisco's capacity at the landfill but reducing the cost of transferring and disposing of that waste. Herson noted that the tipping fee levied at the transfer station now is $42.50 per ton. "I'm in an avoided -cost syn- drome," lie said, concerning the center's new emphasis on recycling. "I really don't care about recy- cling. But every ton I recycle, I keep a ton out of the landfill, which saves on the per -ton disposal cost." Although tight on space, the transfer station is doing some un- usual — even unique — things. Late last year, for example, the nation's first permanently located dropoff center for household haz- ardous waste was launched on the transfer station property of Sani- tary Fill, a subsidiary of San Fran- cisco -headquartered Norcal — now the fourth-largest solid waste man- agement company in the country. (This innovative household hazard- ous waste collection facility was featured on Pages 110-112 in the April 1988 issue of World lVasles.) Other innovative things Sanitary Fill now is doing adjacent to the transfer station include separating a large volume of wood debris and even dirt from the waste stream. The wood, most of it received from contractors, is shredded nearby and sold on a bone-dry ba- sis as fuel for consumption at a Louisiana Pacific plant. The com- pany receives $25 a ton for the pro- cessed wood. The dirt is recovered and pro- vided free of charge for use as an interim cover on landfills. Wood and dirt recovery are oc- curring along with recovery of more traditional recyclables, such as var- ious metals, on a concrete pad ad- jacent to the transfer center. Refuse pickup trucks with loads containing a considerable amount of recycla- bles are directed toward the recy- cling pad, where manual labor and a loading machine are used to sepa- rate material from the waste stream and handle recyclables and remain- ing waste. Sanitary Fill still considers this to be a test operation, but about 25,000 tons per year of material are now being separated from the waste stream in this manner, Herson re- ported. Sanitary Fill is planning to con- struct a $5 million facility that Her - son said will be easily capable of doing two to three times as much recovery of recyclables. The new re- cycling system, which will be under cover rather than out in the open as at present, will have such features as an underground conveyor for whisking post -recycling waste to the transfer station pit. Chipping of re- covered wood still will be done at the present, nearby site. c�_ As is the case with wood and dirt removed from the waste stream, Sanitary Fill's primary objective in recovering recyclables — including concrete debris — is to reduce per - ton costs involved in landfill dis- posing of the waste. That means giving the stuff away, if necessary. Getting Rid Of Metal To get rid of metal material that is unsorted as to type and grade, Sanitary Fill helped West Bay Sal- vage — a Hispanic -owned company — get off the ground at a location next door. The fledgling firm was provided with property, seed fi- nancing and leased equipment to begin operating 2 %z years ago. Herson said the company, which sorts through the metal and sells it to a hundred customers in the Bay area, is paying its rent and now has purchased all of its equipment out of cash flow. A lot of recycling, especially in- volving newsprint and other waste paper, occurs before the waste reaches the transfer station. Herson said he figures his firm — as a "last resort" — is doing only about 20 percent of the recycling that is oc- curring. Eighty percent of the recy- cling is done before the waste ar- rives at the transfer station. According to the city/county, overall waste reduction through re- cycling of various types and at var- ious places along the waste flow now amounts to 23 percent. Herson said more than half of the total recycling is done by three companies owned by Norcal — Sunset Scavenger Co.; Golden Gate Disposal Co., franchised for all ref- use collecting within the city; and Sanitary Fill, the transfer station operator. (Last year, Norcal — parent company of Golden Gate — ac- quired Envirocal, which was Sun- set's parent. From its outset, Sani- tary Fill was jointly owned and op- erated by Sunset and Golden Gate. Before acquiring Envirocal, Norcal restructured itself as a 100 percent employee -owned company. An Em- ployee Stock Ownership Plan was established to buy out partnerships of retired scavengers and widows of retirees. The restructuring has en- abled Norcal, whose 16 operating companies last year generated about $150 million in revenues, to broaden its base of operations.) Sanitary Fill, a reflection of the gung-ho attitude at Norcal compa- nies, takes pride in being at the forefront of waste transfer technol- ogy — whether in the form of doing new things in recycling or in other facets of the operation. "We like to be on the cutting edge," said Herson, whose firm processes about 700,000 tons of waste per year. "We like to try, to experiment. We put our money where our mouths are." For example, Sanitary Fill is the first solid waste industry firm to use Cummins Engine Co.'s new CA - DEC 100 on -board computer con- trol system, he said. All of the com- pany's 30 trucks are equipped with the eneine monitoring system that automatically records such things as truck speed, engine idle time, fuel efficiency and driver shifting effi- ciencv. Each driver turns in his computer tape at the end of each shift for office printout. As a backup, each truck -mounted CA - DEC has a 45 -day memory. Already, the system, which was first installed last fall, is paying div- idends in the reduction of idle time. Drivers are instructed to shut down their engines if idle time exceeds 10 minutes, and the computer system alerts the office if this procedure is not followed. "That alone — much to our sur- prise — will pay for the whole sys- tem in six months," Herson said about idle -time fuel savings. "It's amazing how much fuel you can waste on idle time." The company, again with the aid of CADEC, also is a stickler on avoiding driver speed limit viola- tions. The control system is set to alert the office if California's 55 - mile -per -hour truck speed limit is exceeded. A short, over -speed -limit period is allowed for passing or emergency situations. "Employees have accepted this because it's to their advantage," Ilerson said about the CADEC sys- tem. It controls the number of claims from other parties in the event of an accident because the calibrated computer's certified tape is proof that a driver was driving le- gally, he indicated. Sanitary Fill has a full-time safety officer, a retired California High- way Patrol sergeant, to monitor driver performance and otherwise make sure the company has proper safety procedures. Sanitary Fill offers drivers awards for violation -free driving But Herson said the company is not heavy-handed in requiring driv- ers to perform in a certain manner. For example, drivers are given con- siderable latitude in deciding what route to take to the landfill. All of the trucks are equipped with two- way radios and drivers are encour- aged to communicate with each other so that most of the rigs can avoid freeway tie-ups. This is an important, moneysav- ing procedure because almost one hundred trips are made each 24- hour period to the landfill. One innovative method Sanitary Fill has in building driver profes- sionalism is awarding each of its drivers up to $150 per quarter for such things as violation -free driving and truck -interior cleanliness. Up to that amount of money can be subtracted every quarter in the event of such infractions as a speeding violation, idling the engine too long or having a messy cab. The presence of the $150 -per - quarter award system and CADEC help the company control such fac- tors as the proper shifting of gears to prolong engine life — something of considerable importance at Sani- tary Fill, which aims to log a mil- lion miles on each transfer truck. "We put about three million miles per year on the fleet," Her - son said. "We average 125,000 miles per truck." Each of the 30 trucks is operated on a double -shift basis. One of the Kenworth tractors is a new -model, slope -nosed unit the company has been evaluating for the past six months. Herson said it appears the tractor is about 20 per- cent more fuel efficient than con- ventional equipment. Saving Fuel And Money Sanitary Fill is so intent on sav- ing fuel costs that each of its trucks has a fuel tank large enough only to make one round trip to the landfill — plus a safe reserve for traffic tie- ups. Each truck is quickly refueled before driving into the transfer sta- tion pit. Herson said a truck would carry about 500 pounds of additional weight in fuel and fuel tank if the trucks were refueled once a day. He calculates that, for Sanitary Fill, this additional 500 pounds per truck per trip would amount to an extra 25 tons — or, one entire trip — per 24-hour period. He figures refuel- ing after each trip to the landfill saves the company one percent in operating costs. As an additional benefit, refuel- ing after each trip to the landfill re- veals any mechanical problem that might be developing inside the en- gine. "Tile first indication of an en- gine problem is when fuel use goes through the roof," Herson ob- served. "Our maintenance costs have come down" since per -trip re- fueling was implemented, he re- ported. "That alone has saved us big bricks." Another interesting facet of San- itary Dill's waste transfer operation is the precision by which loading machine operators fill the 47 -foot aluminum WESCO trailers that are used for hauling the waste to the landfill. Two electronic scales — one for the dial rear axles of the truck and one for the three -axle trailer — are used for loading. In constant radio contact with each other are the backhoe machine operator and Cat- erpillar loader operator. No com- pacting per se is done, rather, the Caterpillar unit runs over the gar- bage to eliminate voids. But careful coordination with the Caterpillar operator and monitor- ing of electronic scale readouts make it possible for the backhoe operator to be within one hundred pounds of the aluminum trailer's legal payload of 26 tons. Every day, loader operators eval- uate trailer scale readouts of the previous day's loading — while any light -loading difficulties are fresh in their minds. On a daily basis, a computer calculates the previous day's average variance between ac- tual and perfect loads. On the day before this writer's visit to the transfer station, for ex- ample, the average per -load vari- ance was a scant 14 pounds under the legal load! O Bruce Johnson is a freelance writer and frequent contributor to World Wastes. He lives in Tacoma, Wash. 5b dF'S t* 3x CITY OF August 31, 1989 PLYMOUTH+ Mr. Paul Jackson Service Manager Prairie Restorations, Inc. P.O. Box 327 Princeton, MN 55371 SUBJECT: DECLARATION OF NATURAL PRESERVES Dear Mr. Jackson: The City Council will be considering your request to declare lands within the City of Plymouth as natural preserves at their September 11 City Council Meeting. The meeting commences at 7:30 p.m. in the Plymouth City Center building, located at 3400 Plymouth Boulevard, approximately one mile west of the intersection of Highway 55 and I-494, on Highway 55. You may wish to be present at the meeting to respond to questions the City Council may have about the natural preserves designation. A copy of the staff report on this subject will be available to you at 8 a.m. Monday, Sep mber 11. In the meantime if you have any questions, please me kno . S ncer Frank es Assi nt City Manager FB:kec 3400 PLYMOUTH BOULEVARD. PLYMOUTH. MINNESOTA 55447, TELEPHONE (612) 559-2800 r �f CITY OF PUMOUTR September 1, 1989 Tom Triplett Commissioner of Finance State of Minnesota 400 Centennial Building 658 Cedar Street St. Paul, MN 55155 Dear Tom: Thank you for coming to the meeting at the Ridgedale Library on Tuesday, August 29, on the Governor's tax proposal. I did not get a chance to thank you at the end of the meeting. I appreciate you listening to my concerns and input as a Councilmember in the City of Plymouth. Sincerely, Bob Zitur Councilmember cc: Governor Perpich Senator Pat McGowan Senator Jim Ramstad Representative Jim Heap Representative Ron Abrams Representative Warren Limmer City Manager Mayor and City Council BZ:lr 3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447, TELEPHONE (612) 559-2800 September 1, 1989 William 0. Manning 15545 41st Ave. N. Plymouth, MN 55446 Dear Mr. Manning: Recently I noted in the newspaper that you were leaving the District 284 School Board for a new job in Arizona. Having been in education myself for many years, whenever your name came up as an educator, it was always with the highest regard. As a public official and a Plymouth resident, you certainly have assisted in planning for the future of District 284. I salute you for your endeavors with young people and wish you the very best in your new position. Sincerely, Bob Zitur Councilmember cc: Dr. Landswerk, Supt., District 284 School Board Members, District 284 Mayor and City Council City Manager BZ :lr 3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447, TELEPHONE (612) 559-2800 11 A CITY OF PLYMOUTH 3400 PLYMOUTH BLVD., PLYMOUTH, MINNESOTA 55447 TELEPHONE (612) 559-2800 MEMO DATE: September 1, 1989 TO: James G. Willis, City Manager FROM: Bob Zitur, Councilmembefj6 SUBJECT RIDE IN SQUAD CAR - Monday, August 28 As I informed your office on Monday, August 28, I rode in the early evening and nighttime hours with Police Officer Luke Way. It was a completely different experience than I have had on my previous rides with police personnel. Each time, Jim, I see new areas of concern in our beautiful City. Patrolman Way is truly a professional officer. I especially noted how he handled young people and the population in general in a humane and caring manner. On two emergency occasions that night, there was another squad car and officer involved in each situation. I noted that these other officers were also very professional. Jim, whenever I hear our squad car or fire truck sirens, day or night, I am always gratified that our officers and fire fighters are out there protecting us and doing their Job. Lastly, I do plan on riding along again at other hours in the near future. cc: Mayor and City Council DATE: TO: FROM: SUBJECT CITY OF PLYMOUTH 3400 PLYMOUTH BLVD., PLYMOUTH, MINNESOTA 55447 TELEPHONE (612) 559-2800 MEMO September 1, 1989 James G. Willis, City Manager Bob Zitur, Councilmembe On a recent trip to view transit systems, transfer stations and recycling centers, I noted that our staff members, Dick Pouliot and Chuck Dillerud, were extremely observant at all locations that we toured. I noted that pictures were taken and data was gathered in a thorough manner. In the future when we are faced with these situations and decisions in our City, we will certainly need input from these two professionals. cc: Mayor and City Council BZ:lr