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Home My WebLink AboutCity Council Packet 05-03-2005 SpecialAgenda City of Plymouth Special City Council Meeting Tuesday, May 3, 2005 6:30 PM City Hall Lunchroom 1. Call to Order 2. Interview youth candidates for boards and commissions 3. Discuss whether to expand mission of Plymouth Advisory Committee on Transit (PACT) to include transportation 4. Consider Zoning Ordinance text amendment to change allowable uses in the C-1 (Convenience Commercial), C-2 Neighborhood Commercial), and C-4 (Community Commercial) districts. City of Plymouth. (2004057) Postponed from March 29) 5. Set future Study Sessions 6. Adjourn Agenda Number: TO: Laurie Ahrens, City Manager FROM: Sandy Paulson, City Clerk, throw at Qvale, Public Services Manager SUBJECT: Youth Advisory Council Interviews DATE: April 28, 2005 for Special Council Meeting of May 3, 2005 Members of the Council will be interviewing youth applicants for openings on the Youth Advisory Council, Environmental Quality Committee, Human Rights Commission, and the Park Recreation Advisory Commission. Attached are the applications, current rosters and attendance charts, and a Resolution appointing students to the various advisory boards. CITY OF PLYMOUTH RESOLUTION 2005— APPOINTING YOUTH MEMBERS TO THE ADVISORY BOARDS AND COMMISSIONS BE IT RESOLVED by the Plymouth City Council that the following individuals are hereby appointed to the designated commissions for terms to expire as listed: Student Advisory Board Kristen Letich Youth Advisory Council Mark McKee Youth Advisory Council Patrick Heffner Youth Advisory Council Ward 4YouthAdvisoryCouncil Christopher Fei Youth Advisory Council Heather Gaudette Youth Advisory Council Aneesh Sohoni Youth Advisory Council At—LargeYouthAdvisoryCouncil At—LargeYouthAdvisoryCouncil At—LargeYouthAdvisoryCouncil At -LargeYouthAdvisoryCouncil At -LargeEnvironmentalQualityCommittee At -LargeEnvironmentalQualityCommittee At -LargePark & Recreation Advisory Commission At -LargeHumanRightsCommission Adopted by the Plymouth City Council on Seat Term Expires Ward 1 June 30, 2006 Ward 2 June 30, 2006 Ward 3 June 30, 2006 Ward 4 June 30, 2006 At—Large June 30, 2006 At—Large June 30, 2006 At—Large June 30, 2006 At—Large June 30, 2006 At—Large June 30, 2006 At—Large June 30, 2006 At -Large June 30, 2006 At -Large June 30, 2006 At -Large June 30, 2006 At -Large June 30, 2006 At -Large June 30, 2006 Agenda Number: 7 DATE: April 29, 2005 for the Special City Council NL eting of May 3, 2005 TO: Laurie Ahrens, City Manager FROM: Pat J. Qvale, Public Services Manager , SUBJECT: DISCUSSION OF PLYMOUTH ADV O Y MMITTEE ON TRANSIT ACTION REQUESTED: Discussion of the expansion of the Plymouth Advisory Commission on Transit (PACT) mission. BACKGROUND: The City Council adopted Resolution 99-497 establishing a transit advisory committee and determining its membership, officers, meetings and duties on November 16, 1999. Since its inception, the committee membership of transit riders and transit service providers serves in an advisory capacity to the City Council and provides recommendations for the operation of the Plymouth Dial -A -Ride and Plymouth Metrolink. The committee work plan includes system administration of the operations, route service planning, facilities planning, and vehicle acquisition needs. The 2005 focus identified in the PACT work plan is to promote the Plymouth Metrolink system. In consideration of the current financial challenges facing the regional transit system, the committee members have volunteered to participate in city events and homeowner association meetings in an effort to increase and maintain ridership. RECOMMENDATIONS AND CONCLUSIONS: The City Council historical documents have been provided for your review. Restructuring of the current committee will require future City Council action. Council can direct staff to prepare a resolution for future council action. attachments: Council Memo November 16, 1999 Resolution No. 99-497 PACT Public Roster PACT 2004 Annual Report and 2005 Work Plan 0:\Engineering\TRANSIT\RESOL\2005\CC Memo_ PACT_ SS_ 05_03_05.doc Agenda Number: DATE: November 1. 2, 1999 for the City Council Meeting of November 16, 1999 TO: Dwight D. Johnson, City Manager through Fred G. Moore, P.E., Director of Public Works FROM: John R. Sweeney, Assistant to Public Works Director SUBJECT: ESTABLISHING THE PLYMOUTH ADVISORY COMMITTEE ON TRANSIT (PACT) AS DIRECTED BY THE CITY COUNCIL ON NOVEMBER 2, 1999 Attached is a draft resolution establishing a formal advisory committee on transit. The resolution details the committee objective, composition, and preliminary areas of concentration. The City should make every effort to obtain the volunteers from regular routes as well as the Dial -A -Ride and Plymouth Flyer Programs and others with an interest in the City's Transit Program. As the committee is formalized and new members are added, additional duties may be added or in some instances deleted from this resolution. John R. Sweeney Assistant to Public Works Director attachments: Resolution CADoc—encs and Settings\khotTman\Local Settings\TenWrary Intemet Files\OLK2\PolicyEstabPACT_CCmem.doc CITY OF PLYMOUTH RESOLUTION NO. 99-497 ESTABLISHING A TRANSIT ADVISORY COMMITTEE AND DETERMINING ITS MEMBERSHIP, OFFICERS, MEETINGS AND DUTIES WHEREAS, since the establishment of the Plymouth Metrolink transit system in 1984, there has been an informal advisory committee commonly known as the Plymouth Advisory Committee on Transit (PACT); and WHEREAS, the Plymouth City Council directed on November 2, 1999 that a more formal body be established to review issues and make recommendations regarding the Plymouth Metrolink transit system; and WHEREAS, City government can directly benefit from the advice and efforts of an advisory committee on transit; NOW, THEREFORE, BE IT HEREBY RESOLVED BY THE CITY COUNCIL OF THE CITY OF PLYMOUTH, MINNESOTA: That: 1. A transit advisory committee is hereby created and officially known as the Plymouth Advisory Committee on Transit (PACT). 2. Its membership shall be appointed by the City Council and consist of seven members with at least four members that are regular users of the Plymouth Metrolink transit system. The members shall serve three year staggered terms subject to a six year maximum as set forth in Council policy. 3. The PACT shall also consist of non voting ad hoc members from the system's providers presently Metro Transit and Laidlaw Transit Services, Inc. 4. The PACT shall select its own chair and vice chair. 5. The PACT shall make recommendations to the City Council as it deems necessary on items or other matters affecting transit in the community. 6. The City Council shall designate a Council coordinating representative each year to be a liaison with the PACT. 7. The City Transit Administrator and others designated by the Public Works Director shall provide staff support for the PACT. 8. Meet on a frequency basis of approximately once per month. Adopted by the City Council on November 16, 1999. CADocuments and Settings\khoffman\Local Settings\Temporary Internet Fi1es\0LK2\Res99-497.doc 04/29/2005 Chair Terry Cheng Vice—Chair Sylvia Gustafson System Users Initially Term Name Appointed Expires Patricia Doten R: 763-559-1164 1-07-03 1-31-06 1040045 th Ave. N. #210 Plymouth, MN 55442 Mary Paprocki R: 763-544-0711 7-11-00 1-31-08 3655 Wellington Lane Plymouth, MN 55441 Carmen Pehler R: 763-559-5956 2-8-05 1-31-08 15705 51St Avenue N Plymouth, MN 55446 cpehler@yahoo.com Vivian Honer 12-09-03 1-31-07 2627 Shenandoah Lane N. Plymouth, MN 55447 At—Large Initially Term Name Appointed Expires Sylvia Gustafson 2-8-05 1-31-08 1755528 th Ave N. Plymouth, MN 55447 Terry Bliss R: 763-913-4595 4-27-04 1-31-06 1134039 th Avenue N. Plymouth, MN 55441 tbliss@mlm.ins.com Terry Cheng R: 763-478-6047 12-09-03 1-31-07 17615 48th Place N. Plymouth, MN 55446 terry.cheng@comcast.com Staff Liaison, Pat Qvale, Public Services Manager, 509-5502 Council Coordinating Representative, Sandy Hewitt, 509-5001 Regular meetings of the Plymouth Advisory Committee on Transit PACT) shall be held on the fourth Wednesday of each month commencing at 7:00 p.m. PLYMOUTH ADVISORY COMMITTEE ON TRANSIT 2004 Annual Report and 2005 Work Plan Plymouth Advisory Committee on Transit Membership There were seven members on the 2004 Plymouth Advisory Committee on Transit PACT), each appointed for a three-year term by the City Council. The committee members annually elect the committee chairperson. Committee members were: Name Position Appointed Term Expires Mike Cagley (Chair) At -Large 19 -DEC -00 31 -JAN -05 Hein Van Laarhoven (Vice Chair) System User 11-JUL-00 31 -JAN -04 Patty Doten System User 07 -JAN -03 31 -JAN -06 Mary Paprocki System User 11-JUL-00 31 -JAN -05 Gary Horner System User 18 -DEC -01 31 -JAN -05 Shirley Hendricks At -Large 19 -DEC -00 31 -JAN -04 William J. Magratten Deceased April 7, 2004 At -Large 18 -JAN -00 31 -JAN -06 Terry Bliss At -Large 27 -APR -04 31 -JAN -06 Terry Cheng At -Large 09 -DEC -03 31 -JAN -07 Vivian Honer System User 09 -DEC -03 31 -JAN -07 PACT serves in an advisory capacity to the City Council. The City Council representative was Councilmember Karl Neset. The committee's ex -officio members include Pat Qvale, City of Plymouth Public Services Manager, George Bentley, G.C. Bentley Associates, Jim Baldwin, Laidlaw Transit Services, Inc. and Jeff Wostrel, Metro Transit. PACT regular meetings were scheduled for the fourth Wednesday of each month at 7:00 PM. During 2004, PACT had eight regular meetings. Members also participated in Plymouth Metrolink's 20th Anniversary celebrations and our 5 Millionth Rider event. Furthermore, on November 16, 1999, the City Council adopted the following resolution outlining PACT objectives, composition and areas of concentration: Transit/P act/Misc/2004 RESOLUTION NO. 99-497 ESTABLISHING A TRANSIT ADVISORY COMMITTEE AND DETERMINING ITS MEMBERSHIP, OFFICERS, MEETINGS AND DUTIES WHEREAS, since the establishment of the Plymouth Metrolink transit system in 1984, there has been an informal advisory committee commonly known as the Plymouth Advisory Committee on Transit (PACT); and WHEREAS, the Plymouth City Council directed on November 2, 1999 that a more formal body be established to review issues and make recommendations regarding the Plymouth Metrolink transit system; and WHEREAS, City government can directly benefit from the advice and efforts of an advisory committee on transit; NOW, THEREFORE, BE IT HEREBY RESOLVED BY THE CITY COUNCIL OF THE CITY OF PLYMOUTH, MINNESOTA: That: 1. A transit advisory committee is hereby created and officially known as the Plymouth Advisory Committee on Transit (PACT). 2. Its membership shall be appointed by the City Council and consist of seven members with at least four members that are regular users of the Plymouth Metrolink transit system. The members shall serve three year staggered terms subject to a six-year maximum as set forth in Council policy. 3. The PACT shall also consist of non-voting ad hoc members from the system's providers presently Metro Transit and Laidlaw Transit Services, Inc. 4. The PACT shall select its own chair and vice chair. 5. The PACT shall make recommendations to the City Council, as it deems necessary on items or other matters affecting transit in the community. 6. The City Council shall designate a Council coordinating representative each year to be a liaison with the PACT. 7. The City Transit Administrator and others designated by the Public Works Director shall provide staff support for the PACT. 8. Meet on a frequency basis of approximately once per month. Adopted by the City Council on November 16, 1999. Transit/Pact/Misc/2004 2 Key Accomplishments for Plymouth Metrolink SYSTEM ADMINISTRATION, OPERATIONS Maintained service during the 44 day Metro Transit bus drivers strike. o Priority service was maintained to downtown destinations using our other provider. o Park and Ride locations and field services were monitored on a daily basis. o Web site communications were updated daily. o Phone calls were transferred to the City of Plymouth to be handled by the Engineering Division support staff. Conducted an independent service -monitoring project in conjunction with City volunteers and the Improve Group. o Both Dial -a -Ride and fixed -route services showed strong results in customer satisfaction, vehicle maintenance and cleanliness, service reliability, passenger volume, and service efficiency. For example: Over 90% of customers are satisfied with the Dial -a -Ride reservation and dispatch procedure. Over 95% of fixed -route observers were satisfied with the speed and safety of their ride and the cleanliness of bus stops. More than 90% of fixed -route and Dial -a -Ride customers reported that they feel stops and buses are safe, reliable and well maintained; drivers confirmed these perceptions. Almost half of Dial -a -Ride customers use the service for work- related purposes with most usage occurring on weekday mornings 59%) and weekday afternoons (62%). Maintained increasing ridership. In 2004, 434,062 passenger trips were provided by Plymouth Metrolink services. This is a 2.6% increase over 2003. Maintained a viable transit reserve fund and monitored state MVET funding for operations. ROUTE/SERVICE PLANNING Reconfiguration of Route 776/777 to provide service to new developments in the northwest section of Plymouth. Transit/P act/Misc/2004 FACILITIES Negotiated a second five-year agreement with Plymouth Covenant Church as a Park and Ride facility for the Plymouth Metrolink system. Completed the public process and site plan approval for Station 73 located at the southeast quadrant of the intersection of State Highway 55 and County Road 73. City Council approval November 23, 2004. Secured Minnesota State Bond funding for $2.5 million and $.5 million in Regional Transit Capital funding for the first phase of Station 73. Station 73 will provide structure parking to accommodate approximately 200 vehicles in the first phase with an additional 80 vehicles in the second phase. The facility will include covered parking, a heated indoor waiting area, and restrooms. Transit/Pact/Misc/2004 4 PLYMOUTH ADVISORY COMMITTEE ON TRANSIT 2005 WORK PLAN Approved by PACT on January 26, 2005 MEMBERSHIP The PACT memhershin will be as follows: Name Position Appointed Term Expires Mike Cagley (Chair) At -Large 19 -DEC -00 31 -JAN -05 Terry Cheng At -Large 09 -DEC -03 31 -JAN -07 Patty Doten System User 07 -JAN -03 31 -JAN -06 Mary Paprocki System User 11-JUL-00 31 -JAN -08 Gary Horner System User 18 -DEC -01 31 -JAN -05 Vivian Honer System User 09 -DEC -03 31 -JAN -07 Terry Bliss At -Large 27 -APR -04 31 -JAN -06 Carmen Pehler System User 08 -FEB -05 31 -JAN -08 Sylvia Gustafson At -Large 08 -FEB -05 31 -JAN -08 A Council coordinating representative, the transit administrator, transit consultant and representatives from the service providers will support the committee. The Engineering Division will provide support staff as the committee's recording secretary. SYSTEM ADMINISTRATION, OPERATIONS Conduct on -board survey in March, 2005 Receive ongoing updates of activities of Suburban Transit Association, MPTA and other organizations and agencies throughout 2005 Monitor legislative activities and receive regular legislative updates Assist in possible planning for service cutbacks if legislative funding is inadequate Review and comment on ridership statistics and service efficiencies on a monthly basis Monitor system compliance with FTA regulations for drug and alcohol testing Review and comment on marketing plans and major marketing strategies throughout 2005 Transit/P act/Misc/2004 Suggest new marketing ideas on an ongoing basis Review/comment on/approve other matters as they become necessary and/or appropriate ROUTE/SERVICE PLANNING Monitor and comment on adequacy of existing transit services on a monthly basis, and identify areas of necessary improvement to maintain ridership. Review new service areas for any concentrated large residential developments. Plan service in response to any state funding shortfalls. FACILITIES Renew Park & Ride lease agreement with Messiah United Methodist Church Review Station 73 project schedule: o February 17, 2005 - Start of Design Development o March 31, 2005 - End of Design Development o June 9, 2005 - Issue of Construction Documents o July 14, 2005 - Bid Opening o August 1, 2005 - Construction Start o April 28, 2005 - Substantial Completion Assist in identification and planning relative to additional Park & Ride lot locations VEHICLES Identify and discuss future transit vehicle procurement needs in conjunction with Metropolitan Council. $2.6M of regional transit capital funding has been identified for eight large 40 -foot buses in 2005. Monitor bus maintenance issues as appropriate TransiUPact/Misc/2004 Minnesota —ItattwiJc FrciAt Man Planning Context Minnesota Statewide Minnesota Statewide Transpartation Pian Freight Pian de Freight Plan Objectives LF;Definelassess existing/future freight system r- Identify significant needs, trends and issues V Recommend strategies/actions/investments ir•.Identify key freight system performance measures IV Pursue partnerships (public-private and public -public) Freight and Minnesota's Economy U Freight -dependent industries: IF 9,000 manufacturers V28,000 retail stores IF 15,000 wholesale trade companies KR3,000 agricultural businesses 19 These industries together employ nearly 50% of MN workers Minnesota's quaffty of life depends In pari on our ability to rnoVe people and goods eff(clently." Governor Tim Paivlenty 12!22!64 Freight Flows Mode by Weight Mode by Value W.Wr water 6% Nr 1% onininer HnTl ei`A C—tni.-Hall AJ, H vi 91% ...;£ Truck'""-„ Track In 2001, 635 million tons of freight Valued at $562 billion dollars was transported on all modes in Minnesota. Growth in Freight 2001 MAE102020 Truck Rail Water Air M ode Twin Cities Freight Issues V.Delays from congestion on roadways lOmpacts of increasing truck traffic tttUmited intermodal (truck -rail) capacity lulnadequate connector roadways InPressures on working river 161nability to locate trucking terminals vNo direct infI air cargo service rNo direct intermodal rail service to L.A. IoUnsecured & vulnerable infrastructure_ Statewide Freight Policy Provide an integrated system of freight transportation in Minnesota—highway, rail, water, air cargo and intermodal terminals—that offers safe, reliable, and competitive access i statewide, national and international markets." o4--tl, 4K(3 J,-ri,/ZA 1,, . -L; 1`-i _"jr rt -ri Y • c i C..l a l I 1 Yl'r'Lr' ` S err c c° 4e h,,;.,,,1k Statewide Freight Plan Freight Policy 1 Policy Directions a Strategies I Action Plan investment proposals -Performance measures Program changes -Research Regulatory changes -Analytical Foo€sldata Planning guidance -Partnerships 1. Improve the Condition, Connectivity, and Capacity of Statewide Freight Infrastructure Mimprove roadways/bridges carrying significant truck volumes IVRefocus Mn/DOT's freight programs ({tort development, rail rehab) 9=improve intermodal terminals (ports, truck-rall) YDevetop interconnected 10 -ton roadway system Pursue NHS Intermodal Connector designations EEvaluate rail shuttle train trends far response Improve the Condition, Connectivity, and Capacity of National & International Freight Infrastructure Serving Minnesota KImprove national trade corridors (e.g., I-94, 1-35) Cinitiate direct intermodal container rail service to southern California from Minnesota rEiiminate bottlenecks on national rail corridors serving Minnesota (e.g., Chicago) rEstablish an International Air Cargo Regional Distribution Center to support direct international airfreight service rSupport increased efficiency and capacity at Upper Mississippi River and Sault Ste. Marie locks ESupport study of Great Lakes locks for fA I 1r 4, o' L-Or C _ 3. Enhance the Operational Performance and Safety of Statewide Freight Systems rAddress performance (speed & safety) needs on roads with significant truck volumes KContinue improving at -grade rail crossings via consolidation, gates/signals, grade separations WImplement a Statewide Heavy Truck Safety Program to reduce truck crashes WImplement ITS and operational strategies to improve freight movement r-Assess/improve availability of commercial vehicle parking along major highways 4. Enhance the integration of Freight into Regional and State Transportation Planning and Investment Decisions 1KCeveloP & monitor freight performance measures & indicators; set targets L'Strengthen freight criteria in Twin Cities metro and statewide planning and investment decisions FProvide.technical assistance to improve freight planning IkCoordin ate with FHWA Strategies gMaintain effective research program to identify industry issuestinnovative solutions 5. Strengthen Partnerships to Address Significant Freight Issues leStrengthen public sector partnerships to advance freight polices, strategies and tools elPromote regional and local collaboration to improve freight facilitylland use compatibility ISContinue to participate in carrier and shipper forums, including MN Freight Advisory Committee I&Participate in multi -state and U.S. border coalitions to improve border security IrParticipate in multi -state corridortregional freight coalitions WSeek public-private partnerships for project financing 6. Streamline and Improve the Effectiveness of Motor Carrier Requfatory Activities Structure the State's Commercial Vehicle Weight -Enforcement Program to achieve performance targets; assess benefits and costs lrrDeploy new tech no log ieslpractices that improve motor carrier regulatory compliance W -Examine costs/benefits of proposed changes to truck size & weight regulations to facilitate policy decisions Evaluate differences in truck size & weight laws between Minnesota and surrounding jurisdictions; pursue changes, as warranted Freight Performance Measures TruckinglHighways LlExisting measures for highwaylbridge performance PPercent of major generators portslterminalsiother major generators) with appropriate roadway access to Interregional Corridors (IRCs) and other major highways W6eneftt of truck weight enforcement on pavement service life WHeavy truck crash rate (three-year average) 6INumbur of heavy truck -related fatalities three-year average) Freight Performance Measures Rail IEPercent rail track -miles with track speeds 25 mph WIDercent rail track-mlles with 286,000 -pound reilc capacity rating UPercent major generators (ports/terminals/ major Ngenerators) with appropriate rail access PTotal crashes at at -grade crossings (three-year average) VPercent at -grade crossings meeting grade - separation guidelines KNumber of fatalities at at -grade rail crossings it (three-year average) Freight Performance Measures Waterways WAverage delay time at river locks Air Cargo LAvailabillty of direct international air cargo freighter service Percent of facilities with air cargo operations and appropriate roadway access. Performance Indicators WShipment rates for selected commodities, modes, and regional and national markets 10MGde share—amount of freight carried by each mode, by major commodity groups ISGeographic market share—tonnage and value of shipments to/from the state, by major commodity groups, to major trading partners Travel time for selected commodities, modes, and regional and national markets. Freight Criteria in Investments and Decision -Making Congestlon—use passenger -car equivalents (PCEs) of trucks when calculating volume to capacity ratios (VIC) AirOrralltV—estimate truck emissions separately from autos Cost of delay—cafculatetruck costs separately from autos Safe —identify truck crashes separately from autos Corrido_____.__rpriority onsidertruck counts (HCAoT) and tonnagelvalus of freight carried Multi -modal plans—include separate freight element in transportation plans to capture multimodal freight needs Modal trnpacts--assess cross -modal impacts of proposed projects; evaluate potential for freight modal diversion jar minr esata `'--jta-tr-wijc weight lan DRAFT esota Statewide ransportation Operations Development ambridge Systematics, Inc SRF Consulting Group, Inc. March 2005 DRAFT Minnesota Stateuvide s=leight Plan 1.O Introduction March 2005 Before the 1990s, state departments of transportation tended to focus on passenger transportation facilities. Freight transportation was traditionally privately owned and operated, subject to varying degrees of government regulatory oversight. Under the impetus of Federal transportation legislation [Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and Transportation Equity Act for the 21st Century (TEA -21)], and with a policy commitment to freight demonstrated in the Minnesota Department of Transportation's (Mn/DOT) Statewide Transportation Plan (2003), Mn/DOT has developed this first-ever Statewide Freight Plan. The Minnesota Statewide Freight Plan is a multimodal plan that identifies significant freight system trends, needs, and issues. The Plan presents a framework that includes recommended freight policies, strategies, and performance measures that will guide investment decision- making. The Plan will help guide follow-on actions for improving the freight transportation system and suggests appropriate roles for Mn/DOT and stakeholders. An efficient freight system is an essential ingredient for enhancing the state's economic competitiveness in the national and global marketplace. In 2001, more than 636 million tons of freight moved in and through Minnesota with a value of $562 billion, an amount equivalent to 129 tons and $114,000 per resident. This is projected to grow to 1,019 billion tons 60 percent increase) and $1.171 trillion value (108 percent increase) by 2020. Freight movement is essential for Minnesota's 9,000 manufacturers, 28,000 retail stores, 15,000 wholesale trade companies, and 3,000 agricultural businesses. These industries together employ nearly 50 percent of the state's workers. Preserving and enhancing the freight system is critical to maintaining a high quality of life expected by Minnesota's residents. Mn/DOT's planning and programming process is governed by its Strategic Plan, which identifies three strategic directions, and by the Statewide Transportation Plan, which includes 10 policies to implement those strategic directions. The Statewide Freight Plan adapts those strategic directions and policies to freight transportation, and defines performance measures specifically for freight within these directions and policies. The Statewide Freight Plan further recognizes the importance of clearly articulating the position of Mn/DOT with respect to freight trausportation and introduces the following freight specific policy: Provide an integrated system of freight transportation in Minnesota highway, rail, water, air cargo, and intermodal terminals — that offers safe, reliable, and competitive access to statewide, national, and international markets. Introduction 1-1 DRAFT Minnesota State1)vide Freight Pian March 2005 This freight policy recognizes the importance of all modes for a balanced freight transportation system, the need for connections between modes, and finally, that efficient access to expanding markets is increasingly significant to Minnesota businesses operating in a global economy. The findings of the Plan that support this policy are documented in this report, organized as follows: Chapter 2 documents the inventory of the existing freight system in Minnesota. This freight system is multimodal in nature and includes highway (commercial vehicle operations), rail, waterway, intermodal, and air cargo transportation. Chapter 3 documents existing and future freight flows in Minnesota. Existing freight flows were developed from freight database acquired by Mn/DOT. The 2020 forecasts were developed by applying the national forecasts developed for the Federal Highway Administration's (FHWA) Freight Analysis Framework to the counties and external regions in the Minnesota database. Chapter 4 documents "bottlenecks" in the freight system. These bottlenecks result from deficiencies in design, condition, connectivity, and operation of the system. Chapter 5 documents Mn/DOT's existing freight programs, the linking of freight programs with other activities, and the development of public private partnerships. Chapter 6 documents economic, logistic, and policy trends that will influence the shipment of freight. Chapter 7 documents proposed freight performance measures, the relationship of those performance measures to state transportation policies, and the prioritization of those performance measures. Chapter 8 documents the proposed freight policy, policy directions, and strategic recommendations to improve the transportation of freight now and in the future. Chapter 9 documents the next step in the planning process, the public and stakeholder participation component. 1.2 In troductioli DRAFT Minnesota Statelvide Freight Plan March 2005 2.O Infrastructure This chapter describes Minnesota's primary freight transportation infrastructure, which is defined as follows: Roadways; Railroads; Ports and waterways; Air cargo facilities; Intermodal facilities; and Border crossings. 2.1 Highways Trucks are an important mode for moving high-value goods in Minnesota and nationally, and use designated roadway networks. In addition to the roadways designated by the state and federal governments, local roadways serve as important connectors between freight generating and receiving facilities (farms, processing plants, manufacturing centers, and distribution centers) and the primary roadway network.' The following sections describe the components of the highway system. 2.1.1 The interstate/NHS and STRAHNET The National Highway System (NHS) was developed by the United States Department of Transportation (DOT) in cooperation with states, municipalities, and metropolitan planning organizations (MPO). The NHS includes interstate roadways, the Strategic Highway Network STRA.HNBT), which is the system of public highways that provide access, continuity, and emergency transportation of military personnel and equipment, some of the roadways 1 SRF Consulting Group, Inc., Adequacy of Freight Connectors to Interrcgional Corridors and Major Higliways, Minnesota Department of Transportation, June 2003. Infrastruciure 2-1 DRAFT Minnesota Statewide Freight Plan March 2005 designated as principal arterials, STRAHNET connectors, and intermodal connectors.' The NHS system in Minnesota is approximately 3,924 miles long, and includes two intermodal connectors. Figure 2.1 shows these systems (the intermodal connectors are shown later in Figure 2.9). 2.1.2The National Truck Network and Minnesota Twin Trailer Network The National Truck Network (NTN) consists of designated roadways throughout the United States that allow Long Combination Vehicles (LCV), semi -trailer trucks with two trailers, and single -trailer trucks with an extra long trailer. In Minnesota, 4,904 miles of roadway are part of the National Truck Network. The NTN is supplemented by Minnesota's Twin Trailer Network TTN), a system of other trunk and local highways on which LCVs also may operate. Figure 2.2 shows these systems. 2.'1.3 The Interregional Corridor System A statewide, 2,926 -mile Interregional Corridor (IRC) system was officially designated by Mn/DOT in 1999. The goal of the IRC system is to enhance the economic vitality of the state by providing safe, timely, and efficient movement of goods and people. As shown in Figure 2.3, the IRC system is made up of roadways from the state's trunk highway system. The IRC system is divided into two primary categories:' 1. High-priority IRCs — These routes connect the Twin Cities metropolitan area (Level 0) trade center with primary (Level 1) trade centers. This category consists of 1,157 miles of roadway; and 2. Medium. -priority IRCs — These routes connect the secondary (Level 2) trade centers to each other and to the high-priority (Levels 0 and 1) trade centers. This category consists of 1,769 miles of roadway. z Federal Highway Administration, Vvhat is tl?e National Highway System.?, http://www,fhwa.dot.gov/heplO/nhs. 3 Minnesota Department of Transportation, Statewide Interregional Corridor Study, 2003. 2.2 Infrastructure DRAFT Minnesota Statewide Freight Plan March 2005 Figure 2.1 The National Highway System and STRAWNET ADS k e F Lazo'supo for j f Aj E STATEVVIDEFREIGHTFLAN INTERSTATE HIGHWAYS NATIONAL HIGHWAY SYSTEM STRAHNET (Interstates) as m CT OAL+hIGT Innn 1.,1...x-++r.o7 a s b s44 sX—T- 7, cites 1 4 U.9. PORT OF ENTRY.... . yl; ,jam BurMr+of Trar6porfaBon 514545up 14 Infrastructure 2-: DRAFT Minnesota Statevvide Freight Plan March 2005 Figure 2.2 The National Truck Network and Minnesota Twin Trailer Network I, Moro Area Inset 7*1 CANADA Lako Supor& jj STA TEIA IDE FREJ GHT F "N NATIONAL TRUCK NETWORK 41 j —MINNESOTA TWIN TRAILER NETWORK 3N.8, PORT OF ENTRY Source: &meau alTmfisportotkn SU03UM u7 I N 2-4 Infrastructure DRAFT Minnesota Statewide Freight Pian Figure 2.3 Interregional Corridors March, 2005 Metro Area Inset ir'Y:5 •.ill =r}: i+ STATEWIDE FREIGHT PLAN Regional Trade Centers Love! 0 Twin Cikkco Me4o Area V Leve! 1 0 Lerei 2 Loves 3 High PnC Pn IR Mudiwlx Pliodyy IRC Ottxev 1,4mipal Aderials u -S. Pui.Xt;,iay f P. y - T:, - L 59usGe }.11nnC'sGlab'epd!nJy[gi iEanSl+uEiB!iun Infrastrtrcturg 2-5 DRAFT Minnesota Statewide Freight Plan March 2005 2.1.4The =I®'ton Network - "Last Mile Connection" In addition to the Federal- and state -designated routes, local system roadways play an important role in freight movement. City and county routes that receive state aid funding generally connect freight generating/receiving facilities to the state and Federal systems. These roadways are often referred to as the "last mile" of [he system. Mn/DOT is currently assisting county efforts in developing a 10 -ton network of roads that are capable of withstanding heavy trucks; these 10 -ton roads provide important connections between intermodal freight facilities/major freight generators and the IRC system. 2.1.5 Ancillary Roadway Facilities Truck Weigh and Inspection Stations Truck weigh and inspection stations, owned by Mn/DOT and operated by the Minnesota Department of Public Safety — State Patrol, are located at entry points into Minnesota on the interstate highway system. Enforcement at these stations is intended to ensure that trucks do not exceed the prescribed legal size and weight limits. Weigh and inspection stations also ensure that commercial vehicles are in safe operating condition, and that drivers are complying with regulations such as hours of service and driver credentials. In addition to the permanent facilities shown in Figure 2.4, Minnesota State Patrol operates portable scales and conducts inspections at numerous temporary locations. Safety Rest Areas Another important category of highway support facilities are rest areas suitable for commercial vehicles. An adequate system of rest areas is critical to highway safety. Due to the safety concerns identified by the U.S. DOT and other agencies, regulations and rules regarding driver hours of operation have been recently strengthened. The new regulations underscore the importance of having enough high-capacity truck rest areas for long-haul freight carriers. Figure 2.4 also shows the locations of Mn/DOT's 42 Class I safety rest areas that can accommodate commercial vehicles. 2.6 infrastructure DP.AFT A3,]innoscta Statewide Freight Plan March 2005 Figure 2.4 Safety Rest Stations and Weigh/Inspection Stations vNi n_i r4 L_ 6 hn - U " 4` STATEWIDE FREIGHT PLAN SAFETY REST STATIONS 0 WEIGH AND INSPECTION STATIONS INTERSTATES L U.S. PORT OF ENTRY { ) Zi 71 CEJ r= _ 5awre 1eSinnesoL O aarhnen: nF 7rans xdal cn 4 L I.nfrastrUGC- ire 2-7 DRAFT Minnesota Statevvide Freight Plan March 2005 2.2 Railroads The rail network in Minnesota is important for moving heavy bulk goods and a variety of commodities. Twenty --three railroad companies and two private industries haul rail freight in Minnesota on approximately 4,559 miles of track.' The rail companies are divided into three classes, established by the federal Surface Transportation Board. These classes are based upon the railroad company's gross operating revenues and generally reflect the type of service provided: long --haul, regional, and local. Smaller railroads frequently interchange with larger railroads for the exchange of carload traffic destined for longer distances. 2.2.1 Railroads by Class Carriers known as Class I have annual gross operating revenues over $256.4 million. In general, they are considered long --haul carriers. The Class I companies operate 3,077 miles of rail lines in Minnesota and include: Burlington Northern Santa Fe Railway (1,749.8 miles); Canadian National Railway (239.6 miles); Canadian Pacific Railway (772 miles); and Union Pacific Railroad (511.3 miles). Class II railroads, also referred to as regional railroads, operate a total of 1,096 miles of rail lines in Minnesota and have gross operating revenues between $20.5 million and $256.4 million. Class II railroads in the state include: Dakota, Minnesota and Eastern Railroad (293.9 miles); Duluth, Missabe and Iron Rauge Railway (259.3 miles); Duluth, Winnipeg and Pacific Railway (155.3 miles); Iowa, Chicago & Eastern Railroad (205.1 miles); Red River Valley & Western Railroad (1.5 miles); Twin Cities & Western Railroad Company (159.3 miles); and Wisconsin Central Ltd. (22 miles). 4 Minnesota Statewide Transportation. Plan.: Moving People and Freight from 2003 to 2023, Minnesota Department of Transportation, 2003, pp. 3--10. 2_8 Infrasbucture DJ--WT'Minnesota Statewide Freight Plan March 2005 Class III carriers, also referred to as Local Railroads or Shortline Railroads, operate approximately 642 miles of line in Minnesota and have annual gross operating revenues of less than $20.5 million.' Class III railroads in the state include: Cedar River Railroad (18.5 miles); Dakota Rail, Inc. (48.4 miles); Duluth and Northeastern Railroad (1.9 miles); Minnesota Commercial Railway Company (51.7 miles); Minnesota Northern Railroad, Inc. (169.1 miles); Minnesota Prairie Line (94.7 miles); Minnesota Southern Railway (41.5 miles); Minnesota, Dakota and Western Railway (7.6 miles); Northern Plains Railroad (45.6 miles); Otter Tail Valley Railroad (72.9 miles); Progressive Rail Inc. (12.2 miles); St. Croix Valley Railroad Company (46.9 miles); and St. Louis & Lake Counties Regional Rail Authority (31.3 miles). Figure 2.5 shows Minnesota railroads by class. This figure also shows the Strategic Railroad Network (STRACNET), the railroad equivalent of the STRAHNET. 2.2.2Service (Trains Per Day) The railway system in Minnesota operates service on a variety of schedules. In general, the higher the rail class, the more daily trains and the greater tonnage. Figure 2.6 identifies the number of trains operating per day by rail corridor. s Minnesota Statewide Transportation PIan, pp. 3-10. Infrastructure 2-9 DRAFT Minnesota Statewide Freight Plan March 2005 Figure 2.5 Minnesota Rail Classes and STRACNET i i CANADA I Wkitvvmd 7. I 4 71 Lake Sepenbr i..-4a:k-, V i Lrs w i f _ STATEWIDE FRIGHT r- LAN r - F- Reil Classes by, Annual Operating Revenues f C5C5 i - GREATER THAN 3146 ASumom 2 u 9ETWERN 621),4 ANO $168 MILLION 7 3 = UESS THAN 620.4 MILLION I ARIVAYE EITHER MININO OR FYCGURSION STRACWT1- ai U.S.PORTOFENTRY Q¢j f Source: NinrmOallepaxhnenlofTramporlation, 1 _ ,,, ' !„. Office of Freight and Commercial Vehkle Operations, u f l ` Fabrwry12, 2003 rH 2-10 Infrastructure DRAi-T )Wiroesota Statewicle Freight Plan March 2055 Figure 2.6 Number of Trains Per Day by Rail Corridor Metro Area Inset i,r'i `-iP'l0A m F 1, 1 is 3 STATEWIDE FREIGHT PLAN Number of Trains Less than 1 A k 5 ti 21.35 x Not In Use S U.S. PORT OF ENTRY 5;•urcE. iArrtresula f:•npailnv.;nl of TsansF,:lahq i, r' cifcanrFraighl9nANcmmercralVehuls. F. LZY . L Fskiva y t2.2L63 Y n; rasir"uctcfre 2-11 DRAFT Minnesota Statewide Freight Alan March 2005 2.3 Parts and Waterways Minnesota is served by two waterway systems: the Mississippi River and the Great Lakes/St. Lawrence Seaway. These bodies of water provide a low-cost, effective means of transporting bulk products over long distances. Figure 2.7 shows the location of ports, locks, and dams on the Mississippi River and Great Lakes systems serving Minnesota and Wisconsin. 2.3.1 The Mississippi River System The Mississippi River system, which also includes 23 navigable miles of the St. Croix River and 14.7 navigable miles of the Minnesota River, connects Minnesota with the international port at New Orleans, Within Minnesota, the system is 222 miles long and encompasses five port areas Savage, Minneapolis, St. Paul, Red Wing, and Winona) and a series of 11 locks and dams. The U.S. Army Corps of Engineers dredges a channel to accommodate a nine -foot draft, and operates all locks and dams on the Mississippi River system from the Twin Cities to St. Louis, Missouri.' Local authorities and private companies act as local port authorities. In the ports of St. Paul, Red Wing, and Winona, local port authorities own facilities that ship and receive products via the Mississippi River. The City of Minneapolis acts as a port authority, contracts out the management of the city -owned facility, and keeps the profits or assumes the losses generated by the facility.' In Savage, all of the terminals are owned and operated by private companies. Barges are used to haul freight up and down the Mississippi River between the Twin Cities and New Orleans.' The Mississippi River system in Minnesota remains in operation for approximately eight months of the year, from the middle of March through November, when it closes in anticipation of ice. River Transportation in. Minnesota, Minnesota Department of Transportation, Ports and Waterways Section, 2001, pp. 10, 43. 7 Ibid. a River Transportation. in. Minnesota, Minnesota Department of Transportation, Ports and Waterway Section, 2001., p. 22. 2-12 Infi astructtire DRAFT Arlinnesota Statewide Freight Plan March 2005 Figure 2.7 Ports, Locks, and Dams (River and Lake) Metro`Area inset k -k k sc 9 iJ iI h_ 65 L:IY(•5(1(1flYlf L9 ami L 04i i L k'Ja}ca i in STATEWIDE FREIGHT PLAN 0A DRIVER PORTS LAKE PORTS t N LOCKS AND DAMS U.S. PORT OF ENTRY b Scare- FureeoiTsansoo€IatubtnS1Sucs lowlawedLi' a t infrastructure 2-13 DRAFT Minnesota Statovidde Freight Plan March 2005 2.3.2The Great Lakes System Minnesota has four ports on Lake Superior; Duluth, Two Harbors, Silver Bay, and Taconite Harbor. In 2002, these ports handled a total of 63.7 million tons of freight. The taconite industry in Minnesota accounts for a major part of freight transported on Lake Superior.' The U.S. Corps of Engineers and the Canadian government operate the locks on the Great Lakes/St. Lawrence Seaway system and maintain a 29 -foot -deep navigational channel.10 In the port of Dnluth, the Seaway Port Authority of Duluth owns some of the facilities that ship and receive products via Lake Superior. The remaining Duluth Port facilities are privately owned and operated. In the three other Lake Superior ports, the facilities are owned and operated by private companies. A wide variety of ships are used to haul freight from Lake Superior to international desti- nations. Ocean bulls freighters and ocean cargo vessels are used to carry dry bulk, general cargo, break bulk, specialty bulk commodities, bull-, grain, and processed agricultural products from the Great Lakes to destinations around the world. Ocean bulk freighters and ocean cargo vessels are limited in size by the length and width of locks on the seaway portion of the system." Lake bulk carriers, also known as lakers, are the most common large commercial ship operating on the Great Lakes. Lakers carry dry bulk commodities such as grain, limestone, coal, iron ore, and taconite pellets. The lakers are up to 1,000 feet long and can carry up to 66,000 tons of cargo. The large bulls lakers stay within the upper four Great Lakes (Superior, Huron, Michigan, and Erie) because they are too large to enter the Welland Canal portion of the seaway system that will give them access to Lake Ontario. In addition to the dry bulk lakers, lake tanker vessels carry hquid cargo such as petroleum, chemicals, or industrial molasses. Lake tanker vessels can carry up to 19,000 tons or about 5.7 million gallons.12 The lake port system in Minnesota is typically open for service nine months of the year, from March 25 to January 15, when it closes due to ice, 9 Great Lakes Transportation. in, Minnesota, Minnesota Department of Transportation, Ports and Waterways Section, 1.994, p. 3. 10 [bid., p. 3. bid., Mn/ DOT, Ports and Waterways Section,1994, pp. 4, 21. 12 [bid., Mn/DOT, Ports and Waterways Section,1994, pp. 4, 21. 2-14 Infrastructure DRAFT Minnesota Statewide Freight Plan March 2005 2.4 Air Cargo Airports in Minnesota provide a direct link to economic hubs and metropolitan areas throughout the United States and the world. The aviation system in Minnesota is the preferred mode for moving high-value or time -sensitive goods over long distances. Firms in Minnesota are limited in their ability to connect with international destinations. Because more frequent international service is available in Chicago, air cargo is often shipped there via truck, and then sent by air to international destinations. Minnesota has 143 public -use airports dispersed throughout the state. A majority of these facilities are used for general aviation. As shown in Figure 2.8, there are only 24 airports in the state with measurable air cargo activity. Of the 24, nine are capable of providing dedicated air cargo services." The freight airports in Minnesota fall into three categories: major, local/regional, and on -demand air cargo service airports. Major airports have scheduled air cargo service with jet aircraft. Minneapolis -St. Paul International (MSP), Duluth International, and Rochester International airports belong to this category.14 Ninety percent of the air cargo moving into and out of the state goes through MSP, while Duluth and Rochester account for seven percent. The remaining three percent moves through other local and on --demand airports, 2.5 intermodal Terminals Intermodal" refers to the transfer of freight from one mode of transportation to another. Intermodal freight facilities include container cargo transfer facilities, elevators, terminals, vehicle ramps, and other fixed locations where freight is transferred between modes or systems (truck, rail, water, and air). U.S. DOT has identified 69 intermodal facilities in Minnesota. Figure 2.9 shows that many of the intermodal facilities are located near major rivers and lake terminal areas such as Duluth, Twin Cities, Winona, and Red Wing. 2.5.1 Dail Container Facilities Served by Highway Container transfer facilities (Trailers on Flat Car (TOFC)/Containers on Flat Car (COFC)) handle rail--to-truck and truck -to -rail transfers in sealed units. They are the most common type of intermodal transfer facility. There are four container transfer facilities in Minnesota, two of which are in the Twin Cities. bid., pp. 3-7. Minnesota Statewide Air Cargo Study, TAMS Consultants, Inc., 1999, p. 14. Infrasta icture 2-15 DRAFT Minnesota Statewide Freight Plan March 2005 Figure 2.8 Minnesota Airports SMS .:-,.tau y y, `7h6T rerFeSs f 7 ' k _ ' l5 s_X r t y A1n7a+N1 a CANADA s iry - i orn Lpkp SUpprMY f F f o 111 f Q S + MSP INTERNATIONAL AIRPORT GJ . z r; MAJOR A1R CARGO SLRVICE L CANADA s iry - i orn Lpkp SUpprMY 2-16 infrastructure f STATEWIDE FREIGHT FLAN MSP INTERNATIONAL AIRPORT MAJOR A1R CARGO SLRVICE LOCAVREOIONALSERVICE Y elni 1_J 1' U.3. PORT OF ENTRY Asni aap`dfrs S%m: Wmamti0epartrmlof ransp ildon Jf 2-16 infrastructure DRAFT Nlinnesota Siateavide Freight Plan Figure 2.9 Locations of Intermodal Facilities March 2005 Metro Area Inset F Intermodal Connector LaFi Sup..., V Intermodal Connector S, sr _ 49 00 Duluth Inset f STATEWDE FREIGHT PLAN Aj _ Container Transfer Facilities Nun -Port -Related Transfer Facilities Port -Belated Transfer Facilities 9* U.S. PORT OF ENTRY S0u!ce 6oieau&Tta"iafwStatist= t] 4 - . - r Winona inset Infrastructure 2-17 DRAFT Minnesota Statewide Freight Plan March 2005 One facility is located in northeast Minneapolis and is operated by the Canadian Pacific Rail System. This terminal handles approximately 30 percent of the regional container traffic. The second facility is in St. Paul and is operated by Burlington Northern Santa Fe. This terminal handles 70 percent of containerized traffic in the region.15 Figure 2.9 shows the location of these facilities.16 Other container facilities are located in the Greater Minnesota cities of Dilworth and International Falls. No data is presently available on the amount of container traffic at these locations; however, the number is small when compared to the Twin Cities. 2.5.2 Port Facilities Served by Highway and Bail Twenty --eight intermodal terminals in Minnesota transfer bulk materials between port facilities and highways. Four of these port facilities are at the Lake Superior Port of Duluth (three of these are Lake Superior bulls port facilities with railroad connections for shipping metallic ores). Twenty-four are on the Mississippi or Minnesota River. 2.5.30ther Bulk Facilities Served by Highway Thirty-three of the intermodal terminals in Minnesota are bulk rail facilities with highway connections. Eleven of these facilities are served by the Canadian Pacific Railroad, 10 are served by Union Pacific Railroad, eight are served by Burlington Northern Santa Fe Railroad, and four are served by the Minnesota Commercial Railroad. 2.5.4 intermodal Connectors Intermodal connectors are the public roads leading to major intermodal terminals that have a critical bearing on the efficient operation of that facility." Minnesota presently has two intermodal connectors identified, as shown previously in Figure 2.9. These connectors link the highway system to the Minneapolis -St. Paul International Airport and the Duluth seaport. 15Percent is based on the number of lifts at these two locations. The other three locations in Minnesota have minimal activity when compared to these facilities. Also, the Twin Cities Opera- tions are considered small when compared to the amount of container activity moved through Chicago 762001 Twin Cities Transportation System Performance Audit, Metropolitan Council, 2001, p. 84. 17The Role of the National Highway System Connectors: fndir.stry Context and fssr.ces, U.S. DOT Fl-1WA, 1999, p. 4. 2-18 Infrastructure LRAFTMinnesota Statewide Freight Ran March 2005 0 2.6 The Minnesota Border -Crossing Network Minnesota's border with Canada has eight ports of entry that accommodate truck and/or rail transportation. These border crossings account for 1.6 percent of total loaded truck containers and 18.7 percent of total loaded train containers moved by truck or train from Canada into the United States. Freight movement occurs at seven of these crossings: Baudette; Grand Portage; International Falls (including the Ranier railroad crossing); Noyes; Pinecreek; Roseau; and Warroad." The port of entry in Lancaster, Minnesota has no recorded data associated with freight movements. Figure 2.10 shows the ports of entry to Minnesota, including Lancaster. In addition to the border crossings in Minnesota, the port of entry in Pembina, North Dakota also serves freight flows into the state. Many trucks from Canada enter at Pembina and use Interstate 29 until it connects to Interstate 94, which travels through Minnesota. Figure 2.10 Minnesota's Border -Crossing Network E iYtaTr1§ot a STATEWIDE FROGHT PLAy U.S.POA74F ENTRY Pamtrna Lancasler l n_ s saw: a re«sr ua Roseau Warroad n_aF;o Pinep'eek jC Intemational FeftlRanier N Grand Portage sa z, t7 Ya r n rJ . Border crossing/entry data from the U.S. Department of Transportation, Bureau of Transporta- tion Statistics, available at http://www.bts.gov/programs/international/border_ crossing_entry_data; data from U.S, Customs Service, Mission Support Services, Office of Field Operations, Operations Management Database, Infrastructure 2-19 DRAFT ?Winnesota Statevvide Freight Plan 3.0 Freight Flows March .2005 Understanding the flow of freight by weight provides insights into the infrastructure needs in Minnesota (e.g., pavement, tracks, capacity). Understanding the flow of freight by value provides insights into the economic impact of freight (e.g., cost of shipping, economic development, location of markets). In order to provide this understanding, Mn/DOT acquired the commercial 2001 TRANSEARCH® freight database from Reebie Associates. This database is the accepted standard for freight analysis and is widely used in state and Federal studies. It is based on expansions of surveys of freight shippers and carriers of manufactured products, commodities used as raw materials, and agricultural and mining. While it does not include retail and urban freight shipments, it does include the intrastate and interstate freight flows that constitute most of the freight moved on the system described in Chapter 2. The forecast of freight flows to 2020 was based on the state -to -state forecasts developed for the Federal Highway Administration's Freight Analysis Framework project (FAF). The FAF used an economic model of the United States to forecast commodity shipments. The projected rates of change in those shipments were applied to the 2001 Minnesota data. An analysis of the 2001 data showed 636 million tons of freight — four percent of the U.S. total — moving annually on the transportation system in Minnesota. The freight was valued at $560 billion, or six percent of the U.S. total, and was fairly evenly distributed by direction (inbound, outbound, intrastate, through) as shown in Figures 3.1 and 3.2. Figure 3.1 Directional Flows by Weight— Annual Tons (in Millions) Inbound 132.8 M 21% Through 142.0 M 22% Outbound 152.4 M 24% Intrastate 208.4 M 33% Fraight Flovnfs 3-1 DRAFT Minnesota Statewide Freight Plan March 2005 Figure 3.2 Directional Flows by !Value —Annual Dollars (in Billions) Inbound 121.0 22% Through 159.2 28% Outbound 115.7 21% Intrastate 166.4 29% By 2020, the weight of freight shipped in, out, within, and through Minnesota is expected to reach 1,019 billion tons, an increase of 60 percent over 2001. This will significantly increase freight transportation demand on the state's infrastructure. While intrastate flows are expected to grow slightly more than other trip types, the relative balance shown in Figure 3.1 is forecast to remain nearly unchanged. The value of Minnesota's freight flows is forecast to increase from 562 billion to $1.171 trillion between 2001 and 2020, more than doubling the current value of shipments. The growth rate in value is significantly higher than the growth rate for tons. This indicates that in 2020 the shipment of high-value goods will increase relative to 2001, while the shipment of low -value goods will decrease. The distribution of value among each of the trip types will remain largely unchanged from that shown in Figure 3.2. As shown in Figures 3.1 and 3.2, nearly 22% of the freight tonnage and 28% of the value moving on the transportation system in Minnesota has neither an origin nor destination in the state, but rather serves the national economy. The vast majority of the freight traveling through Minnesota is generated by the Midwest, Plains, and Mountain states, which are also major trading partners for Minnesota. In addition, Minnesota serves as a major gateway for freight shipped to and from Canada. Overall, the freight shipped through Minnesota is split almost equally between rail and truck. The commodities moving through Minnesota are primarily bulk freight such as farm and food products, coal, chemicals and lumber. 3,1 Freight Origins and Destinations Minnesota's trading partners provide markets for its producing industries and serve as suppliers to Minnesota's consuming industries. Those markets, defined by regions of the United States as well as Canada and Mexico, are shown in Figures 3.3 for weight and 3.4 for value. Table 3.1 3-2 Freight Flows DRAF Minnesota Statewide Freight Plan March 2005 shows in detail the inbound and outbound shipments of the trading partners. Minnesota's outbound freight is principally destined for the Midwest states, which receive 51 percent of its outbound shipments by tonnage and over 35 percent of its outbound shipments by value. Minnesota's inbound freight comes mainly from the Plains states, which are the origin of 38 percent of its inbound shipments by tonnage and nearly 35 percent of its inbound shipments by value. Other major trading partners by weight are the Mountain, South and West/Southwestern states. Other major trading partners by value are the South and West/Southwestern states. Figure 3.3 Annual Freight Tonnage Between Minnesota and Trading Partners (Millions of Tons), 2001 Millions of Tons 0 Minnesota m 0.1 9.9 10 19.9 20 49.9 50-108 Freight Roses 3-3 DRAFT Minnesota Slatevvide Freight Plan March 2005 Figure 3.4 Annual Freight Value Between Minnesota and Trading Partners Billions of Dollars), 2009 Billions of $ Minnesota 0.'1 4.9 5 - `I4.9 15 - 29.9 30 - 76 Table 3.1 Shipments Between Minnesota and Major Trading Partners by Weight and Value, 2001 Minnesota's principal trading partners in 2020 are projected to be the same as those in 2001. The largest amount of Minnesota's outbound freight is still forecast to be destined to the 3-4 Freight Flows Millions of Tons Billions of Dollars From MN To MN Frorn MN To MN Region Tons Percent Tons Percent Dollars Percent Dollars Percent Midwest 78.3 51.2% 30.8 23.2% 41.1 35.5% 38.6 31.9% Plains 21.1 13.8% 50.0 37.6% 24.0 20.7% 41.9 34.6% Mountain 3.3 2.2% 28.2 21.2% 3.3 2.9% 2.0 1.7% West/Southwest 20.3 13.3% 6.3 4.7% 18.8 16,2% 13.5 11.2% South 17.4 11.4% 9.2 6.9% 13.2 11.4% 15.1 12.5% Canada 8.2 5.4% 6.5 4.9% 7.1 6.1% 4.9 4.0% Mid -Atlantic 3.1 2.0% 1.5 1.1 % 64 5.5% 3.5 2.9% New England 0.6 0.4% 0.3 0.2% 1.5 1.3% 1.2 1.0% Mexico 0.1 0.3% 0.1 0.1% 0.4 0.3% 0.4 0.3% Total 152.4 100.0% 132.8 100.0% 115.8 100.0% 121.1 100.0% Minnesota's principal trading partners in 2020 are projected to be the same as those in 2001. The largest amount of Minnesota's outbound freight is still forecast to be destined to the 3-4 Freight Flows DRAFT Onnesota Statewide Freight Plan March 2005 Midwest states, but its share will decline from 51 to 43 percent by tonnage while the share of the shipments by value will increase from 35 to 36 percent. The largest amount of Minnesota's inbound freight is still forecast to be from the Plains states, whose share of the shipments by tonnage will remain at 38 percent and of value will remain at 35 percent. As shown in Table 3.2, other major trading partners by weight are the Mountain, South and West/Southwestern states, which are all forecast to have above average growth rates. Other major trading partners by value will be the South and West/Southwestern states. While the growth of shipments by value to the South is forecast to have below average growth, the West is expected to have growth rates significantly above average. Table 3.2 Shipments Between Minnesota and Major Trading Partners by Weight and Value, 2020 Region Millions of Tons From MN To MN Tons Percent Tons Percent Billions of Dollars From MN To MN Dollars Percent Dollars Percent Midwest 96.5 43.3% 47.6 23.6% 83.10 36.1% 68.10 30.2% Plains 36.8 16.5% 74.7 37.4% 50.60 22.0% 79.50 35.3% Mountain 5.9 2.6% 41.8 20.9% 6.40 2.8% 3.50 1.6% West/Southwest 34.0 15.3% 12.2 6.1 % 37.20 16.2% 29.60 13.1% South 25,9 11.7% 10.4 5.2% 20.80 9.0% 23.80 10.6% Canada 34.0 15.3% 9.5 4.8% 16.80 7.3% 10.20 4.5% Mid -Atlantic 5.7 2.5% 2.6 1.3% 12.20 5.3% 6.90 3.1% New England 0.8 0.4% 0.5 0.3% 2.00 0.9% 2.10 0.9% Mexico 1.2 0.5% 0.3 0.2% 1.20 0.5% 1.60 0.7% Total 222.7 100.0% 199.7 100.0% 230.3 100.0% 225.3 100.0% 3.2 Commodities Shipped The importance of certain commodities in Minnesota, as determined by their share of freight, is quite different when ranked by weight or value. Modes that carry the largest share of weight place the most demand on the freight infrastructure. The commodities that these modes carry tend to be high-density and low -value, require low shipping costs, and are not time -sensitive. The distribution of commodities by weight and by trip type is shown in Figure 3.5. The top five freight commodities moving in Minnesota by tonnage are high -weight, low --value bulk shipments: farm products, non-metallic minerals, food products, metallic ores, and coal. Freight Flows 3-5 DRAFT Minl)esota Statewide Freight Plan March 2005 Figure 3.5 Commodity Weight Annual Tons 2001 Annual `cons (in Millions) 140 120 100 80 60 40 20 m cxy y y o y? Jto" ¢ o $ oar L O O O O O o° a o w 4 qY6 4 Q O O ° O O C As show in Figure 3.6, the top five freight commodities overall moving in Minnesota by value are warehousing, farm products, food products, transportation equipment, and electrical machinery. 3-6 Freight Flows DRAFT Ninnesota Statewi=de Freight Alan Figure 3.6 Commodity Value Annual Dollars 2001 Annual Value (Dollars in Billions) 180 160 140 120 100 80 60 40 20 0 March 2005 0 c ti`s? byi zC11 qj 0 9 O OxS NCO G Q yG The top three commodities in 2020 by weight are expected to be the same top three com- modities as in 2001: farm products, non-metallic minerals, and food products. The shipments of these combined commodities are expected to increase by 56 percent. By 2020 the tonnage shipped of warehousing flows, lumber or wood products, and clay, concrete, glass, or stone products is forecast to more than double. The largest increase in value by 2020 is expected to be of warehousing flows. Other large increases are expected for the value of electrical equipment, a growth of 169 percent. Farm products are forecast to grow in value by 20 percent by 2020, but to decline from the second largest commodity to the fifth largest commodity. E 3.3 Modes Overall, trucks carry the largest proportion of freight in Minnesota. However, Minnesota generally has a relatively high percentage of freight moved by rail and water compared to the Freight Flows 3-7 DRAFT Minnesota Statewide Freight Plan March 2005 rest of the country. This is evident in each of the four trip types as shown in Table 3.3. Notably, intermodal rail is significantly higher for through movements relative to the other trip types. Air cargo accounts for a negligible percentage of tons for Minnesota freight movement. Table 3.3 Mode by Trip Type (Millions of Tons), 2001 Mode Intrastate Outbound Inbound Through Total Total Percent Truck 179.2 54.1 81.9 58.5 373.7 58.8% Carload Rail 26.4 57.3 42.5 70.1 196.3 30.9% Water 2.8 38.9 6.5 4.8 53.0 8.39/a Intermodal Rail 0.0 2.0 1.7 8.2 12.0 1.9% Air 0.0 0.2 0.3 n/a 0.9 0.1% Total 206.4 152.4 132.9 142.0 635.8 100.0% Total Percent 32.8% 24.0% 20.9% 22.3% 100.0% 113 Goods carried by the trucks tend to have higher value -weight ratios than both rail and water. Therefore, the trucking carries a higher percentage of the value of the goods shipped in the state than it does the percentage of tonnage shipped. Table 3.4 shows that the truck mode carries 79 percent of the total value of all shipments, compared to 59 percent of all shipments in terms of tons. Air cargo transports goods with the highest value -weight ratio of all modes. Air cargo represent 0.1 percent of the goods in terms of tons, but six percent of the goods in terms of value. Intermodal rail represents two percent of the total tons shipped in Minnesota, but four percent of the total value of goods shipped in the State. Table 3.4 Mode by Trip Type (Billions of Dollars), 2001 Truck tonnage is expected to carry 670 million tons of freight in 2020, an increase of 79 percent Table 3.5). Intrastate shipments are forecast to be roughly half of the truck tonnage total, far surpassing the truck tons from the other three trip types. Carload rail shipments are forecast to increase by 34 percent. Rail through movements are the largest through trip type with 101 million tons. Through rail movements are also expected to be the largest through movement of all modes in 2020. Air Cargo is forecast to more than double between 2001 and 2020 to more than two million tons carried. 3_8 Freight Flows Average Value - Percent Weight Ratio Mode Intrastate Outbound Inbound Through Total of Total Ton) Truck 162.8 85.2 97.2 99.8 444.9 79% 1,191 Carload Rail 3.1 13.7 9.9 27.0 53.7 10% 274 Water 0.4 4.6 0.6 0.5 6.0 1% 113 Intermodal Rail 0.0 4.3 3.4 16.7 24.4 4% 2,033 Air 0.1 7.9 9.9 15.4 33.3 6% 37,000 Total 166.4 115.7 121.0 159.2 562.3 100% 884 Total Percent 30.0% 21.0% 22.0% 28.0% 100.0% Truck tonnage is expected to carry 670 million tons of freight in 2020, an increase of 79 percent Table 3.5). Intrastate shipments are forecast to be roughly half of the truck tonnage total, far surpassing the truck tons from the other three trip types. Carload rail shipments are forecast to increase by 34 percent. Rail through movements are the largest through trip type with 101 million tons. Through rail movements are also expected to be the largest through movement of all modes in 2020. Air Cargo is forecast to more than double between 2001 and 2020 to more than two million tons carried. 3_8 Freight Flows DRAFT Minnesota Statewide Freight Plar Adarch 2005 Table 3.5 Mode by Trip Type (Annual Tons in Millions), 2020 In terms of value, as shown in Table 3.6, trucks will continue to be the dominant mode of transport for Minnesota, carrying $957 billion worth of goods in 2020, an increase of 115 percent. Air cargo will undergo the fastest growth in this time period increasing by 142 percent. This will make air cargo in Minnesota roughly equivalent to carload rail in terms of overall value of shipments for the State. The value of intermodal rail shipments is forecast to grow to $42 billion, an increase of 74 percent over 2001. The value of water shipments will decline slightly, despite a 22 percent growth in the tonnage of shipments between 2001 and 2020. Table 3.6 Mode by Trip Type (Annual Dollars in Billions), 2020 Percent Percent of Growth Mode Intrastate Outbound Inbound Through Total Total 2001-2020 Truck 345 98.8 129.6 96.8 670.3 66% 79% Carload Rail 22.7 74.5 64.4 101.2 262.7 26% 34% Water 4.5 45.8 8.3 6.1 64.8 6% 22% Intermodal Rail 0 3.7 3.2 13.1 20 2% 67% Air 0 0.4 0.7 n/a 2.1 0% 133% Total 372.3 223.2 206.3 218 1,019.8 100% 60% Percent of Total 37% 22% 20% 21% 100% 100% 106% Percent Growth 33% 27% 21% 19% 100% 2001-2020 79% 46% 55% 54% 60% In terms of value, as shown in Table 3.6, trucks will continue to be the dominant mode of transport for Minnesota, carrying $957 billion worth of goods in 2020, an increase of 115 percent. Air cargo will undergo the fastest growth in this time period increasing by 142 percent. This will make air cargo in Minnesota roughly equivalent to carload rail in terms of overall value of shipments for the State. The value of intermodal rail shipments is forecast to grow to $42 billion, an increase of 74 percent over 2001. The value of water shipments will decline slightly, despite a 22 percent growth in the tonnage of shipments between 2001 and 2020. Table 3.6 Mode by Trip Type (Annual Dollars in Billions), 2020 Freight Flows .3-9 Percent Change Percent 2001 - Mode Intrastate Through Inbound Outbound Total of Total 2020 Truck 386.3 201.9 193.1 175.5 956.8 82% 115% Carload Rail 3.4 46.8 14.4 20.5 85.2 7% 59% Air 0.4 34.6 24.8 20.8 80.6 7% 142% Intermodal Rail 0.0 27.5 6.7 8.2 42.4 4% 74% Water 0.0 2.7 1.6 1.5 5.8 0% 3%p Total 390.2 313.4 240.7 226.5 1,170.8 100% 106% Percentol Total 33% 27% 21% 19% 100% Percent Change 2001-2020 135% 97% 99% 96% 108% Freight Flows .3-9 DRAFT Minnesota Statewide Freight Plan March 2005 3.4 Subregional /analysis Distinct freight subregions within Minnesota were observed based on the similarities of the commodities produced and consumed, the modes used, and the inbound and outbound trading partners. These subregions are Northeast Minnesota, defined as Area Transportation Partnership (ATP) 1; Western Minnesota, defined as ATPS 2, 4, 7, and 8; and Central/Southeast Minnesota, defined as ATPS 3, 6, and Metro. The top exchanges of freight from these subregions to Minnesota trading partners by commodity and mode for 2001 are shown by tonnage in Table 3.7 and by value in Table 3.8. Northeast Minnesota is the center of Minnesota's mining industry. Freight from the Northeast subregion consists primarily of metallic ore (taconite) shipped to the Midwest states and Canadian provinces. Railroads and Great Lakes water ports are the principal modes carrying this bulk freight. The Lake Superior ports also ship substantial tonnages of coal arriving by rail from the Mountain states. Western Minnesota's principal industries are farming and food processing. Freight from the Western subregion consists primarily of farm and food products shipped to the Midwest, South, and Vilest/Southwestern states. This freight moves primarily by railroads. The railroad terminals in the Western subregion also ship large amounts of farm products that arrive by truck from the Plains states. The region's freight also includes a substantial amount of warehousing freight shipped to and from the Plains states. Central/Southeast Minnesota's urban areas are the centers of Minnesota's manufacturing and service industries. Among the most valuable freight shipped from this subregion is electrical machinery shipped to the Midwest, by truck and air. Much of the freight supporting urban populations in Central/Southeast sub region include: coal from the Mountain states received by rail; food products from the Midwest and Plains states received by rail and truck; concrete and stone from the Midwest states received by truck; and transportation products from the Midwest states received by truck and rail. Central/Southeast Minnesota is an important distribution center for shipping and receiving warehousing freight by truck to and from the Midwest and Plains states. The Mississippi River ports in the subregion receive large shipments of coal from the Mountain states by rail that is shipped out by water to the Midwest states, and farm products from the Plains states by truck and rail that is shipped out by water to the Southern states. 3.10 Freight Flows DRAFT Minnesota Stafevvide Freight Plan nilarch 2005 Table 3.7 Top Subregional Freight Flows by Weight 2001 F? Night Flavus 3-111 Percent Carload Container Tons Origin destination Commodity Trucks Rail Rail Air Water Millions) Northeast Midwest States Metallic Ores 0% 38% 0% 0% 62% 38.7 Minnesota Plains States West Minnesota Farm Products 99% 1% 0% 0% 0% 24.2 Mountain Central! Coal 0% 100% 0% 0% 0% 21.1 States Southeast Minnesota Western West! Farm Products 2% 98% 0% 0% 0% 8.7 Minnesota Southwest States Central! Midwest States Coal 0% 100% 0% 0% 0% 7.2 Southeast Minnesota Midwest States West Minnesota Farm Products 100% 0% 0% 0% 0% 6.1 Central/ South States Farm Products 4% 1% 0% 0% 95% 5.3 Southeast Minnesota Plains States Central! Food Products 91% 9% 0% 0% 0% 5.1 Southeast Minnesota Central! Midwest States Food Products 70% 30% 0% 0% 0% 4.6 Southeast Minnesota Mountain Northeast Coal 0% 100% 0% 0% 0% 4,1 States Minnesota Plains States Central! Farm Products 50% 50% 0% 0% 0% 3.9 Southeast Minnesota Midwest States Central! Concrete or Stone 79% 21% 0% 0% 0% 3.8 Southeast Products Minnesota Western Midwest States Food Products 54% 46% 0% 0% 0% 3.6 Minnesota Western Plains States Farm Products 82% 18% 0% 0% 0% 3.4 Minnesota Western Midwest States Farm Products 16% 84% 0% 0% 0% 3.1 Minnesota Northeast Canada Metallic Ores 1% 1% 0% 0% 98% 3.0 Minnesota Midwest States Centrall Food Products 89% 11% 0% 0% 0% 2.9 Southeast Minnesota CentraV Midwest States Petroleum Products 72% 25% 0% 0% 3% 2.8 Southeast Minnesota Central! South States Food Products 58% 1% 0% 0% 41% 2.7 Southeast Minnesota F? Night Flavus 3-111 DRAFT IWinnesota Statawirle Freight Plan March 2005 Table 3.8 Top Subregional Freight Flows by Value 200' Percent Carload Container Origin destination Commodity Trucks Rail Rail Air Water Billions) Plains States Western Farm Products 100% 0% 0% 0% 0% 14.4 Minnesota Plains States Central/Southeast Warehousing 100% D% 0% 0% 0% 9.9~ Minnesota Central/Southeast Midwest States Warehousing 100% 0%° 0% 0% 0% 9.3 Minnesota Midwest States Central/Southeast Warehousing 100% 0% D% 0% D% 8.2 Minnesota CentrallSoutheast Plains States Warehousing 100% 0% 0% 0% 0% 7.9 Minnesota Midwest States CentrallSoutheast Transportation 48% 50% 0% 1% 0% 6.9 Minnesota Equipment Plains States CentrallSoutheast Food Products 96% 4% 0% 0% 0% 4.4 Minnesota Midwest States Western Farm Products 100% 0% 0% 0% 0% 3.6 Minnesota Central/Southeast Midwest States Food Products 84% 16% D% 0% 0% 3.5 Minnesota Western Midwest States Warehousing 100% 0% 0% 0% 0% 3.2 Minnesota West/ CentrallSoutheast Electrical 86% 0% 0% 14% 0% 3.0 Southwestern Minnesota Machinery States Western Plains States Warehousing 100% 0% 0% 0% 0% 2.8 Minnesota Plains States Western Warehousing 100% 0% 0% 0% 0% 2.7 Minnesota Northeast Midwest States Metallic Ores 0% 44% 0% 0% 56% 2.6 Minnesota CentrallSoutheast Midwest States Electrical 84% 0% 2% 13% 0% 2.6 Minnesota Machinery Western Westl Farm Products 3% 96% 0% 0% 0% 2.6 Minnesota Southwestern States Midwest States CentrallSoutheast Food Products 95% 5% 0% 0% 0% 2.5 Minnesota Western Midwest States Food Products 73% 27% 0% 0% 0% 2.5 Minnesota Midwest States CentrallSoutheast Farm Products 99% 1 % 0% 0% 0% 2.2 Minnesota West/ Central/ outheast Electrical 63% 0% D% 37% 0% 2.2 Southwestern Minnesota Machinery States 3.12 Freight Flows DRAFT Minnesota Siatewide Freight Plan Avlarch 2005 3.5 Routes Trucking As shown in Figure 3.9, most truck freight moves primarily on Minnesota's Interstate Highway System and major Interregional Corridors (IRCs). The highest truck -ton volumes are on the highways that emanate from the Twin Cities metropolitan region. In particular, I-94 to St. Cloud, I-94 to the Minnesota -Wisconsin state line, I--35 to Owatonna, and the western arc of I-494, each carry between 40 million and SO million tons of truck annually. Other highways carry between 20 million tons and 40 million tons annually, including: I-94 from St. Cloud to Moorhead, I-35 between Owatonna and the Iowa state line, U.S. 169 from the Twin Cities to St, Peter, portions of Interstate highways in the Twin Cities, and nearly all of I-90 in Minnesota. These corridors can be considered the current high -tonnage truck corridors in the State. By 2020 the truck traffic on all of these routes is expected to increase proportionally. While no new major highways are planned, capacity increases on existing highways are included in the Statewide Transportation Plan. For freight value, the results are very similar to the freight tonnage findings both inside the metro area beltway and on IRCs. Again, as shown in Figure 3.10, the high-value corridors are the beltways and corridors located inside the beltway: I-94, I-394, the west segments of I-494, and the west and central segments of I-694. By 2020, the value on all of these congested routes is expected to increase. Freight Flows 3-13 DRAFTMinnesota Statewide Freight Plan March 2005 Figure 3.9 High -Tonnage Truck Corridors 2001 4 ? CANA!]A I rt` a •t.,...ry, Mafro Area Ingot i '{ - • r-,;- ! . -mss-' rakn Sapodm VVInconsin STATEWIQE FREIGHT PLAN 1 ,} 2001 Yearly Truck Tons 20 - 40 lAlllian 4n + M1111on Source: Bureau of Tran5W63n ShJWca,md ASnaasoloDopaMreMdTronVm on, Otlo of hmunant Idena9errod Wdr, ZWd and MAIDOT Make Wsiod, 2W4 nrafl TSP 3-14 Freight Flows DRAFT Minnesota Statewick Freight Plan Figure 3.10 High -Value Truck Corridors 2001 Metra Area Inset i`., March 2005 Freight Flows 3-15 STATEWIDE FREIGHT PLAN! 2001 Yearly Truck Value n , !W -339 Billion f- 539 - 3129 Billion SourteBuwu of TrrspgflabmS1&5txsmd Waola Cepanmanl of Trw was , QTIc_pfInwgnval hiwNaR f, 0.'4 wd MMUOT AWIm Oehsr.n, 2e04 €1 A TSP Kk Freight Flows 3-15 DRAFT Minnesota Statellvide Freight Plan March 2005 Rail Minnesota's high -tonnage rail lines include the Burlington Northern Santa Fe (BNSF) line serving the Port of Duluth -Superior, and the BNSF line between the southwest corner of the state and the Wayzata branch. Each carries more than 20 million tons per year. The BNSF main line running through the entire state between La Crosse, Wisconsin, and Fargo, North Dakota carries the most shipments in terms of value, worth more than $15 billion annually. Water There are significant freight flows from each of the ports along Lake Superior. Freight to and from Minnesota that is transported on the Great Lakes totals more than 16 million tons annually. The combined flows from these ports are greater than the freight flow along the Mississippi River. The tonnage on the Mississippi River, at over 10 million tons per year, is comparable to the highest truck and rail routes in Minnesota. 3-16 Freight Flows GRAFT Minnesota Statewdde Freight Plan March 2005 4.0 System Analysis This chapter identifies key deficiencies in the freight transportation system in Minnesota, including capacity, infrastructure condition, levels of service and utilization, access to markets, intermodal needs, cost of service, security, operations, and regulations. A freight flow constraints analysis reviewed system -level impediments to the flow of freight. For highways, the analysis was developed primarily from the following sources: review of existing highway plans, studies, and programs; existing highway data; and discussions with Mn/DOT staff and other highway and truck experts. Because railroads, water carriers, and air carriers are privately owned, less information on their operations is publicly available. Thus, the constraint analysis for rail, water, and air cargo is largely qualitative and was primarily derived from a series of telephone interviews with carriers, shippers, governmental agencies, and facility operators. Because of the limited quantifiable data on the physical impediments for the non -highway modes, experts in these areas were also asked to identify issues that impact freight flow. 4.1 Highways The constraint analysis for highways focused on four specific types of impediments to truck - based freight flows: 1. Geometric impediments — The geometric impediments analysis identified low -clearance and other restricted bridges that impact heavy commercial vehicles. A total of 22 bridges on the trunk highway system have a height restriction of less than 14.5 feet, which is the minimum clearance necessary to accommodate large semi -trailer vehicles. One is located on a High -Priority IRC, and three are located on Medium -Priority IRCs. Three of the bridges are located on other major highways in the Twin Cities metro area. Other bridge restrictions are weight -related, and include a variety of requirements (e.g., vehicles must travel in the center of the bridge, vehicles must reduce their speeds to a maximum of five miles per hour). A total of 9 bridges on the trunk highway system have a weight restriction, of which two are located on Medium --Priority IRCs. System Analysis 4-9 DRAFT Minnesota Statewide Freight Plan March 2005 Figure 4.1 identifies at -grade railroad crossings on IRCs. There are two crossings at High -- Priority IRCs and thirty-two crossings at Medium. -Priority IRCs. All at -grade rail crossings at IRCs result in truck freight traffic delays when a train is present, and also result in potential safety issues, These delays can be eliminated by reconstructing the at -grade crossings to grade -separated crossings or through the consolidation/closing of crossings along a corridor. Figure 4,1 IRCs and Rail Conflicts 2002 t CANADA Metro Arca Inset f tt , kN IIf a ' e 16 A. J ha a _ STATEWIDE FREIGHT PLAN m. a inlerregional Corridors 0 At -Grade Crossings on IRC Train Exposora > aaa,000 300,0011 -346,500 (Oaily Trains x ADT) Railroad by Annual 6poratln0 Rovonuos WN. zfir. -1 = GraalerIlia n $265 €vtillion 2 - &twaen $21).4 and $255 Million 3 - Lass Ihnn $20,4 Million i r. -'-. F t -• >' Swm' au,mgaafTiamquI&§an51aBkewd f , , rJ Oopa'inonE d irongorralhn, oSrri11Nm9 Cmun&ciel Vehkl6 OperaAms, f 4-2 System Analysis DRAFT Minnesota Statewide f=reight Plan March 2005 2. Infrastructure condition impediments — These refer to roadways with weight limits less than 10 tons per axle and/or 80,000 pounds of total weight. All medium- and high-priority IRCs and metro area highways are designed and designated as 10 -ton roads. In addition, most of the remaining trunk highways in the Twin Cities metro area and statewide are designed to accommodate 10 -ton loads. Several trunk highways (mostly outstate) cannot accommodate 10 -ton loads. 3. Operational impediments — These are defined as routes where operating speeds are at or below adopted speed performance targets. 60. mph for high-priority IRCs, 55 mph for medium -priority IRCs, and 50 mph for high-priority regional corridors. They also refer to metro area urban freeways that experience peak -period speeds below 45 mph. Figures 4.2 and 4.3 show below -performance corridors on IRCs, high-priority regional corridors, and Twin Cities metropolitan area freeways for 2002 and a forecast for 2030. For the most part, congested corridors are located in and radiating from the Metro District. The only exceptions are TH 210, TH 23, and U.S. 14.Mn/DOT is assessing a policy of providing new lanes on the beltway in the Twin Cities and is constructing a new lane in each direction on some sections today. WDOT is also actively considering toll lanes through its MnPASS Program as a means to provide additional capacity. 4. Connectivity impediments — These refer to gaps in the roadway or truck network. The IRC system and other roadway systems discussed in Chapter 2 cover the entire state from a geographic perspective. In 2003, Mn/DOT undertook a study to identify and evaluate the roadways that connect freight generating facilities to the IRC system. The Adequacy of Freight Connectors to Interregional Corridors and Major Roadways study concluded that, based on a survey of freight facility owner/operators in Greater Minnesota, only six of the 134 freight generators had connections to the IRCs or other trunk highways considered inadequate. Therefore, access and connectivity from major freight generators to the major roadways do not appear to be a major issue at this time. Most of the concerns associated with system connectivity come from agricultural producers that have difficulty moving products from the farm to local processing plants. (This issue will be addressed in a follow-up study evaluating the 10 --ton local roadway network.) System Anatysis 4-3 DRAFTMinnesota Statewide Freight Plan March 2005 Figure 4.2 Below Performance Corridors by Speed 2002 CANADA Metro ArealnBet eM r r leln5uunrmr 4O1re.onnio f S TA TFWlDC FREIGHT PLAN Corridors Perrorming Below Target IRCSyelom fTj'=>d tia c High-Priorlly Regional Below Targnl Metro Area Freeway& (Below 45 MPH) Olrcaoflnw9rrmnt7dangprMntMarch, 206r 1 i 4-4 System Analysis DRAFT Minnesota Statewide Freight Plan March 2005 Figure 4.3 Below Performance Corridors by Speed 2030 TER Metro Area Inset S STATEWIDE FREIGHT RI -AN Corridors Performing Below Target (21130) IRGs Relow Targat System Analysis 4-5 Rogiona I Corridors Below Target Malro Freeways Below Target J-kTUj PAO, Vh,;i+A. 2DA D,ATSP. A5°um-so9 nwjeftt lxm 94PS% Slip, Cl— and hbrarCm5Umton M. RA System Analysis 4-5 DRAFT Minnesota Statewide Frakght Plan March 2005 4.2 Railroads Minnesota has a comprehensive rail network of more than 4,500 miles offering service to nearly every county in the state. This rail network was developed to support the metallic ore and grain businesses, along with non-metallic minerals, food products, paper, and other key Minnesota industries. The overall consent from discussions with selected stakeholders is that the Minnesota rail system currently suffers no capacity problems and generally provides adequate service. However, there are several issues and some specific physical problems. The top three concerns identified by the interviewees are: 1. Class I shift to 110 -car shuttle trains and focus on long-haul grain business. Just as the railroads are using heavier railcars to reduce costs, the Class I railroads are malting greater use of shuttle trains to improve equipment usage and reduce costs. Shuttle trains (i.e., unit trains) are dedicated to one commodity that can be efficiently loaded and unloaded, and the equipment can quickly be cycled for the next load. In the past, grain moved in blocks of 2G railcars, then 54, and then 75. The shuttle trains move grain in 100 --car trains. While this improves efficiency, it puts additional pressure on the rail network to accommodate loading and unloading of these long trains and to provide longer sidings for trains to wait while others pass. The shuttle trains provide an efficient service for the Class I railroads and for large grain farmers located near the shuttle loaders, but it has created problems for some of the regional and short -line railroads and other shippers. Farmers wishing to take advantage of the lower shuttle train rates are forced to truck their grain 75 to 100 miles to the nearest shuttle loader. From the viewpoint of some of the regional and short -line railroads, the Class I railroads seem to be phasing out smaller shipments in favor of shuttle trains and longer lengths of haul. A common concern is that the Class I railroads will offer shuttle rates to shippers, but will not offer the lower rates to short lines so they can solicit 100 or more cars from multiple shippers. Another concern is that the shuttle trains receive priority during car shortages, exacerbating the problem for shippers without shuttle -loader access. Finally, the shuttle trains focus on the more profitable long-haul service to the Pacific Northwest and the Gulf of Mexico, which has led to reduced rail service at water ports and increased truck activity. 2. Residential encroachment impeding expansion of rail facilities. A common problem for railroads nationwide is the encroachment of communities adjacent to rail right-of-way. Some communities are willing to work with the railroads to resolve the problems, but other communities block any expansion and force expensive court battles. 4.6 System Analysis DRAFT Minnesota Statewide Freight Plan - March 2005 3. Rai]. congestion in Chicago. A serious impediment to rail freight movement to and from Minnesota lies approximately 400 miles to the southeast. Chicago is regarded as the primary hub for freight rail traffic in the United States. Served by all of the major railroads, and many smaller ones, it is the primary interchange location between the eastern and western railroads. Minnesota has direct rail service to the Pacific Northwest and parts of Canada, but most other shipments must go through Chicago. This includes shipments to the east coast, southern California, and even Texas and the Gulf States. Despite its status as the United States rail hub, connections between railroads around Chicago are poor and often made via cross town truck drayage. In addition, there are numerous at -grade rail crossings and aging infrastructure. To help combat these problems, the state, city, and railroads have initiated the $1.5 billion Chicago Regional Environmental and Transportation Efficiency (CREATE) project, which remains largely unfunded. 4.3 Ports and Waterways Minnesota takes advantage of river and lake access for transporting taconite, grains, and other bulk commodities. This network provides low-cost transportation to cities along the Great Lakes, the Mississippi River system, and access via the St. Lawrence Seaway and the Gulf of Mexico to foreign ports of call. Impediments in the port and waterway system can take three forms: landside access, port capacity, and waterside access. Access issues for both land and water were identified as impediments, while port capacity was not. The top three impediments to the flow of freight on the port and waterway system are: 1. Antiquated locks (both river and lake). There are 29 locks on the upper Mississippi River between Minneapolis and St. Louis. The upper three locks are 400 feet long and 56 feet wide. Of the remaining 26 locks, 23 are 600 feet long and 110 feet wide. The three remaining locks, all of which are located outside of Minnesota, are of modern size at 1,200 feet long and I10 feet wide. An in-depth study is currently underway by the U.S. Army Corps of Engineers to modernize and lengthen between seven and 12 of the 600 -foot locks to a length of 1,200 feet. This would likely reduce transit time on the system significantly. A recommendation from the above study is expected to go to Congress this year. Some locks on the Great Lakes also are too small to accommodate modern ships. Two of the most serious problems are at the St. Lawrence Seaway locks and the Welland Canal locks connecting Dake Erie and Lake Ontario. The St. Lawrence Seaway locks are 766 long by 80 feet wide. The Welland Canal locks are 859 feet long by 80 feet wide, and can accommodate ships hauling approximately 27,000 tons. By one estimate, 75 percent of international ships are too large to navigate these locks. This impedes international trade, System Analysis 4-7 DRAFT Minnesota Stafeavide Freight Plan March 2005 and the inability of container ships to enter the Great Lakes is a primary reason why Minnesota ports cannot compete for intermodal traffic. 2. Landside access (truck and rail issues). Landside access is a concern at the Port of Savage. In the mid-1990s, the Chicago and Northwestern Railroad hauled 75 percent of the grain into the Port of Savage, while tracks hauled 25 percent. Today, trucks haul 85 to 90 percent of the grain. Reduced rail service has strained the roadway system, TH 13 in particular. Similar issues are beginning to emerge at the Port of Winona due to a shift in train/truck shipments. 3. Competing river uses. Recreational uses, environmental concerns, and municipal rede- velopment all compete for use of the river and lake system. Waterside properties are very desirable for both commercial and residential development, which tends to drive up the cost of the land and make it less attractive for large freight operations. Growing recreational uses of the river and lakes reduce the capacity of these systems and create safety concerns. New development and growing recreational activities increase roadway use near the water, leading to more congestion for trucks serving the ports. 4.4 Air Cargo Domestic air cargo services at Minnesota airports are adequate for shipper needs. Both Federal Express and United Postal Service have facilities at Minneapolis -St -Paul International Airport MSP) and also serve other airports throughout the State. MSP is the primary air cargo airport, enplaning and deplaning 90 percent of Minnesota's air cargo. Duluth and Rochester combined account for seven percent, leaving three percent for the remaining 21 cargo airports in Minnesota, MSP handled nearly all of the international air cargo arriving in the bellies of passenger planes. The overall consensus from discussions with key stakeholders is that domestic air cargo service is acceptable, but dedicated freighters providing international air cargo service are needed. The lack of international service is viewed as the major drawback to Minnesota's air cargo system and has been cited as an obstacle to attract and retain high-tech companies in the state. Presently, international air cargo is primarily trucked to Chicago, and then forwarded to international destinations. The extra time required to get air cargo to Chicago means that it takes approximately 72 hours to get products from the point of origin to their final destination. A key strategy being considered to attract direct international freighter service to MSP is the development of a regional distribution center. The distribution center would create a central facility within 60 miles of MSP to expedite the shipment of international cargo. The facility would be designed to: 4-8 System Analysis DRAFT !Minnesota Siatevvide Freight Plan March 2005 Consolidate forwarders into a single location, promoting better communication and coordination of shipment; Consolidate truck loads, reducing the number of trucks entering and exiting MSP; and House air cargo security clearances away from the airport. A study is currently underway to identify the feasibility of developing an international RDSC in Washington County. A public-private partnership is pursuing this initiative including design and location analysis as well as necessary financial incentives. 4.5 Intermodal Terminals As discussed in Chapter 2.0, the number of intermodal terminals in Minnesota is limited. Impediments to freight movement in and around these terminals have already been identified in the previous sections (i.e., landside access at the Ports of Savage, lack of international air cargo service, infringement of residential development near rail terminals, etc.). To help improve access to intermodal terminals and reduce demands on roadways to these facilities, the Federal Highway program provides a special status as "intermodal connectors" for the primary access roads between large intermodal terminals and the National Highway System (NHS). Roadways designated as intermodal connectors are eligible for certain highway improvement funding programs. The Federal Highway Administration has provided guidance for establishing these intermodal connectors based on the volume of trucks serving the intermodal terminal. Presently only two roadways in Minnesota are designated as intermodal connectors: Trunk Highway 5 between the Minneapolis -St. Paul International Airport and I-494, and Garfield Road to Railroad Street between I-35 and the Port of Duluth. The following terminals meet the Federal Highway program eligibility requirements for NHS funding to improve access: Port of St. Paul; Ports of Savage; The Burlington Northern Santa Fe St. Paul Midway TOFC/COFC Terminal; and The Canadian Pacific Minneapolis Shoreham TOFC/COFC Terminal, System Analysis 4-9 DFAii Minnesota StatevNide Freight Plan March 2005 5.0 Mn/DOT Freight Programs and Planning This chapter highlights WDOT's various freight programs for non -roadway investments and regulatory enforcement. In addition, this chapter reviews the ways in which funding and projects for freight investments can be integrated into other transportation planning and investment activities, including public-private partnerships. 5.1 Freight Programs The following sections review core activities, program funding history, current funding status, project eligibility criteria, other funding sources, and program effectiveness for Mn/DOT's freight programs. 5.1.1 Commercial Vehicle operations Commercial Vehicle Operations (CVO) oversees truck regulatory and administrative programs. , There are four primary focus areas within CVO: safety, conformity, efficiency, and mobility. The core activities that reside under these focus areas include, but are not limited to, the following: U Conduct vehicle safety inspections; issue permits for vehicles that are oversize or over- weight; Provide truck size and weight policy and coordinate maintenance of all weigh scales facilities; Provide technical assistance at hazardous materials transportation incidents; review and audit carrier operating records; Conduct training classes; and Provide outreach on technical topics related to driver qualifications, vehicle safety, carrier operating requirements, and transportation regulations for hazardous materials. WIDOT Freight Proganns and Pianning 5-1 DRAFT Minnesota Statevvide Freight Plan March 2005 In general, the CVO area is directed toward improving transportation safety operations of motor vehicles and compliance with laws, rules, and statutes related to those operations, rather than to specific freight system enhancement. Funding for CVO comes from the state and the Federal government. Federal funding is directed at the Federal Motor Carrier Safety Assistance Program (MCSP), the Commercial Vehicle Information Systems and Networks (CVISN) program, and other Intelligent Transportation System (ITS) activities. 5.1.2 Rail Safety - Grade Crossing Safety Improvement Program The purpose of the Minnesota Railroad Grade Crossing Safety Improvement Program is to promote and enhance safety at at -grade railroad and roadway grade crossings in the state. Typical projects include installation of signals, signal upgrades, signage, pavement markings, lighting, crossing surface improvements, crossing closures and roadway relocations, improved sight conditions, improved crossing alignments, and grade separations. Since the passage of the Intermodal Surface Transportation Efficiency Act (ISTEA) in 1991, 10 percent of the Minnesota's federal Surface Transportation Program funds are set aside for safety activities. Of this amount, approximately $4 million annually has been provided for rail- road -highway grade -crossing safety improvements. Opportunities may also exist to partner with some of the private rail companies as they upgrade their tracks or make other improvements. Additional funding also is available through the Federal government for crossings on high-speed rail corridors. While there is no specific criterion for identifying projects that are selected for funding under this program, consideration is given to the number of crashes and fatalities, sight distance, train speeds, the number of trains, and the amount of vehicular traffic crossing the tracks. The effectiveness of the grade crossing safety program is evidenced by the fact that, over the past 10 years, the number of crashes has continued to decline. Annual crash and fatality rates at at -grade rail crossings has been a generally decreasing trend. In 1970, 392 crashes and 36 fatalities occurred. By 1990, 115 crashes and 14 fatalities occurred. This trend has continued into 2004, when only 67 crashes and 11 fatalities occurred. 5,1.3 Rail Rehabilitation -- Minnesota Rail Service Improvement Program The Minnesota Rail Service Improvement Program (MRSI) was established in 1976 to prevent the loss of rail service on lines subject to abandonment. The five subprograms that fall under the broader MRSI program are presented below. 5.2 MnIDOT Freight Programs and Planning DRAFT Minnesota Statevvirla Freigi7f Pfau March 2005 Rail Line Rehabilitation Program This program provides low- or no -interest loans to rehabilitate and preserve rail lines. Upon completion of the rail rehabilitation project, the railroad repays the state on a negotiated per -- car basis or at a predetermined fixed rate. Rail Purchase Assistance Program This program helps regional rail authorities purchase rail lines if a financial analysis shows that the line can operate at a profit, that purchase cost and necessary rehabilitation will not exceed benefits, and that the regional railroad authority is capable of operating the rail line or can contract with an operator to do so. Rail User and Rail Carrier Loan Guarantee Program This program helps shippers and carriers to obtain loans for rail rehabilitation and capital improvements. The program guarantees up to 90 percent of the loan. Capital Improvement Loans This program lends rail users up to $200,000 or up to 100 percent of the project, whichever is less, to improve rail facilities. Capital improvement loans are available to improve rail service through construction or improvements to rail line segments (i.e., side track and team track connections); and to construct or improve facilities used to load, unload, store, and transfer freight and commodities. Loans are repaid on a quarterly basis or a lump sum within 10 years. Rail Rank Program This program is used to acquire and preserve abandoned rail lines for future state, public, and commercial transportation; and for transmission needs (transit, trails, pipelines, etc.). Since 1976, the MRSI program has received $9.6 million in state general funds and 25.5 million in general obligation bonds. There is no ongoing or regularly allocated federal funding. However, over $21.7 million in federal funding has been targeted to specific projects, some of which have been used to improve rail corridors. Funding at the state level depends on legislative appropriations. Historically, funding has been irregular and subject to general fund availability and bonding allocations. MnMO T uses the capital improvement portion of the MRSI program on a regular basis. Other program areas (rail line rehabilitation, rail purchase assistance, rail bank, and rail user and rail carrier loan guarantee) are used on an as -needed basis. It is difficult to evaluate the effectiveness of program areas that Mn/DOT does fund regularly (capital improvement loans and rail bank). Tracking projects following completion of capital improvement loans is limited to verifying repayment of the loan based on the quarterly repayment. MnIDOT Freight Programs and Planning 5-3 Di;AFT IVlimosota 5tatelAlide Freight Plarr March 2005 5.1.4 port Development The Port Development Assistance Program is designed to help public ports modernize physical infrastructure. The program will grant up to 80 percent of funds for specific projects, and the port authority is responsible for the balance. Most of the funding is allocated to facility repair. Projects have included improvements to piers, rehabilitation of a terminal drive, installation of sprinkler systems, dredging, installation of bollards along dock walls, and other building improvements. Currently, the program only funds projects for public ports. There is some interest in a state constitutional amendment that would expand the program to private port facilities. The Port Development Assistance Program has been funded since 1996. Over this nine-year period, $12.5 million have been allocated. Allocations of funding vary from year to year because funding depends on legislative allocations. Federal funding and programs for ports and waterways are primarily directed at security assistance, lock infrastructure, and navigation and dredging. The Transportation Security Administration provides Federal grants to address security issues at ports. The discretionary programs supported $104 million nationally in Fiscal Year 2003. To date, Minnesota has received $813,100 for surveillance, protective fencing, and lighting improvements at the Port of Duluth and several St. Paul area terminals. In addition to the .funding mentioned above, the Transportation Infrastructure Finance and Innovation Act (TIFIA) could be used to provide loans and loan guarantees for up to one-third of project costs at attractive rates and terms. The program is used to fund large, innovative intermodal transportation projects. It may be a useful tool for port projects, and road/rail improvements to serve ports or intermodal port terminals. Mn/DOT does not have specific criteria for project selection for the Port Development program. However, it does require the port authority to fill out an application that describes the need for the project and identifies potential economic impacts (new jobs, job retention). In addition, Mn/DOT works with the ports to prioritize the list of all submitted projects. Together, they identify the highest -priority projects and develop a funding proposal to submit to the legislature. Because there is neither benefit/cost analyses, nor follow-up to studies once projects are selected, it is difficult to ascertain the program's effectiveness. 5.1.5 Air Cargo Mn/DOT'S Office of Aeronautics administers three state programs used to develop airport facili- ties within Minnesota, and acts as the intermediary for a Federal program for airport improvements. The state programs are available to 143 publicly -owned airports in the state airport system and are not exclusive to freight. In order to be eligible for the state grant programs, an airport must be: 5-4 MnIDOT Freight Progratns and Planning DRAFT 110innesota 5tatevvide Freight Pian Marr'p 2005 Owned by a municipality; Licensed for public use; In the state airport system; and Zoned or in the process of being zoned. The state's primary air cargo facility, the Minneapolis -St. Paul International Airport (MSP), is under the jurisdiction of the Metropolitan Airports Commission. Minnesota Construction Grant Program This program funds most capital improvements at state system airports based on a deter- mination that the improvement is a justifiable benefit. Grants are issued for planning land acquisition and improvements such as constructing or extending runways, taxiways, aprons, hangar areas, vehicle parking areas, entrance roads, terminal buildings, arrival/departure buildings, maintenance buildings, utilities, drainage facilities, aviation fuel facilities, and airfield lighting systems. This program also funds airport maintenance, equipment, pavement maintenance, and rehabilitation projects. Minnesota Airport Maintenance and Operation Program This program provides two-thirds state reimbursement to the state system airports for their documented, routine maintenance expenses. The day-to-day labor, material, equipment, and utility expense of maintaining airport pavements, airport grounds, lighting systems, buildings, and maintenance equipment are eligible costs. Minnesota Hangar Loan Revolving Account Program This program provides an 80 percent interest-free loan to state system airports for building new hangars. Minnesota Statutes, Chapter 360, established the State Airports Fund. The revenues in the fund are derived from aviation user taxes. The user taxes and investment income have historically provided enough funding for the above three programs. The Federal Airport Improvement Program (AIP) provides grant-in-aid for planning, land acquisition, and capital improvement projects at airports in the National Plan of Integrated Airport Systems (NPIAS). A1P funding is administered on a priority system that directs funding to capacity -enhancement projects first. Most air -side improvements are eligible. In addition to the Airport Improvement Program, TIFIA can be used to help fund large, innovative, and intermodal transportation projects. Under TIFIA, an approved project may receive loans and loan guarantees for up to one-third of project cost at attractive rates and terms. TIFIA funds have been used for airport -related projects such as Miami Airport's intermodal center. WIDOT Freight Prograris and Planning 5-5 DRAFT Minnesota Statewide Freight Plan March 2005 5.'i .6 Freight Planning and Research The Office of Freight and Commercial Vehicle Operations (OFCVO) is responsible for supporting the freight -related elements of the Statewide Transportation Plan. Its mission is to support other Mn/DOT offices, and state and local agencies with respect to freight and commercial vehicle operations. OFCVO helps to identify and provide a better understanding of complex freight issues, so that they can be considered in investment, planning, policy, and regulatory decisions. Core activities include planning and scoping studies, development of freight -enhancing systems and projects, freight performance measure and information system development and reporting, information exchange and outreach, and research of innovative concepts and technologies. In addition to the above activities, OFCVO's Freight Planning and Development area manages the following activities: support of Mn/DOT Districts in freight planning; support of the Districts and State Patrol in weight enforcement planning and fixed --scale maintenance; support of heavy truck safety initiatives; participation in truck size and weight policy development; and facilitation of the Minnesota Freight Advisory Committee activities. Major freight planning and research studies axe funded through Mn/DOT's consultant budget, the FHWA's State Planning and Research Program (which includes pooled fund studies with other states) through Mn/DOT's research program with the University of Minnesota and other universities, and through Mn/DOT's Guidestar ITS program. 5.2 Integration of Freight Programs with Other Transportation Planning and Investment Activities The economic importance of freight compels Minnesota to find ways to more explicitly incorporate freight issues and needs into the development, prioritization, and implementation of transportation projects, and to modify non --highway, freight -related programs to increase the effectiveness of non -highway freight modes. The following actions, if taken, would more fully integrate freight issues and factors into highway planning, programming, and implementation processes: 1. Mn/DOT is only one of many public agencies that aim to promote the state's economic development by improving freight infrastructure and services. Coordination with other agencies, such as the U.S. Department of Agriculture and the Minnesota Department of Employment and Economic Development, would reveal areas where investment programs intersect, yielding complementary funding for specific improvements. Forming public - public partnerships would help these agencies to better meet freight -enhancing objectives. 5-6 WIDOT Freight Programs and Planning DRAFT Minnesota Statewide Freight Flan March 2006 2. The private sector continues to make substantial investments in freight infrastructure facilities and services in the state. Opportunities for public-private partnerships between Mn/DOT and the private -sector freight industry should be found as a way to leverage funds for project -specific improvements. A forum for these discussions is available through the Minnesota Freight Advisory Committee, 3. The Federal funding application process, as administered by the Metropolitan Council in the Twin Cities, should assign additional points for roadways that have major freight generators, are extensions of the IRC system, or serve as freight connectors to IRCs or metro area freeways. In Greater Minnesota, the Area Transportation Partnerships (ATP) process should include similar criteria for ranking projects identified by the partners. Finally, District Plans should prioritize improvements by incorporating a measure of freight flows such as high tonnage and value. 4. To ensure that freight factors are considered in a more consistent and timely manner, a process should be established that allows OFCVO the opportunity to provide input on major investment studies (MIS), on system plans where freight is a major element, and on corridor studies where heavy commercial vehicles exceed certain thresholds (for example, more than four percent of daily traffic or more than 1,500 trucks per day). This would ensure that freight issues are more adequately and systematically addressed. Freight connectors, as defined by the Federal government, should be targeted for Federal funding as these opportunities arise. 5. Mn/DOT should examine whether a freight interest is represented on major guidance and decision -malting committees. When needed, OFCVO should provide assistance to organizations, for example, Area Transportation Partnerships and Mn/DOT committees e.g. funding distribution formula evaluation, IRC updating). 6. In order to more realistically account for the impact of trucks on levels of congestion on IRCs and major Twin Cities metro area highways, the forecasting and analysis process should incorporate the concept of passenger car equivalents (PCEs). Because of length and acceleration/deceleration characteristics, each semi -trailer is equivalent to three or more passenger cars. As factors such as congestion or grades increase, PCE values increase. By incorporating PCEs in the calculation of congestion measures such as volume -to -capacity ratios (v/c), levels of service, and speed, roadways with heavier truck volumes will show higher and more realistic We ratios. Relating high -truck volume routes with higher We ratios by using PCEs could help these truck routes receive higher priority in the project selection process. In order to calculate PCEs, the collection of truck count data (HCAADT) should be broadened and improved. 7. When safety analyses are undertaken, efforts should be made to identify crash locations involving heavy commercial vehicles. Assigning these locations a higher priority for improvement could be very effective since crashes involving heavy commercial vehicles are more likely to result in fatalities, injuries, heavy property damage, and disruption, especially if hazardous materials are involved. MnIDOT Freight Programs and Planning 5-7 DRAFT Minnesota StateNide Freight Plan March 2005 8. When updating the IRC system (every three to five years), MN/DOT should consider whether the roadway is a high -tonnage or high --value truck facility (current or future). Currently, the process only includes daily volumes of heavy commercial vehicles. 5.3 Partnerships with the Private Sector As Minnesota's population and economy continue to grow, demand on the transportation infra- structure will increase. At the same time, infrastructure improvement needs for all modes will continue to outpace available funding. Partnerships with the private sector may be one way to help bride the gap between needs and funding. Many of the non -highway modal programs currently undertaken by Mn/DOT involve, in part, the private sector. For example, rail programs involve regional railroad authorities or individual rail lines. Rail lines are run by the private sector, which have little or no state oversight. In addition, loan programs already involve carriers and shippers in order to generate support for state investments in private sector facilities. Eligibility for the Port Development Program, which currently is limited to public port facilities, should be extended to include private port facilities. The airport development and maintenance programs already indirectly involve the private sector. Grants and loans go to the municipality for improvements to runways, taxiways, aprons, lighting, and instrumentation. These improvements may be needed to keep or bring commercial air service to larger state airports. The efforts of the non -highway freight programs demonstrate a model for cooperation between the public and private sectors when it comes to investments in transportation for freight -- related purposes. The different units within the Office of Freight and Commercial Vehicle Operations should continue to explore ways to partner with the private sector as a way to leverage available funds. 5-8 MnIDOT Freight Programs and Planning DRAFTPvimesota Statowide- FreLght Flat,. March 2005 6.0 Freight Trends National, state, and local economic trends have resulted in major changes in freight trans- portation in Minnesota. Many of these trends can be expected to continue into the future and will have a major impact on the state. This chapter identifies the economic trends and forecasts that will affect freight, including the national forecasts of freight, forecasts of Minnesota's employment and output by industries and changes in population. It also examines logistics trends by industry and mode, and trends in public policy. 6.1 Economic Trends Employment and Population Trends Historical employment trends provided by Minnesota's Department of Employment and Economic Development confirm that Minnesota is moving toward a service-oriented economy. Service industries typically consume rather than produce freight, Minnesota is projected to experience the greatest increases in employment in the service industries. As shown in Figure 6.1, the growth in total employment, while concentrated in the metro region, is largely in those regions along the 1-94 Corridor. Manufacturing employment in 2010 is projected to be primarily located in the metro region and southern Minnesota. Wholesale/warehousing employment is projected to be primarily in the metro and central regions. The 2020 population in Minnesota is forecast to follow existing patterns of growth in the metro region, Duluth, Rochester, and Saint Cloud. As shown in Figure 6.2, population increases elsewhere in Minnesota are forecast to be along the interstate highway system, which reinforces the employment, industry, and freight tonnage projections. Freight Trend: 6-1 DRAFT Minnesota Statewide Freight Plan March 2005 Figure 6.1 DEED Projected Increase in Employment by Planning Legion, 2000 to 2010 6-2 Freight Trends DRAFT Minnesota Statewide Freight Pian Figure 6.2 Population by County 2020 March 2005 Freight Trends 6-3 DRAFT Minnesota Statewide Freight Plan March 2005 Industry Trends Minnesota's gross state product (GSP) has increased by 69 percent in real dollars from 1986 to 2001. During the same period, the U.S. gross domestic product (GDP) has increased by 60 percent in real dollars. Minnesota shifted from primarily a manufacturing economy toward more of a service economy during this period. The percentage of the U.S. economy in the service sectors in 1986 is similar to the levels that were not reached in Minnesota until 2001. Growth in manufacturing in Minnesota has not kept pace with growth of the overall economy. While the value of durable manufactured goods doubled between 1986 and 2001, the value of non -durable goods declined slightly, as shown in Figure 6.3. The U.S., like Minnesota, had a percentage growth for all manufacturing industries less than that of the overall economy, and this has consisted of a larger increase in the value of durable manufacturing and virtually no increase in the value of non -durable manufacturing. This is significant for freight because durable goods, as non-perishable items, are more likely to be exported and are shipped longer distances, including a higher fraction of international shipments. Among the manufacturing industries in Minnesota, the high --technology electronic equipment and industrial equipment sectors have grown most rapidly as shown in Figure 6.4. For the U.S., these same high-technology electronic equipment and industrial equipment sectors show the most growth among the manufacturing industries. These sectors tend to ship high-value, low - weight goods using premium transportation services. In addition, these sectors tend to transport smaller -sized shipments that require more vehicles per ton than other sectors. There has also been significant growth in many durable manufacturing sectors such as rubber and plastics, and transportation equipment both in Minnesota and the U.S. Export and Import Trends The Federal government has prepared a national forecast of freight flows as part of its Freight Analysis Framework (FAF) study. Inbound shipments to Minnesota by weight are forecast to grow at a rate of 92 percent between 1998 and 2020, much higher than the growth of outbound tonnage of 52 percent over the same period. This reflects a change in Minnesota to a service- oriented, consumption economy, an increase in the manufacture of high-value, low -weight goods, and to a decline in resource industries and shipments. For the most part, inbound and outbound shipping patterns will follow similar trends as discussed below. The FAF forecasts indicate that states in the Midwest will remain Minnesota's largest trading partner in the future (see Fig. 6.5). However, even freight shipments to and from the Midwest are forecast to grow more slowly than the average national growth rate. This is the case even after excluding shipments of ore, which while currently dominant in terms of tonnage, will decline in absolute terms. Due to the importance of trade with these states, preservation and enhancement of primary rail and highway corridors such as I-94 is important. 6-4 Freight Trends DRAFT Minnesota Statewide Freight Plan Figure 6.3 Gross State Product for Minnesota All Industries, 1986 to 2001 Government Services F.I.R.E. Retail Trade Wholesale Trade Transportation and Uutilities Nondurable Goods Durable Goods Manufacturing Construction Mining Agriculture, Forestry, Fish 0 March 2005 86 01 5 10 15 20 25 30 35 40 Dollars (in Millions) Freight Trends 6-5 DRAFT Minnesota 5tatevvide Freight Plan March 2005 Figure 6:4- Gross State Product for Minnesota Manufacturing Industries, 1986 to 2001 Leather Products ® 1986 Rubber and Plastics 0 2001 Petroleum Products Chemicals Printing and Publishing Paper Products Apparel and Textile Textile Mill Products Tobacco Products Food and Kindred Products Misc. Manufacturing Instruments' and Reialed Other Transportation Motor Vehicles Electronic Equipment Industrial Machinery Fabricated Metals Primary Metals Stone, Clay, Glass Furniture and Fixtures Lumber and Wood D 1 2 3 4 5 6 7 1996 Dollars (in Millions) 6_6 Freight Trends DRAFT Minnesc-Ta Statewide Freight Plan March 2005 Figure 605 Freight Tonnage Outbound from Minnesota, 2020 up t Ou Ibound 2421 Toru LT 36UK 3ooK - in to io Mt 25 ht ZM-75M Cr 75 h! International shipments to and from Canada and Mexico are forecast to have among the highest growth rates. However, in terms of absolute tonnage, the numbers remain low compared to other trading partners. The ability to accommodate shipments under the North American Free Trade Agreement (NAFTA), particularly through Minnesota's international border with Canada, will be important to Minnesota's growth. Shipments to and from the West/Southwest, presumably including the domestic land shipment of freight through the ports of Los Angeles/Long Beach and Seattle, are forecast to grow faster than average. While intermodal container rail service is available directly to the Pacific Northwest, container service to Southern California must first pass through Chicago. The availability of direct intermodal container rail service to Southern Califb:rnia as a competitive option to trucking may be important to accommodate the expected growth. F,oight Ti -ends 6-7 DRAFT Minnesota Statewide Freight Plan March 2005 Shipments to and from the South are forecast to grow faster than the national average. Minnesota currently relies on the barge system of the Mississippi River to accommodate a substantial portion of bulk grain shipments to the South. Preservation and improvement of this system will be important to Minnesota. As shown in Figure 6.6 the FAF forecasts that the South will remain Minnesota's largest inbound trading partner in the future. Freight shipments from the South will grow at a slightly higher rate than the average fol all regions. While the Mississippi River system is important to Minnesota's outbound shipments to the South, the inbound shipmeuts rely mostly on trucking and rail modes. Shipments by both highway and rail from the South typically are transshipped and/or must pass through the congested Chicago area, malting conditions in Chicago important to Minnesota's economy. The FAF forecasts that the outbound commodities with the highest tonnage increases and above average growth rates are food processing (125 percent), non -electrical machinery 377 percent), chemicals (98 percent), lumber (131 percent), secondary/warehousing 175 percent), and electrical machinery (277 percent). These commodities exported from Minnesota to the rest of the U.S., and their associated 'industries, will be able to achieve this growth only if the transportation system can allow them to easily reach their markets. It is notable that the highest growth rates are in high-value goods that traditionally rely on premium transportation modes such as air cargo, trucking, and intermodal rail containers. The FAF forecasts that the inbound commodities with the highest tonnage increases and above average growth rate of 92 percent are clay concrete glass stone (142 percent), food processing 104 percent), secondary/warehousing (221 percent), uon-electrical machinery (323 percent), and electrical machinery (245 percent). These imported commodities are needed to serve Minnesota's growing population and service industries. The projected growth can only be accommodated if the transportation system can allow the goods to easily reach their markets iu Minnesota and the surrounding region. The highest inbound growth rates are in high-value goods that traditionally rely on premium transportation modes such as air cargo, trucking, and intermodal rail containers. High growth rates are also forecast for inbound warehousing secondary distribution) shipments to Minnesota from other states, a function that conceivably could be served by distribution centers located in Minnesota if they were developed. g_g Freight Tronds DRAFT J'Annesota 5tatelAlide Freight POP Allarch 2005 Figure 6.6 Freight Tonnage Inbound to Minnesota, 2020 Inbound 2020 Tans j LT 300K qP 300K --10 iv[ ' 9.0 NI -25M 25M -75M GT75M r 602 Transportation/Logistics The logistics industry during the final decades of the 20th Century was dominated by economic deregulation. Deregulation resulted in lower transportation costs, which, in turn, reduced total logistics costs for both the U.S. and Minnesota. This has allowed just -in -time (JIT) deliveries to be substituted for inventory costs, a strategy that requires more reliable transportation service. Deregulation and JIT delivery have resulted in smaller shipments of higher value products, which favors premium freight transportation services such as trucking and air cargo and is consistent with forecasts for Minnesota from the FAR Freiybt Trends 6-9 DRAFT Minnesota Statewide Freight Plan March 2005 The shift from a manufacturing to a service economy has increased the requirement by companies to be sensitive to rapidly changing consumer demands. Many of the "push" logistics systems where the movement of goods was a function of manufacturing activity are gradually being replaced by "pull" logistics systems in which goods are moved based on customer preferences, These trends are complimented by (and in many cases are the driver of) the shift to JIT delivery systems. Highway congestion is a threat to freight reliability that is essential to JIT. In Minnesota, the Twin Cities have notable highway congestion on key freight routes. Deregulation has considerably increased the entry of trucking firms into the marketplace, both in Minnesota and the U.S. This increase was tempered between 2002 and 2004 as higher fuel costs, higher insurance costs, and truck driver shortages increased the operating costs of driving over the last five years. Air cargo limitations are not physical, but principally the result of decisions of carriers to offer passenger service. For example, the decisions by air carriers to offer little international freight service from Minneapolis St. Paul International Airport significantly limits the amount of international air cargo imported and exported from the state. Water cargo markets are largely stagnant or declining nationally. Potential national increases in water cargo will be in containerized cargo, which contrasts significantly with the predominantly bulk cargo operations of Minnesota. Minnesota's increase in agricultural exports could increase its barge tonnage, but coal imports are shifting to western low -sulfur coal shipped by rail. Physical limitations on the Great Lakes/St. Lawrence Seaway and the Mississippi River make the operation of containerized water cargo extremely difficult and limit the ability to offer this service at Minnesota's ports. Rail freight has already reaped most of the benefits from deregulation and restructuring. Further cost reductions are not expected in the U.S., although Minnesota's railroads have shown increases in volume and operating ratios due to operational improvements. Rail has not been able to achieve returns on investment that will attract the capital that private railroads need to expand or improve their infrastructure in Minnesota or the U.S. Much of Minnesota's rail freight service must move through Chicago, and rail congestion in Chicago is a threat to Minnesota's rail service. 6.3 Policy Trends This section discusses the roles that federal, state, and local governments have played, and can be expected to play, in the regulation of freight. 6.90 Freight Trends DRAFT 1!,}ini7es0fa StataMde Freight Plan. March 2005 Federal Policies As discussed in Section 6.2, transportation was economically deregulated during the last decades of the 20th Century. Future Federal regulation of transportation is likely to address environmental, safety, or security matters. During deregulation, freight projects were provided with access to traditional sources of highway funding, such as the Federal NHS and the Surface Transportation Program categories. Future legislation may provide dedicated funding sources for freight projects, such as special loan programs. Public data on freight flows is becoming more widely available, most notably through the FHWA's FAF and the efforts of the Bureau of Transportation Statistics (BTS). Information that has been collected from private freight carriers is being consolidated and made more available electronically for use in transportation planning and investment decisions. The Federal transportation legislation, most notably ISTEA and TEA -21, has encouraged freight stakeholders to be included in the transportation planning process. In Minnesota, this has been accomplished through the formation of the Minnesota Freight Advisory Committee. Minnesota State, Regional, and Local Policies Mn/DOT, through its State Transportation Plan, has established policies to implement its Strategic Directions: Safeguard What Exists, Make the Transportation Network Operate Better, and Make Mn/DOT Work Better. Minnesota has also promoted investments in and attention to freight -related issues. The activities initiated under these Strategic Directions include the development and improvements on the IRC system, investments to expand "key" airports, investments to reduce congestion within the Twin Cities metropolitan area, development of this Statewide Freight Plan, and development and implementation of performance measures and targets. Regional policies with regard to freight flow within the Twin Cities are beginning to emerge. The Metropolitan Council has drafted some preliminary policies recognizing the importance of freight to the regional and state economy. The policies are aimed at improving freight flow. Other MPOs and .Area Transportation Partnerships are expected to take similar actions. County and municipal organizations have taken few actions that specifically address freight issues. As noted in Chapter 3, county and municipal governments have made land use decisions that may be in conflict with existing freight transportation facilities. This is particularly notable. in port locations where new residential and commercial uses are encouraged and displace existing freight facilities. Pr9ight Trends 6--97 DFAFT Minnesota statewide Freight Pian 7.0 Performance Measures, March 2005 With the adoption of the Minnesota Statewide Transportation Plan (STP) in 2003, Mn/DOT began implementing a performance-based planning approach in its investment decision-making process. To this end, Mn/DOT will monitor, evaluate, and consider performance-based transportation system needs when making investment decisions. This approach is expected to more clearly communicate both current transportation trends and desired outcomes. The goal is to direct investments to address identified transportation performance problems that provide benefits to Mn/DOT's customers. Performance measures support tradeoff analysis in the policy, planning, and programming context. They help to set appropriate targets for a policy or system plan where tradeoffs involve different system elements (e.g., highway versus ports and waterways); or different objectives (e.g., mobility versus safety), given varying assumptions about resources available in a given timeframe. 7.1 Statewide Transportation Plan Performance Framework The 2003 STP developed a clear set of policies linked to Mn/DOT's previously formulated Strategic Directions From these policies emanated a comprehensive set of multimodal performance measures contained within a framework that linked performance measures to policies, and provided a means for matching performance measures across relevant modes, including freight transportation, defined in the STP as motor carriers, railroads, waterways, and aeronautics. A framework was developed for identifying critical linkages between the Statewide Freight Plan and the adopted Statewide Transportation Plan. In addition, strategies have been developed to address how the Statewide Freight Plan is to meet STP policies and performance measures, and how to use the STP policies and measures to enhance freight performance measures. Additional freight measures are described, as well as data availability and how this availability affects the ability to set performance targets. The STP describes Mn/DOT'S three Strategic Directions and defines associated policies as follows. STP Policies 1 through 7 address all modes, system infrastructure, and services, as well as geographic areas. Performance Pleasures 7-9 DRAFT Minnesota 5tatawide Freight Plan March 2005 Strategic Direction: Safeguard What Exists The Statewide T1,wisportation Plan identifies the following policies: Policy 1— Preserve essential elements of existing transportation systems; Policy 2 — Support land use decisions that preserve mobility and enhance the safety of transportation systems; and Policy 3 — Effectively manage the operation of existing transportation systems to provide maximum service to customers. Strategic Direction: Make the Network Operate Better The Statewide Transportation Plan identifies the following policies: Policy 4 — Provide cost --effective transportation options for people and freight; Policy 5 --- Enhance mobility in Interregional Corridors linking regional trade centers; Policy 6 — Enhance mobility within regional trade centers; and Policy 7 — Increase the safety and security of transportation systems and their users. Strategic Direction: Make Mn/DOT Work Better The Statewide Transportation Plan identifies the following policies: Policy 8 — Continually improve Mn/DOT's internal management and program delivery; Policy 9 — Inform, involve, and educate all potentially affected stakeholders in transpor- tation. plans and investment decisions processes; and Policy 10 — Protect the environment and respect community values. In developing these policies, Mn/DOT understands that it does not have the ability to fully control many of the outcomes implied by these policies. For example, the privately owned airline and railroad industries, and the influence that regional, domestic, and international competitive market forces exert on these industries are the primary drivers of decisions made by airline and rail companies. However, Mn/DOT has articulated these policies because it believes that it can indirectly affect outcomes through funding participation, technical assistance, partnership formation, and outreach and involvement activities 7-2 Performance MeaSLPes DRAFT Minnesota Statewide Freight Plan March 2005 7.2 Freight Performance Framework and Performance Measures and Indicators The State Transportation Plan developed performance measures to monitor Minnesota's transportation system. Many of these measures, particularly those for highway and bridges, are directly relevant to freight transportation because of the important role of highways in statewide freight movement. The Statewide Freight Plan identifies additional performance measures and indicators for all modes of freight transportation. The measures and targets will be further defined through follow-up action. The approach used to arrive at the freight performance measures was as follows: Freight measures previously defined in the STP were kept in the Freight Plan. Motor Carrier, Railroad, and Waterways were presented in the STP as a modal group, called Freight. In the Freight Plan, each is addressed separately as Trucking, Rail, and Waterways, respectively, along with Air Cargo, in lieu of Aeronautics. In addition, an Intermodal Facilities category (ports, rail/truck) was added. Performance indicators were added to the Plan. Indicators of freight activity and charac- teristics are used primarily to track/detect trends and fluctuations over time, and are useful for alerting stakeholders and policy -makers of ongoing and anticipated changes in the freight market. Eight Trucking measures and one Air Cargo measure were referenced to STP measures. The reason for the cross-referencing is that Trucking, as a major user of the highway/bridge system, benefits directly from the performance -improving measures for the highway system. In addition, Air Cargo benefits from the performance measures for the aeronautics system. The Statewide FreightPlan performance measures and indicators are described below. 7.2,1 Freight Measures by Mode Trucking LIT Percent of miles of highway that meet "good" and "poor" ride quality targets (from STP measure 1.1H). 1.2T Benefit of truck weight enforcement on pavement service life. 2.1T Percent of townships, counties, and municipalities along IRCs whose adopted local plans and ordinances support IRC Management Plans and Partnership Studies (from STP measure 2.111). Performance Measures 7-3 DRAFT Minnesota Statewide Freight Plan March 2005 2.2T Percent of IRC and bottleneck removal projects identified in the 10 -Year Program for which right-of-way needs have been protected (from STP measure 2.211). 3.1 T1 Clearance time for incidents, crashes, or hazmats (metro) (from STP measure 3.1H1). 3.1T2 Snow and ice removal clearance time (from STP measure 3.1H2). 3.2T Percent of miles of Principal Arterial corridors in RTCs 0 and 1 that are managed (from STP measure 3,2H). 4.3T Percent of major generators with appropriate roadway access to IRCs and major highways. 5.1T Percent of IRC miles meeting speed targets (from STP measure 5.1H). 5.2T Peak -period travel time reliability on IRCs and other high -use truck roadways. 6.1T Ratio of peals to off-peak travel time — Travel Rate Index (metro) (from STP Measure 6.IH). 6.2T Peak -period travel time reliability on metro area highways. 6.3T Miles of peak -period congestion per day (RTCs 0 and 1) (from STP Measure 6.3H). 7.1T Heavy truck crash rate (three-year average). 7.2T Number of heavy truck -related fatalities (three-year average). I=I 1.2R1 Percent of rail track -miles with track speeds >25 mph. 1.2R2 Percent of rail track -miles with 286,000 --pound railcar capacity rating. 4.3R Percent of major generators with appropriate rail access. 7.1R1 Total crashes at at -grade rail crossings (three-year average). 7.1R2 Percent of at -grade rail crossings meeting grade --separation guidelines. 7.2R Number of truck -related fatalities at at -grade rail crossings (three-year average). Waterways 3.2W Average delay time at river locks. 7-4 Porformance Measures DP,AFT Minnesota Statewide rreighf Plan March 2005 Air Cargo 1.2A Percent of airport runways that meet good and poor pavement condition targets (from STP measure 1.2A). 4.1A Availability of direct international air cargo freighter service. 4.3A Percent of air cargo facilities with appropriate roadway and rail access. Intermodal Facilities 1.2I Percent of intermodal facilities whose infrastructure condition is adequate. 4.1I Availability of container -handling capability and/or bulk transfer capability. 4.3I Percent of intermodal facilities (ports/terminals) with appropriate roadway and rail access. 7.2.2 Indicators The following indicators have been selected for tracking and monitoring freight activity: Under STP Policy 4: Shipment rates for selected commodities, modes, and regional and national markets; Mode share (tonnage and value)— Amount of freight carried by each freight mode, by major commodity groups; and Geographic market share — Tonnage and value of shipments to/from the state, by major commodity groups, to major trading partners. Under STP Policy 5: Travel time for selected commodities, modes, and regional and national markets. 7.3 Targets for Freight Performance Measures Performance targets allow Mn/DOT to track system performance and to know whether it is achieving its performance objectives. Targets should be realistic. Setting targets too high can lead to over -investment or non -attainment. Setting targets too low can lead to under- investment and a system that does not meet customer expectations. The Statewide Transportation Plan focused on three target horizon years: 6 years, 10 years, and 20 years. The 6 -year target corresponds to three (two-year) business plan cycles; the 10 -year target Performance Measures - 7-5 DRAFT Minnesota Statovvide Freight Plan March 2005 corresponds to WDOT's 10 -Year Work Plan; and the 20 -Year target corresponds to the planning horizon of both the STP and the Statewide F1 eight Plan. The ability to set freight performance targets depends on the availability of both historical and forecasted data. If the data is not available, but the performance measure is highly desirable, then a commitment would have to be made to collect the data necessary to set targets at a later date. These would be considered "developmental" measures. If the data is available, but the performance measures and targets have not been defined previously, these are referred to as emerging measures." If the data and targets already exist, these are referred to as "mature measures." Following is a description of data availability and directions for setting targets for the proposed freight measures. This plan does not set targets. Additional data must be collected and analyzed before targets can be set. 1.2T Benefit of truck weight enforcement on pavement service life. While data is available on the effect of truck weight and overweight trucks on pavement life, sufficient data is not available at present that links level of enforcement to incidence of overweight violations and, therefore, to its effect on pavement service life. Thus, this measure is considered "developmental." This means that a process for collecting this data must be developed. Once the data is analyzed, predictive tools can be developed and mid- and long- term targets set. 1.2R1 Percent of rail track -miles with track speeds > 25 mph. Data is generally available for this measure from the rail companies (and perhaps the Federal Railroad Administration), but no targets have been set previously. Therefore, this is considered an "emerging" measure. This data must be compiled and analyzed, at which time targets can be set. 1.282 Percent of rail track -miles with 286,000 -pound railcar capacity rating. Data for this measure is available from the rail carriers and FRA, but no targets have been set previously. This is considered an "emerging" measure. Data must be compiled and analyzed, and targets set. 1.2I Percent of intermodal facilities whose infrastructure condition is adequate. Data for this measure is generally available, but must be compiled, and no targets have been previously set. This is an "emerging" measure. Once the data is compiled and analyzed, a definition of "adequate" condition can be made and targets set. 7-6 Performance Measures DRAFT Minnesota Statewide Freight Plan 3.2W Average delay time at river locks. March 005 This measure aims to look at the waterway system between the Twin Cities and St Louis. This data is available, but must be compiled, and no targets have been set. This is an "emerging" measure. Once the data is compiled and analyzed, targets can be set. 4.1A Availability of direct international air cargo freighter service. Data for this measure is available, but no targets exist. It is an "emerging" measure. Once data is compiled and analyzed, targets can be set. 4.11 Availability of container -handling capability and/or bulk transfer capability. Data for this measure needs to be compiled. This is a "developmental" measure. Once data is collected and analyzed, targets can be set. 4.3T Percent of major generators with appropriate roadway access to IRCs and major highways. This measure was developed in the STP, but has been modified to reflect access not only to IRCs, but to other major highways as well. This refinement is based on a study of highway connections in Greater Minnesota, conducted by Mn/DOT, which concluded that many of the relevant connections are between generators and non -IRC highways. The study, which examined approximately 130 major freight generators statewide (but outside of the Twin Cities metropolitan area), found that about three percent of the connections identified were considered inadequate by the owners/managers of the facilities. The study also found that local jurisdictions often address problems by either improving the connection or by removing the restrictions that render the connection inadequate (e.g., lifting weight restrictions). A cleaner definition of "appropriate" connections needs to be made — the connection study relied on managers/owners of facilities to define adequacy based on their individual experiences. A more formal definition would use some of the factors already in use for identifying NHS connectors. Once this is done, and the relevant data is collected, targets can be set. The study of connections to major generators also examined connections in the Twin Cities, since the STP measure did not consider the area inside the I-494/1-694 loop. The study concluded that a new approach for determining adequacy of connections was needed because of the great number of generators in the Twin Cities, and because the high density of roads provides, as a rule, multiple access points between generators and the Twin Cities' highway system. The study proposed that generators be aggregated into logical "clusters" based primarily on type of land use and geographic proximity. The cluster approach yields a number of advantages: 1) while individual generators can go out of business or move from the area, clusters — because of the land use basis used in defining them — are stable; 2) the cluster approach obviates the Performance Measures 7-7 DRAFT Minnesota Statewide Freight Plan March 2005 need to identify individual connections to each generator; instead, one or two connections can be defined for each cluster (which may contain multiple generators); and 3) connections to clusters could be laid out to more efficiently serve all generators within the cluster. In this sense, the cluster approach is not too dissimilar to the concept of "freight villages," which uses a subdivision approach and a sharing of facilities in the way the village is laid out. The next steps for the Twin Cities' analysis of connectors are to refine the clusters themselves; identify the main (one or two) connectors that best serve each cluster; define the factors that should be considered when defining adequacy; inventory the connections to determine their level of adequacy; and set mid- and long-term targets. An effort currently underway relevant to the issue of freight connections is an attempt by Mn/DOT to define County State Aid Highways (CSAHs) to be consistent with the 10 -ton network currently being designated. Since many of the "last -mile" connectors to generators are CSAHs, this network, when superimposed on the IRC system and other trunk highways almost all of which are 10 -ton roads), will yield a complete statewide 10 -ton system. This system is of great interest to shippers and truckers who have identified weight -restricted local roads as an impediment to freight movement. By mapping major generators onto this 10 -ton system, gaps can be readily identified and the information used to help determine connection adequacy. 4.3R Percent of major generators with appropriate rail access. Data for this measure must be compiled and analyzed, and targets defined. This is a developmental" measure. As part of this effort, the term "appropriate" needs to be defined. To the extent possible, the definition of appropriateness and the level of target -setting should be consistent with those for Trucking Measure 4.3T. 4.3A Percent of air cargo facilities with appropriate roadway and rail access. This measure is a corollary to Trucking Measure 4.3T and is "developmental." However, since there are so few air cargo airports in the state, the data and targets could be established in a short timeframe. 4.3I Percent of intermodal facilities (ports/terminals) with appropriate roadway and rail access. This measure for ports/terminals is a corollary of Trucking Measure 4.3T, Rail Measure 4.3R, and Air Cargo Measure 4.3A; and is a "developmental" measure. 5.2T Peak period travel time reliability on IRCs and other high -use truck roadways. This is an STP measure and is considered "developmental." Data is available, but targets have not been set. High -use non --IRC truck roadways have been identified in this Freight Plan. 7.8' Performance Measures DRAFT Minnesota Statelj lide Freight Plan ;March 2004 6.2T Peak period travel time reliability on metro area highways. This is an STP measure and is considered "emerging." Data is not available nor have targets been set. 7.lT Heavy truck crash rate (three-year average). Historic data for this measure is readily available, as are truck volume forecasts. Furthermore, the STP has established a crash rates performance measure for all vehicles, which provides a basis for developing truck crash rate targets. Therefore, this measure could be placed somewhere between an "emerging" and a "mature" measure, and targets could be developed relatively quickly. 7.1R1 Total crashes at at -grade rail crossings (three-year average). This is an STP measure and is considered a "mature" measure. 7.1R2 Percent of at -grade rail crossings meeting grade -separation guidelines. Data for this measure is not available at present, nor have targets been set. This is a developmental" measure. Once data is collected and analyzed, targets can be set, provided the grade separation guidelines are well defined. 7.2T Number of heavy truck -related fatalities (three-year average). Historic data for this measure is available, as are truck forecasts. Furthermore, the STP has established a total fatalities performance measure for all vehicles, which provides a basis for developing truck -related fatality targets. Therefore, this measure can be placed somewhere between a "developmental" and an "emerging" measure, and targets could be developed relatively quickly. 7.2R Number of truck -related fatalities at at -grade rail crossings (three-year average). This information is a subset of performance measure 7.1R, and requires quantification of truck - related fatalities. This can be considered a "mature" measure. Performance Measures 7-9 DRAi-T Minnesota Stateyvide Freight Plan March 2005 8.0 Policy Framework and Recommendations Challenges to the efficiency and effectiveness of Minnesota's freight transportation system can be addressed through the combined efforts of Mn/DOT and it public and private partners. The public sector's role in constructing, operating and maintaining the roadway system is critical for the truck freight system. The public sector also makes key investments, controls land uses, conducts regulatory activities, and initiates other activities that influence the performance of the non -highway freight modes. Public and private (shippers and carriers) sectors can work together to achieve a common vision for freight in Minnesota. This vision is embodied by the following statewide freight policy: Provide an integrated system of freight transportation in Minnesota highway, rail, water, air cargo, and intermodal terminals — that offers safe, reliable, and competitive access to statewide, national, and international markets. This freight policy recognizes the importance of all modes for a balanced freight transportation system, the need for connections between modes, and finally, that efficient access to expanding markets is increasingly significant to Minnesota businesses operating in a global economy. This policy is consistent with and built on the overall policies of the Minnesota Statewide Transportation Plan (STP). The Freight Plan's freight policy is a more developed expression of Mn/DOT's commitment to improving the freight transportation system. This policy is implemented through six policy directions, each of which in turn is supported by a set of more specific recommended strategies. The Freight policy and policy directions are shown in Figure 8.1. Policy Framework and Recommendations 8-1 DRAFT Minnesota Statewide Freight Plan March 2005 Figure 8.1 Freight Policy and Policy Directions Policy Direction I - Improve the Condition, Connectivity, and Capacity of Statewide Freight Infrastructure Improvements are needed to the physical condition of the freight system in Minnesota due to age, wear, and inadequate design. Mn/DOT operates freight programs, such as the Minnesota Rail Service Improvement Program (MRSI) and the Port Development Assistance Program, which were established to preserve and modernize basic freight infrastructure. While these programs have succeeded in improving facility infrastructure, additional understanding of the impacts of these programs on improving freight mobility is needed. Efficient connections are needed between trade centers, to and from freight generating facilities, and between modes. This includes the "last --mile" roadway connections between these facilities and the major highway systems. These connections must be designed, including weight limits, to accommodate heavy trucks. Sufficient capacity is required to meet current and future demand for shipping goods. This includes not only the main line highway, railroads, and waterways, but also the intermodal terminals, which provide for the transfer of freight between two or more modes and which 6-2 Policy Framework and Recommendations DRAFTMinriesota 5fafewide_Feight Plan March 2005 allow for optimizing freight movements over longer distances. Bulk intermodal terminals allow for the transfer of high -tonnage, low -value commodities, such as taconite, coal, and grain. Intermodal container terminals provide for transfer of manufactured products between truck and rail. Recommended Strategies 1. Support improvements needed on roadways with significant truck volumes, in particular, bridge and pavement deficiencies affecting trucks. The highway system provides statewide access for freight movements (59 percent of total tonnage and 79 percent of total value are carried by truck). Significant unmet state trunk highway performance needs have been identified through Mn/DOT's long-range planning process. Efforts should be made to preserve, maintain, and improve the highway infrastructure critical for freight, in particular bridge clearances and weight deficiencies on the Interregional Corridor (IRC) system and major Twin Cities metro area highways. 2. Structure MnIDOT's freight assistance programs to achieve performance targets and assess benefits and costs. Mn/DOT operates several programs [Minnesota Rail Service Improvement Program MRSI), Port Development Assistance Program] that provide funding to railroads and water ports for the rehabilitation of infrastructure. There is a need to refine programs based upon changing industry trends and conditions. Changes to project eligibility criteria may be needed, as well as a greater focus on cost/benefit analysis and tracking of impacts over time. 3. Improve the efficiency, condition, and capacity of intermodal terminals (ports, truck -rail terminals). Intermodal terminals provide for the transfer of freight between modes, including containers and bulk shipments. Many of these terminals have aging infrastructure and are facing capacity constraints. Mn/DOT will work with others to improve these facilities, thereby preserving multimodal options for shippers and improving access to markets. Innovative intermodal or bimodal services using new technologies or new partnerships should also be encouraged. 4. Support efforts to develop a statewide interconnected 10 -ton roadway system to serve major freight facilities. Local and regional roadways provide important connections to freight generators and intermodal facilities. Many of these roadways are not designed for heavy trucks. A statewide interconnected system of roads built to a 10 -ton standard would eliminate gaps in the freight network. Mn/DOT will work with the counties to identify roads that should be included in this system. 5. Pursue National Highway System (NHS) Intermodal Connector designation for significant connectors. Policy Framework and Repcon7n7endatio;;s 8-3 DRAFT Minnesota Statewide Freight Plan March 2005 Intermodal Connectors provide roadway access between major intermodal facilities and the NHS. Designation may provide eligibility for federal funding to address roadway deficiencies. Mn/DOT will pursue designation for all qualifying connector roadways. G. Evaluate railroad shuttle train trends to determine impacts on shippers and railroads; structure rail assistance and road system strategies to respond, as appropriate. Class I railroads have developed grain shuttle train service to increase shipping efficiencies. The terminals (i.e., grain elevators) accommodating these shuttles are attracting grain shipments, primarily by truck, from Minnesota and the Plains states. Shuttle trains are also moving coal from Mountain states to and through Minnesota. Mn/DOT will further evaluate these trends and their impacts on the local and trunk highway system, local grain elevators, and Class lI and III railroads, and respond appropriately. Policy Direction 2 - Improve the Condition, Connectivity, and Capacity of National and International Freight Infrastructure Serving Minnesota Minnesota's freight system includes nationally significant freight corridors that carry freight beyond the state's borders. The ability of Minnesota's industries to connect to national and international markets served by these corridors is critical to the health of the state's economy. To reach markets outside the state's borders, Minnesota's freight travels on infrastructure (i.e., highways, railroads, waterways) within other states. Time -sensitive, premium transportation services will be increasingly critical for trade with more distant markets. Increased time for freight shipments relates to increases in costs for products. The condition, connectivity, and capacity of these corridors must be maintained and enhanced. Mn/DOT's role in addressing transportation needs outside its borders is limited but important. In some cases, the preservation and expansion of existing infrastructure and the elimination of bottlenecks are necessary. In other cases, the introduction of new freight services and infrastructure may be needed. Recommended Strategies 1. Eliminate bottlenecks and improve national trade highways that serve Minnesota. Minnesota's major trading partners for freight are the Midwest and Plains states, and major growth in trade is expected with Southern and Western states. Important national trade highways (e.g., I-94, I-35) must be maintained/improved through coordination with other states to identify and address current and future needs. 2. Eliminate bottlenecks on national rail corridors serving Minnesota. 8-4 Policy Framework and Recommendations DRAFT Minnesota Statewide Freight Plan March 2005 Much of the state's rail freight travels through major rail hubs outside of Minnesota, particularly in Chicago. Bottlenecks at these hubs include deficiencies such as inefficient transfers between railroads, aging infrastructure, and rail congestion. Mn/DOT will continue to participate in multi -state efforts to address these bottlenecks. 3. Improve intermodal container service to accommodate long haul movements. The availability of intermodal container rail service is important to the growth of Minnesota industries. In order to provide more accessible, timely and economically competitive intermodal service, Mn/DOT will support the evaluation and development of intermodal terminal facilities located close -r to the demand centers for this service in the state. It will encourage and explore incentives for the establishment by railroads of direct intermodal rail service between Minnesota and intermodal ports in southern California and the Pacific Northwest. Much of this service is currently handled through Chicago. Mn/DOT also supports the concept of utilization of river barge transport for container movements between Minnesota ports and the Gulf of Mexico. 4. Establish an international air cargo regional distribution center to support direct international service. Freight containers in the belly of passengner planes scheduled through Minneapolis-St.Paul International Airport (MSP) provide 20 percent of Minnesota's air cargo service. There are no dedicated cargo -only direct flights from MSP to international destinations, and as a result, passenger airlines offer the only air cargo service with limited direct international flights. The shipment of Minnesota's high-value, time -sensitive, international bound freight is accomplished by trucking goods to Chicago where international additional flights with cargo capacity are available. Air cargo trucked to Chicago, and from there shipped internationally by air, accounts for 80 percent of Minnesota's air cargo service. Minnesota's economy would benefit from cost and reliability improvements of dedicated freighter flights providing direct international air cargo service from MSP. In order to attract this additional service, an international air cargo regional distribution center is being proposed. Mn/DOT will supports these proposal efforts. 5. Support increased capacity at Upper Mississippi River locks and the Great lakes' Sault Ste. Marie, Ml lock. The waterway system on the Mississippi River and Great Lakes handles sizable tonnages of agricultural and mining freight shipments. The Upper Mississippi River system must be improved to accommodate larger barge tows through the locks. Improvements have also been approved at the Sault Ste. Marie lock. Mn/DOT will support efforts to make these capacity improvements. 6. Support a study of the St. Lawrence Seaway and Welland Canal locks for accommodating large international ships. Policy Framework and Recornn-tendalions 8-5 DRAFT Minnesota Statewide Freight Plan March 2005 Much of the growth in international waterborne commerce is expected to be carried in larger ships. These ships are too large to be accommodated by the St. Lawrence Seaway locks, as well as the Welland Canal locks, which connect Lake Erie and Lake Ontario and provide access around Niagara Falls. In order to accommodate larger vessels and provide Minnesota with access to this freight service, Mn/DOT will support the efforts by the U.S. and Canadian governments to study improvements to the Great Lakes/St. Lawrence Seaway system. Policy Direction 3 - Enhance the Operational Performance and Safety of Statewide Freight Systems Congestion, particularly on the highway system, creates significant delays for freight. In Minnesota, congestion on Twin Cities metropolitan area highways represents a major statewide freight bottleneck. Roadway congestion in the Twin Cities results in an estimated two million annual hours of delay to trucks at a cost exceeding $110 million per year. In addition to congestion, crashes also create delays for freight, and can result in significant damage to freight and personal injury. This includes heavy truck crashes on highways, as well as crashes at at -grade highway -rail crossings. Various operational strategies, intelligent transportation technology, as well as infrastructure improvements can help to address traffic congestion and improve safety. Recommended Strategies 1. Address performance (speed and safety) needs on roads with significant truck volumes, particularly in the Twin Cities. Minnesota's shippers and receivers are increasingly relying on trucks to provide time -- sensitive, reliable service. Much of Minnesota's truck freight must travel at some point on Twin Cities metro area roadways, many of which are congested during peak periods. This congestion increases the cost and decreases the reliability of truck freight service. Mn/DOT will continue efforts to address congestion in order to minimize adverse impacts on freight. 2. Continue to improve highway -rail grade crossings through consolidation, installation of gates and signals, and construction of grade separations, where warranted. Crashes at highwayrailgrade crossings have decreased since 1970, However, numerous hazardous locations still exist. Crashes at crossings delay freight carried on rail and highways. Mn/DOT will continue its programs to improve, separate, and consolidate highway -rail grade crossings. 3. Develop and implement a statewide heavy -truck safety program to reduce truck crashes. 8-6 Policy Framework and Recommendations DRAFT Minnesota Statewide Freight Platt March 2005 The number of truck crashes in Minnesota is decreasing. However, given the increases in traffic volumes, crash rates are expected to increase. When truck crashes do occur, they tend to result in more injuries, more property damage, and more extensive delays than crashes not involving trucks. Mn/DOT is developing a statewide heavy truck safety program that will include vehicle and driver -based strategies along with enforcement to address truck crash rates. 4. Implement intelligent transportation systems and operational strategies to improve the movement of freight. Technological improvements to the transportation system, often referred to as intelligent transportation systems, have the potential to increase throughput on the transportation system. These technologies have many applications for freight transportation, including freight traffic prioritization strategies, lower cost highway -rail crossing protection systems, and improved traveler information for truckers regarding road/weather conditions and directions to destinations. New technologies are also important for speeding border security clearances for truck and rail at international borders. Mn/DOT will continue to pursue and support ITS applications for freight transportation. 5. Assess and improve the availability of parking for commercial vehicles along major highway corridors. To ensure their safety and the safety of others, long-distance truck drivers are required to take regular rest periods. Mn/DOT provides for short term parking at safety rest areas. Private truck stops provide the primary parking for commercial vehicles. The demand for this parking will change as the regulations governing truck drivers' "hours -of service" and the volumes of trucking change. Mn/DOT will work with both the public sector and private sector to better understand the supply and demand for truck parking, and to jointly develop innovative solutions. Policy Direction 4 - Enhance Integration of Freight into Regional and State Transportation Manning and Investment Decisions Freight transportation needs should be explicitly considered in transportation investment decisions. The decision-making processes for project selection frequently do not include specific freight criteria; if included, they normally receive minimal weight. The ability to monitor the performance of the freight system is an important factor in guiding these investment decisions. Mn/DOT is implementing a recommended set of freight -specific measures, indicators, and targets to assess performance. Freight planning is needed at the regional and local level to better capture local needs. Industries in specific geographic regions may have unique freight transportation requirements Policy Framework and Recntmiendatiaris 8-7 DRAFT Minnesota Statewide Freight Plan March 2005 that should be separately identified and evaluated. A regional freight plan, for example, could reflect regional economic development and transportation goals. Recommended Strategies 1. Develop and monitor key freight system performance measures and indicators; set targets, as appropriate. Mn/DOT has developed performance measures and indicators as part of the STP. While many of these STP performance measures are important to freight (e.g., IRC performance), additional performance measures specific to freight are needed. This Plan has proposed a number of those measures. Mn/DOT will pursue the development and monitoring of those measures in order to assess the conditions for freight and to guide investment decisions. 2. Strengthen freight consideration in project planning and investment decision- making by planning organizations. Investment decisions by transportation planning organizations can be improved by better considering freight. Mn/DOT, metropolitan planning organizations (MPOs), Area Transportation Partnerships (ATPs), Regional Development Commissions (RDCs), cities, and counties should use more specific freight criteria for planning and project selection. Fully accounting for freight needs may shift the priorities of proposed programs and projects. Mn/DOT will support the efforts to specifically identify and use freight criteria in planning and programming. There is also a need for further evaluation of the costs of congestion for freight, particularly in the Twin Cities metro area. 3. Provide technical and other assistance to transportation planning organizations to improve freight planning. Better data collection and analysis is needed to properly understand and address freight needs. Mn/DOT will take a leadership role in collecting and distributing freight data. Mn/DOT will also provide guidance for conducting freight studies and research and developing regional freight plans. 4. Continue coordination with the Federal Highway Administration on strategies for improving freight transportation. Mn/DOT will respond to the changing federal requirements for freight planning. Federal planning guidelines are being developed to address freight on a national and international level. Mn/DOT will also respond to opportunities for federal funding and partnerships with multistate and national organizations. 5. Maintain an effective program of research to identify industry issues and innovative solutions to freight problems. Mn/DOT maintains a comprehensive transportation research program in cooperation with the University of Minnesota and other universities in the Upper Midwest. This research 8.8 Policy Framework and Recommendations DRAFT Minnesota Statewide Freight Plan March 2005 program includes freight transportation, much of which focuses on the needs of shippers and carriers and innovative solutions to industry issues. Mn/DOT will continue this program in consultation with the private sector. Policy Direction 5 - Strengthen Partnerships to Address Significant Freight Issues A variety of stakeholders, both public and private, are currently involved in the planning, development, and operation of freight transportation in Minnesota. Improved communication and coordination, and formalized partnerships, offer the potential to more successfully address freight issues. These partnerships can operate on a programmatic level, as on-going dialogues, or to address ad hoc industry needs or to advance individual projects/initiatives. Public-private partnerships are essential for exploring broader economic development, environmental, and other issues. Partnerships may include public agencies from the federal, state, regional, and local levels, along with a wide range of private -sector organizations. Recommended Strategies 1. Strengthen public sector partnerships to advance freight policies, strategies (e.g., economic development), and tools. The freight system presents issues for both transportation infrastructure and economic development. Mn/DOT alone cannot address transportation infrastructure issues, and will strengthen partnerships with all appropriate federal, state, and local agencies with jurisdiction over transportation. To address the state's economic development needs, Mn/DOT will continue to develop partnerships with economic, employment, and industrial development agencies. 2. Promote regional and local collaboration to improve compatibility of freight facilities with adjacent land uses. Local and regional jurisdictions typically do not seek to accommodate, protect, or promote freight uses in their physical planning activities, including land use and transportation Plans. Intermodal facilities and freight generators have operational requirements that create noise, traffic, and visual issues that are often in conflict with adjacent land uses. To preserve important existing freight uses and to minimize conflicts, Mn/DOT will promote the exchange of ideas and solutions such as the development of "freight villages." Model ordinances and design guidelines may be effective tools for encouraging integration of freiglit industrial uses into local development and redevelopment efforts. 3. Continue to participate in carrier and shipper forums, including the Minnesota Freight Advisory Committee, to address industry issues, system needs, and public policies and regulations. Policy Framework and Reconamendar'ions S -J DRAFT Minnesota Statelwide Freight Plan March 2005 Active communication and exchanges with shippers and carriers is important to properly consider freight needs in Mn/DOT's planning and investment decisions. Mn/DOT will continue to provide a voice to the freight community through shipper forums, including the Minnesota Freight Advisory Committee (MFAC). MFAC provides an opportunity to share concerns, provide feedback on proposals, and educate decision -makers about freight needs. 4. Participate in multistate and U.S. border coalitions to improve border security, while minimizing delays for freight. International trade, particularly with Canada, is a growing sector of Minnesota freight shipments. In today's security -conscious environment, freight entering through Canadian border crossings must be properly inspected and monitored. Mn/DOT will coordinate with the Minnesota Department of Homeland Security on security issues as needed and participate in border coalitions that are working to improve security while protecting the flow of commerce. 5. Participate in multistate coalitions to develop regional approaches to freight system improvement. The majority of freight moving in Minnesota at some point also travels outside of the state's borders. Coalitions have been formed to address individual corridor and/or regional freight needs, in some cases on a multi -modal basis. Mn/DOT will continue to work with coalitions to address freight issues outside of the state's borders. 6. Seek public-private partnerships for innovative project financing and implementation. Much of the freight transportation system is operated and/or owned by the private sector. The private sector is a major investor in and beneficiary of improvements to the freight system. However, resources from the private sector may not be sufficient to implement all of the required freight improvements. Public-private partnerships will be explored to implement and finance appropriate freight transportation projects. Policy Direction 6 - Streamline and Improve the Effectiveness of Motor Carrier Regulatory Activities Trucks carry the largest share of freight in Minnesota. Owing to their size and weight, commercial vehicles have a significant impact on the physical and operational condition of the transportation roadway infrastructure. Certain motor carrier operations are regulated by Mn/DOT and the Department of Public Safety. In order to serve the public interest, Mn/DOT should continually review its motor carrier regulations, particularly those concerning size and weight limits, to stay current with changing trends and to minimize unnecessary impact to the industry. 8-90 Policy Framework and Recommendations DRAFT Minnesota statewide Freight Plan March 2005 Many of the commercial vehicles that travel on Minnesota's highways also travel in other states. While regulation of these vehicles need to serve Minnesota's interest, the coordination of regulations (such as weight, size, and speed limits) with surrounding states will ensure safer and more effective operations. In some instances, federal regulations preempt state requirements. Technological improvements are making it easier for the state to maintain records of motor carrier operations, and to interact with commercial vehicle operators. These technologies should be fully considered to provide the most efficient and effective business transactions and informational outreach to industry. Recommended Strategies 1. Develop and implement a Statewide Strategic Commercial Vehicle Weight Enforcement Program. The weight of trucks carrying freight significantly impacts the lifespan of roads and bridges in Minnesota. Improving compliance with motor vehicle weight regulations helps protect and preserve investments in infrastructure. A more strategic approach to enforcement will be based on improved knowledge of truck volumes and weights in Minnesota and analytical techniques for estimating the impacts of weight enforcement activity on pavement life and attendant costs. 2. Identify and deploy new technologies and practices that improve operator compliance with commercial vehicle weight laws. Technological advances allow for more focused and efficient detection of overweight vehicles. Mn/DOT will actively explore the wider application of these technologies. 3. Examine costs and benefits of proposed changes to truck size and weight regulations to facilitate policy decisions. Truck size and weight regulations are designed to protect Minnesota's roads. The compliance with these size and weight regulations also impacts the cost to motor carriers who serve Minnesota's industries. Mn/DOT will examine the costs and benefits of its regulations to properly consider the tradeoffs between the benefits to the public and the costs to the motor carrier industry. 4. Identify and evaluate differences in truck size and weight laws between Minnesota and surrounding jurisdictions and pursue changes, as warranted. Commercial vehicles are governed by the size and weight regulations of the jurisdictions i.e., states, provinces) in which they operate. Mn/DOT will identify the differences that exist in these regulations and consider changes that will protect Minnesota's roads while ensuring consistency with surrounding jurisdictions. Consistencies among jurisdictions ensure more effective and efficient freight transportation. Policy Framework and Recommendations B-11 DRAFT Minnesota 5tatel vide Freight Plan March 2005 5. Promote initiatives and technologies that expedite business transactions and educational outreach between motor carriers and regulatory agencies. Commercial vehicle operators are subject to specific credentialing and permitting requirements. Much of this could be done electronically on-line, which would help reduce costs and increase efficiency. Educational information offered by Mn/DOT to its customers could be provided more effectively by using electronic correspondence. Mn/DOT will maximize the use of innovative technologies in its transactions with customers. 6. Structure motor carrier safety programs to achieve performance targets, assess cost/benefits, and coordinate efficiently among jurisdictions. Reductions in heavy truck crash rates and heavy truck related fatality rates are recommended in this Plan as performance measures. Motor carrier safety programs are an important component in achieving these reductions. These safety programs should be considered when establishing and meeting performance targets. 8-92 Policy Framework and Recommendations DRAFT Mir)aesota Statewide Freight Plan, February 2015 9.0 Next Steps The Minnesota Statewide Freight Plan is a multimodal plan that identifies significant freight system trends, needs, and issues. The Plans presents a framework that includes recommended freight policies, strategies, and performance measures that will guide investment decision- making. The Plan will help guide follow-on actions for improving the freight transportation system and suggests appropriate roles for Mn/DOT and stakeholders. This DRAFT version of the Plan and is now available for public review. Public and stakeholder comments will be considered to help to shape the FINAL plan. DRAFT Statewide Freight Plan Written comments can be mailed to: Public/ Stakeholder Comments John Tompkins Minnesota Department of Transportation Office of Freight and Commercial Vehicle Operations M.S. 420 110 Centre Pointe Curve Mendota Heights, Minnesota 55120 2005 Statewide Freight Plan Comments can also be emailed to: freight.plan.comments@dot.state.mn.us, or sent online at the Statewide Freight Plan website at: http://www.dat.state.mn.us/ofrw/statewide_plan.htm, Next Steps J-1 Ll MEMO CITY OF PLYMOUTH 3400 PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447 DATE: April 25, 2005 TO: Laurie Ahrens, City Manger 40 FROM: Marie Darling, Senior Planner through Anne Hurlburt, Director of Community Development SUBJECT: Council Study Session on Revisions to the C-1, C-2 and C-4 district 2004057) To aide the discussion at the May 3, 2005 Council Study Session, I have attached the staff report sent to the City Council for the April 12, 2005 meeting to provide background information. The staff report also includes all the minutes from the previous City Council meetings discussing this issue. Agenda Number g , a TO: Laurie Ahrens, City Manager e FROM: Marie Darling, Senior Planner through Anne Hurlburt, Community Development Director SUBJECT: City of Plymouth. Request for a Zoning Ordinance Text Amendment to Change Allowable Uses in the C-1 District, the C-2 District, and the C-4 District (2004057) DATE: April 1, 2005 for the City Council Meeting of April 12, 2005 1. PROPOSED MOTION: Move to adopt the following: a. An ordinance amending the text of the C-1, C-2 and C-4 districts of the Zoning Ordinance, as recommended by the Planning Commission; b. A resolution approving findings of fact supporting the amended text and C. An ordinance approving summary publication of the above-described ordinance amendments. Approval of the ordinance amending the text of the Zoning Ordinance and a resolution approving findings of fact requires a 4/7 vote of the City Council, and approval of an ordinance for summary publication requires a 6/7 vote. 2. DESCRIPTION OF REQUEST: This item was continued from the March 29, 2005 City Council meeting. In December of 2004, the City Council directed staff to research amending the allowable uses in the C-1 and C-2 districts to remove or add additional conditions to uses that are likely to cause future neighborhood nuisance concerns. Staff examined 16 uses and recommends modifications to 10 uses, including removing some of the uses from the C-1 and C-2 districts and adding them to the C-4 district. The following is a summary of the proposed modifications: File 2004057 Page 2 Changes affecting both the C-1 and C-2 Districts Funeral homes: Removed as permitted uses Laundromats: Removed as permitted uses; added as conditional uses with specified hours of operation Prepared food: Added a clarifying statement that no interior seating is permitted Gas stations: Added greater setback requirements for pumps, canopies, car washes and vacuums from residential property; added a requirement for conformance with City noise standards Changes affecting the C-2 District only Supermarkets: Removed as permitted uses; added as conditional uses with specific conditions Veterinary clinics: Added a clarifying statement that no exterior kennels are permitted Drive throughs: Added as conditional uses when accessory to retail/service uses with specific conditions Restaurants: Added a condition that a restaurant with an on -sale liquor license cannot be within 150 feet of a residential structure; added a condition that no drive-through service windows are allowed Changes affecting the C-4 District only Funeral homes: Added as a conditional use with specific conditions Currency Exchanges: Added as conditional uses with specific conditions Supermarkets: Added as a permitted use Pawnshops: Removed as permitted uses; added as conditional uses with specific conditions Additionally, staff has included an amendment to alter the minimum C-2 district area from five acres to two acres. 3. PREVIOUS COUNCIL DISCUSSION: At their February 8, 2005 meeting, the City Council requested that staff provide additional information regarding 1) the number of non -conformities created if drive-throughs are required to be 500 feet from residential property instead of 300 feet as proposed; 2) the number of vacant, commercial parcels between two and five acres; and 3) the impact of requiring pawnshops and currency exchanges to be 750 feet from residential property instead of 500 feet as proposed. Changing Setbacks for Drive-Throughs The proposed language in the attached ordinance states that drive-throughs would have to be at least 300 feet from adjacent residential properties unless the drive-through was completely screened by an intervening building. The following table examines all the drive-throughs on C-2 File 2004057 Page 3 properties and those properties zoned PUD but based on the C-2 district. As shown, changing the distance requirement from 300 to 500 feet would have no effect. Parcels Zoned C-2 or PUD with Drive-Throu hs Location Current Zoning Distance from Residential Conform? Arneson Dental (ATM only) Northwest Corner of CR 6 and CR 101 C-2 175 feet No Plymouth Collection (Potential ATM) PUD 600 feet Yes CVS Pharmacy C-2 Screened by BuildinYes 3.13 Taco Bell at Plymouth Station PUD Screened b Buildin Yes Vacant Commercial Parcels If the C-2 district's minimum area is reduced from five acres to two acres, the properties shown in the following table could be rezoned. These sites represent parcels that are currently vacant and could not be rezoned to C-2 with the five -acre minimum district area size. Vacant Parcels That Could be Zoned C-2 Address/Location Current Guidin Current Zonin Size Acres) Intersection of Old Rockford Road and Peony Lane Southeast Corner Southwest Corner 2parcels) C C C-1 FRD 2.41 1.52 Empire Lane (North of Perkins) I C I C-5 2.18 Southwest corner of 169 and Schmidt Lake Road 2parcels) C C-3 3.13 South side of 56 1h Ave and East of Nathan Lane C FRD 2.4 Staff notes that the context of each of the above parcels would affect whether the City may in fact choose to rezone. If the Empire Lane property were rezoned from C-5, the adjacent property developed with Roger's Body Shop would become a non -conforming C-5 zoning district and an application for rezoning could be rejected on that basis. If the Hwy 169/Schmidt Lake Road property were rezoned, the Holiday Store site would become a non -conforming C-3 district. The property on the south side of 56`h contains a wetland located in the middle of the parcel. The best potential development for this property would be to combine it with the parcel to the east. That property is currently zoned C-5. The parcels located at the southwest corner of Old Rockford Road and Peony Lane are not large enough to be rezoned to the C-2 district. However, if the parcel at the southeast corner of Old Rockford Road and Peony Lane were rezoned to C-2, then the combined area of all three parcels would meet the two -acre minimum district area. File 2004057 Page 4 Changing the Setback for Pawnshops/Currency Exchanges As the City currently has no currency exchange businesses or pawnshops, the setback from residential property may be changed without concern for creating non -conformities. Staff amended the attached ordinance to require a setback of 750 feet instead of 500 feet. 4. PLANNING COMMISSION PUBLIC HEARING: At their January 19, 2005 meeting, the Planning Commission voted unanimously to recommend approval of the attached ordinance amendments. The minutes from the meeting are attached. Two people requested the opportunity to speak on this item. Both raised concerns about the restaurant at the south end of the Vicksburg Plaza Shopping Center. Concerns included: 1) traffic, garbage, noise and the long hours of operation and 2) locating any new restaurants in the same tenant space should the existing restaurant ever close. Staff responded that state law would not permit the City to deny any new restaurants in the same tenant space regardless of a change in the text of the Zoning Ordinance or if a different zoning district would be applied to the property. The exception would be if the existing restaurant closed and no new restaurant moved into the space for a period of one year. If that were to happen, the City would have the ability to deny new restaurants from locating in that tenant space. Notice of the public hearing at the Planning Commission was published in the Official Newspaper. Although not required for a text amendment, notices were mailed to all property owners within 750 feet of the Vicksburg Lane Shopping Center. The notices were sent because the Council's concerns about the C-2 district arose following neighborhood complaints about this site. The proposed amendments discussed in the report would affect this site, all property in the City in the C-1, C-2 and C-4 zoning districts, and all PUD's that reference the C-2 zoning district Pike Lake Woods PUD, The Plymouth Collection, Plymouth Station, Plymouth Marketplace, and the Plymouth Shopping Center.) 4. BACKGROUND: The 25,000 square foot Vicksburg Lane Shopping Center was initially constructed in 1967 and has had subsequent additions and remodeling. In 2002, the Pirosmani restaurant opened and some time after that the restaurant began offering live music in violation of the Zoning Ordinance. (Live music is not permitted in the C-2 Zoning District, but is permitted by conditional use permit in other commercial districts.) The City received noise complaints regarding the restaurant until Pirosmani eventually closed in early 2004. In April, applicants representing a new restaurant, Dutton's Bar and Grill, applied for a liquor license in the same tenant space. The liquor license was approved in May of 2004. The City has no record of noise complaints since April 2004 and the resolution approving the liquor license specifically states that no live music, karaoke, or amplified music including jukeboxes, cd players, radio, -etc. is permitted. During the discussion regarding the liquor license, the City Council asked staff to review the zoning of the subject property. File 2004057 Page 5 On November 17, 2004, the Planning Commission reviewed the situation and voted unanimously to recommend that the City maintain the C-2 zoning district for the property, rather than rezone the site to C-1. On December 14, 2004, the City Council reviewed the recommendations of the Planning Commission and staff regarding the potential rezoning of Vicksburg Plaza Shopping Center and directed staff to research amending the allowable uses in the C-2 district to remove or add additional conditions to uses that are likely to cause nuisance concerns. The minutes of the May 25, 2004 and December 14, 2004 City Council meetings and the November 17, 2004 Planning Commission meeting are attached. 5. ANALYSIS: To determine which C-2 uses should be further restricted to avoid neighborhood nuisance issues in the future, staff reviewed the allowable uses in the C-1 and C-2 districts, analyzed each for their nuisance potential, compared these uses with regulations in other cities, and consolidated this information for recommendations for additional conditions that may be applied to each use. A map is attached which shows the location of all C-1 and C-2 districts and all Planned Unit Developments (PUDs) that reference the C-2 district. It was necessary to consider the C-1 district at the same time because C-2 allows all uses in C-1 by reference. A. Analysis of C-1 and C-2 Uses The first step in determining which uses in the C-1 and C-2 districts that have the potential to become a neighborhood nuisance was to compare all the uses in both districts. Attached to this report is a detailed list of all the uses permitted in both districts. In the following table, staff identified the uses that could create a neighborhood nuisance and identified the specific potential nuisance. Retail Uses Permitted Prepared Food Odor, Traffic, Trash Blowing, Delivery Vehicles Service Uses Permitted Laundromats Long Hours of Operation Funeral Homes and Traffic, Parking Mortuaries Gas Stations/Car Wash Trash Blowing, Long Hours of Operation, Conditional Lights, Noise, Traffic File 2004057 Page 6 Retail Uses Permitted Supermarkets Trash Blowing, Long Hours of Operation, Lights, Loading Dock Noise, Traffic Currency Exchanges Economic Blight Indicator, Crime Perception Banks, Drug Stores Noise, Traffic, Drive-throughs Coffee/Bakery Odor, Traffic, Trash Blowing, Drive- throughs Liquor (Off -Sale) Potential Sales to Minors Tobacco Sales Potential Sales to Minors Service Uses Permitted Amusement Centers Kids Hanging Out Veterinary/kennels/grooming Noise Restaurants (multi -tenant Noise, Long Hours of Operation, Odor, Conditional shopping centers) Traffic, Drive-Throu hs Liquor on -sale with Restaurants Noise, Long Hours of Operation, Odor, Conditional Traffic, Potential Sales to Minors Religious Institutions Noise, Long Hours of Operation, Traffic, Conditional Trade Schools I Traffic, Parking I Conditional B. Comparison with Other Cities' Regulations Staff reviewed nine other cities' ordinances (Bloomington, Brooklyn Center, Brooklyn Park, Chanhassen, Maple Grove, Minneapolis, Minnetonka, Richfield and St. Louis Park). The ordinances and the approach to commercial districts vary greatly from city to city. However, with the exception of Minneapolis, no city had a neighborhood district similar to Plymouth's C- 1. Many cities consider their office district, similar to Plymouth's O (Office) district, as their least intensive commercial district. The neighborhood district within the Minneapolis Zoning Ordinance appears to have a similar purpose as Plymouth's C-1 district, but the list of allowable uses is far more extensive and neither of Minneapolis' two least intense commercial districts are easily compared to most suburban districts. Staff compared the uses in the above tables against the most similar commercial district in each city's Zoning Ordinance, and their licensing requirements, to determine if the other cities had additional requirements to meet. Attached to the staff report is a series of tables that outlines how other cities regulate these uses. Several of the uses are similarly treated in all nine ordinances. Assembly uses like religious institutions and trade schools are frequently not permitted in C -2 -type zoning districts or are regulated by conditional use permit. File 2004057 Page 7 Retail and service uses did not appear to have many restrictions with the exception of drive- throughs, funeral homes, amusement centers, veterinary uses and currency exchanges. Most do not allow currency exchanges in the C -2 -type zoning districts. Amusement centers also are either not permitted in this district or are a conditional use with a distance requirement from residential uses. Staff notes that some cities have a broader definition of amusement centers that may include uses such as roller-skating rinks and other uses that Plymouth includes as "indoor commercial recreation". Regulations on restaurants vary, but the uses are generally conditional if they have drive- throughs, live entertainment, and liquor licenses. Drive-through restaurants typically have additional setbacks from residential properties or are not allowed if adjacent to residential uses. Gas stations and car washes are typically conditional uses and many ordinances have prohibited car washes in neighborhood commercial districts. Frequently, when either is located next to residential uses, additional setbacks and/or landscaping requirements are applied to structures, pumps, vacuums, etc. C. Recommended Amendments to C-1 and C-2 Uses with Nuisance Potential Assembly Uses: Religious Institutions, Trade Schools Because of the nuisance potential with traffic and parking, most cities that allow these uses do so by conditional use permit. Staff analyzed both uses to determine if either would be appropriate to remove from the C-2 district or place specific conditions on them. Plymouth currently has two trade schools in the C-2 district that have been closely monitored for both traffic and parking issues and both are currently operating without issue. Removing either use or adding additional specific regulations appears unnecessary as the existing language in the conditional use permit appears to be preventing nuisances. Similarly, staff has recently studied the issue of religious institutions specifically with regard to RLUIPA (Religious Land Use and Institutionalized Persons Act of 2000) issues and recommends against making any additional changes at this time. Nuisance concerns for specific locations would be reviewed through the conditional use permit standards. Retail Businesses Prepared Food, Delivery and/or Take -Out Only: Staff considered whether this use should be a conditional use rather than a permitted use to more strictly regulate the hours of operation and traffic issues. However, after further research, staff found that most of these businesses have little drive -up traffic as most of the food is delivered (Pizza Hut, Papa John's, etc.) If they do have drive -up traffic (like Papa Murphy's), they tend to locate in higher -intensity shopping centers to capture the drive-by traffic. These higher -intensity shopping centers are also more likely to be able to accommodate the additional traffic and parking demand. Other prepared food businesses, such as Seattle Suttons' and other caterers, have routine pick-up and/or delivery times during the day. Therefore, staff recommends a clarifying amendment stating that no interior seating is permitted to clearly separate these uses from restaurants. There is a Domino's File 2004057 Page 8 location in the Vicksburg Lane Shopping Center. Staff is not aware of any complaints. It does not have interior customer seating. Currency Exchanges: Currency exchanges (which include businesses like check cashing, pay- day loan, etc.) are not a named use in Plymouth's Zoning Ordinance but could be interpreted as a permitted business within the undefined "other financial institution" use in the C-2 district. Because these businesses create a perception of crime and declining property values and because they tend to locate near each other and other nuisance uses, the State licenses them and also allows cities to place further restrictions on them as well. Many cities not only separate currency exchanges from one another, but also separate currency exchanges from other potential nuisance uses, like pawn shops and sexually oriented businesses (SOB's)., They also separate them from uses like religious institutions, daycares, schools and residences. Staff recommends listing the use as conditional in the C-4 district, and adding specific conditions including a % mile distance requirement between currency exchanges and a 500 -foot distance requirement between currency exchanges and pawnshops, religious institutions, and residential districts. Similarly, staff also recommends that pawnshops be moved from the list of permitted uses in the C-4 district to a conditional use with a 500 -foot distance requirement between pawnshops and other pawnshops, currency exchanges, religious institutions, and residential districts. Language would be added to exclude currency exchanges from the use "banks, savings and loans, credit unions and other financial institutions" permitted in the C-2 district. In the future, staff will recommend adding similar language to the O and B -C districts. Staff will also recommend adding a definition of currency exchange to the ordinance. These amendments cannot be made at this time because the scope of the public hearing notice was not broad enough to include amendments to these sections of the ordinance. These changes can be made as part of the next annual "clean-up" amendment of the ordinance. Staff does not recommend adding a separation requirement between currency exchanges and SOB's. Any restriction on the location of an SOB could further reduce the percentage of land that could accommodate such a use and violate their First Amendment protections. Supermarkets: In order to curtail potential nuisances, staff recommend allowing supermarkets as conditional uses rather than permitted. The City has one supermarket (Rick's Market at 1605 Co Rd 10 1) zoned C-2. The attached ordinance includes specific limits on the hours of operation for new supermarkets (consistent with the hours Rick's Market is open), allows the City to require a traffic study, and requires compliance with loading dock restrictions and noise regulations. Staff also added supermarkets as a permitted use in the C-4 district because the larger, grocery superstores" (over 55,000 square feet in area) are permitted uses in that district. Banks, Drug Stores, Coffee Shops: Potential nuisance issues with these uses appear to be related to accessory drive-through service windows. Therefore, staff recommends requiring a conditional use permit for any drive-through service window proposed in the C-2 district. The new conditions would prohibit drive-throughs within 300 feet of residential properties (unless screened by an intervening building), limit the hours of operation, and allow the City to require a traffic study. File 2004057 Page 9 Off -Sale Liquor and Tobacco: In 2004, the Plymouth Police Department documented 15 instances where businesses with liquor licenses sold to minors and eight instances where businesses with tobacco sales licenses sold to minors. Most (87%) of the liquor license failures were in businesses that sell liquor as accessory to some other business (such as a grocery store or gas/convenience store.) No tobacco stores failed a compliance check in 2004; all the failures were in businesses that sell tobacco as accessory to their main business. This is consistent with the pattern found in previous years. Staff recommends not placing any additional restrictions on off -sale liquor or tobacco stores. The potential for sales to under -age minors appears to be less of an issue for these uses than when liquor or tobacco is sold as an accessory use to another business. Further, noise and boisterous clientele appear to be more of an issue with restaurants with on -sale liquor licenses, and staff recommends addressing that issue through distance requirements, as will be discussed later in this report. Additionally, staff did not find an example from other cities where additional restrictions were placed on off -sale liquor or tobacco stores. Service Businesses Laundromats: Staff recommends amending the C-1 district to classify laundromats as conditional uses instead of a permitted use. This would allow the City to limit the hours of operation. Plymouth does not currently have a laundromat. Funeral Homes and Mortuaries: Staff recommends amending the C-1 district to remove this use and add it as a conditional use in the C-4 district with conditions to require a traffic study if necessary and require compliance with parking standards. This ordinance amendment would also remove funeral parlors from the C-2 and C-3 districts. The same nuisance issues could also be a problem in those districts. Plymouth currently has one funeral home, located in City Center: This existing business would not be impacted by the proposed changes. The O (Office) district also allows funeral homes as a permitted use, but reuse of existing office properties for a funeral home is unlikely to cause the same nuisance issue because of the greater parking requirements for office uses. Amusement Centers: Amusement centers are businesses primarily related to coin-operated arcades containing at least seven amusement machines (coin-operated video games, kiddie rides, pool tables, etc.). Staff recommends removing the use from the C-2 district. Other districts, including the CC -RE, C-3 and C-4 would continue to allow amusement centers as a permitted use. The C-3 and C-4 districts also allow indoor commercial recreation as a permitted use and all three appear to be able to accommodate the use without the concerns regarding traffic and parking. No "amusement centers" currently operate in Plymouth. However, staff has no way of knowing how many C-2 businesses have more than seven amusement machines as an accessory use. Any business with more than seven amusement machines would become legally non- conforming by this amendment. Veterinary clinic and kennel, and pet sales, supplies andorg oming: The potential nuisance related to this use appears to be related to outdoor kennels and exercise areas. Staff recommends File 2004057 Page 10 adding language to the C-2 district that restricts the use to indoor kennels. Staff is not aware of any outdoor kennels currently in the C-2 district. Restaurants and On -Sale Liquor Licenses Restaurants are a common use in the C-2 zoning district. Every shopping center zoned C-2 and all but one shopping center in a PUD that references C-2 contains at least one restaurant. Plymouth currently requires a conditional use permit for every restaurant in the C-2 district and has never allowed drive-through service windows for restaurants in C-2. (One PUD that references the C-2 uses — Plymouth Station - does allow one drive -though restaurant, on a site that is screened entirely from residential by intervening buildings.) Staff recommends keeping restaurants as a conditional use in the C-2 district, but prohibiting drive-throughs as accessory to restaurants in this district because of the proximity to residential uses. The proposed language would clarify that a drive-through service window for a restaurant is not allowed as an incidental and customary" accessory use in C-2. Staff also examined the impact of the combination of a restaurant and a liquor license. Staff recommends adding a minimum separation distance between restaurants and adjacent residential uses if the restaurant serves alcohol. Staff recommends 150 feet, measured structure -to - structure, due to the potential noise from boisterous customers. This would allow some portions of shopping centers to include restaurants with liquor, but not in the areas closest to dwellings. Dutton's Bar and Grill (in the Vicksburg Plaza Shopping Center) and potentially Latuff's Pizza in the Plymouth Shopping Center at 11255 Hwy 55) would be made legally non -conforming by this amendment. Staff considered greater distances, but with each incremental increase, more restaurants would be made non -conforming. If the distance were expanded to 250 feet, Buffalo Wild Wings (Plymouth Marketplace), Kiang's Red Pepper Chinese (187 Cheshire Ln) and Pizza Hut (1415 Co Rd 101) would become non -conforming. The minimum separation between restaurants and adjacent residential uses could be measured between property lines, rather than structures. However, such an amendment would cause virtually all restaurants that serve liquor in the C-2 zoning district and those in PUD's that reference the C-2 district (including the Plymouth Shopping Center, Plymouth Station, and Plymouth Marketplace) to become non -conforming, and prevent any new restaurants from locating in those shopping centers or in the Pike Lake Woods commercial building. (Refer to the attached map showing the C-2 districts and adjacent residential properties.) Gas Stations/Car Wash Staff reviewed the conditions that are already listed and compared them with conditions in other cities' zoning ordinances. Plymouth's ordinance already has additional setbacks for the principal structure if adjacent to residential uses and limitations on the hours of operation. Three additional conditions could be added to protect adjacent residential uses: 1) compliance with the noise ordinance; 2) a 300 -foot separation between the car wash/vacuums and residential areas and 3) a 300 -foot separation between gasoline pumps and residential areas (unless screened by an intervening building). File 2004057 Page 11 D. Amending the Minimum District Area for C-2 Districts One concern noted by the City Council during the review of the potential rezoning of the Vicksburg Lane Shopping Center was keeping the center zoned C-2 when the site does not comply with the C-2 district's minimum district area. Therefore, staff has included an amendment reducing the C-2 district from five acres to two acres. This would not only allow the Vicksburg Lane Shopping Center to be a conforming district, but could allow the rezoning of sites with less than five acres to C-2 (such as the parcel at the southeast corner of the intersection of Old Rockford Road and Peony Lane). Two other properties, including a parcel on Nathan Lane north of Rockford Road and a parcel on the North side of Hwy 55 across from the Plymouth Shopping Center would continue as non -conforming C-2 districts as they contain less than two acres. 6. CONCLUSIONS: Community Development Department staff has concluded that the attached ordinance amendments would reduce the potential impacts to adjacent neighbors from uses allowed in the C-2 district. The proposed amendments would prohibit arcades, funeral homes and mortuaries, and currency exchanges in C-2 districts and PUD's that reference the C-2 district (unless they are specifically amended). The amendments would further restrict laundromats, drive-throughs, restaurants with liquor licenses, gas stations/car washes, veterinary clinics and kennels, and grocery stores in the C-2 district and PUD's that reference the C-2 district (unless specifically amended). Finally, the amendments add supermarkets, currency exchanges, funeral homes, and pawn shops to the C-4 district where the larger size and intensity of the uses would be more compatible. If the recommended amendments were adopted, Dutton's Bar and Grill in the Vicksburg Lane Shopping Center would become a non -conforming use, as their tenant space is within 150 feet of a residential structure. A restaurant with a liquor license could continue in the space, unless the use is discontinued for a period of one year. Also, the amendments would prevent an arcade from locating there and would require a conditional use permit should a laundromat be proposed. Drive-through through service windows, funeral homes, supermarkets or outdoor kennels would be prohibited (the site could probably not accommodate these uses in any case.) The amendment to the minimum district area would allow the Vicksburg Lane Shopping Center to continue as a conforming C-2 site. It would also allow the City Council the flexibility to rezone the only existing C-1 site (located at the southeast comer of the intersection of Peony Lane and Old Rockford Road) to the C-2 zoning district should they conclude that rezoning - request appropriate. 7. RECOMMENDATION: Community Development Department staff recommends adoption of the attached Zoning Ordinance text amendments to the C-1, C-2 and C-4 Districts, as recommended by the Planning Commission. File 2004057 Page 12 ATTACHMENTS: 1. Minutes of the February 8, 2005 City Council Meeting 2. Minutes of the January 19, 2005 Planning Commission Meeting 3. Minutes of the May 25, 2004 City Council Meeting Reviewing the Dutton's Liquor License Request and Directing Study of the Appropriate Zoning District 4. Minutes from the November 17, 2004 Planning Commission Meeting Reviewing the Potential Rezoning of the Vicksburg Lane Shopping Center from C-2 to C-1 5. Minutes of the December 14, 2004 City Council Meeting Reviewing the Potential Rezoning of the Vicksburg Lane Shopping Center from C-2 to C-1 6. City Council Agenda Report for the Meeting of December 14, 2004 Considering the Possibility of Rezoning the Vicksburg Plaza Shopping Center 7. Map of Properties Zoned C-1, C-2 or within PUDs that Reference the C-2 District 8. List of all C-1 and C-2 Uses 9. Map of Residential Properties within 300 feet of Properties Zoned C-1, C-2 or within PUDs that Reference the C-2 District 10. Comparison of Nine Cities Zoning Ordinance Regulations 11. Notification Area Map 12. Ordinance Amending Zoning Ordinance Text 13. Summary Ordinance for Publication 14. Resolution Approving Findings of Fact Proposed Minutes Page 1 of 1 City Council Minutes from Feb. 8, 2005 8.9) Consideration of Zoning Ordinance Text Amendment to Change Allowable Uses in the C-1, C-2, and C-4 Zoning Districts (City of Plymouth — 2004057) Councilmember Slavik stated she doesn't support changing the C-2 district from five acres to two acres Section 21460.13 — area requirements and construction limitations). She doesn't feel there is an issue with the Vicksburg Shopping Center as it is a non -conforming use. She feels that this district is being amended due to that shopping center. She suggested that regarding Section 21470.07, Subd. 2 (b), and Subd. 5, Currency Exchanges, the distance be changed from 500 feet to 750 feet. She stated a further separation would be more beneficial. She also suggested that regarding drive though service windows in the C-2 Zoning District, Section 21460.07, Subd. 2 (B), there be a 500 foot separation from residentially zoned or guided property versus the 300 foot that is being proposed. Mayor Johnson asked regarding changing the size of the C-2 Zoning Districts, what non-developed areas of the City would that affect. Community Development Director Hurlburt replied there is one at Old Rockford Road/Peony Lane and Bass Lake Road/Nathan Lane. There are very few planned for the City. Motion was made by Councilmember Slavik, and seconded by Councilmember Hewitt, to direct staff to amend the proposed Ordinance and Resolution to incomorate the three suggested changes as recommended by Councilmember Slavik for the March 29 meeting. Councilmember Hewitt asked how the amendments would affect the property at Old Rockford Road/Peony Lane. Community Development Director Hurlburt replied if the area would be reduced to two acres rather than five, they wouldn't qualify, but if the district minimum wouldn't be reduced, they would qualify. Councilmember Black asked how it would affect the property at Bass Lake Road/Nathan Lane. Community Development Director Hurlburt replied that area hasn't been through the development process. A discussion was held on the 300 foot versus 500 -foot separation on drive through service windows from the residential area. Community Development Director Hurlburt stated the 300 -foot distance is what is used for loading areas, which is why staff recommended that distance. She noted that if this distance would be increased, there could be some non -conforming uses with existing restaurants and banks. There being no further discussion and with all members voting in favor, the motion carried. I tf •//ncnor ni "Iximniith mn r1RR/C'TTV C'TC)V/CYT C C)TTNC'.TT./C'.C'T C'. Draft Planning Commission Minutes January 19, 2005 Page 2 B. RYLAND HOMES (2004149) MOTION by Commissioner Weir, seconded by issioner Holmes, recommending approval of the request by Ryland Homes for -Fiance to front yard setbacks for Lots 1-6, The Fields of Nanterre Third Additio ted at 16231-16251 50" Avenue North. Vote. 6 Ayes. MOTION approved. 6. PUBLIC HEARINGS A. CITY OF PLYMOUTH (2004057) Chair Larson introduced the request by the City of Plymouth for a zoning ordinance text amendment to change allowable uses in the C-1 (Convenience Commercial), C-2 Neighborhood Commercial), and C-4 (Community Commercial) districts. Senior Planner Darling gave an overview of the January 13, 2005 staff report. Chair Larson opened the public hearing. Chair Larson introduced Gerry Cochran, 1051 Weston Lane North. Ms. Cochran said Dutton's Bar has been open and they are complying with regulations. She said they haven't been open in the summer yet and she has concerns with traffic, garbage, noise, and the hours of operation. Chair Larson introduced Ellie Koopman, 1170 Weston Lane North. Ms. Koopman said her bedroom is a few feet from the fence and the driveway that goes into the Vicksburg Center where Dutton's Bar is located. She said from where she lives she does not hear the noise from that restaurant. She said restaurants in this zoning district should not be allowed to serve alcohol. She said she would like it to be rezoned. Director Hurlburt said this ordinance change would require restaurants to be further from residential areas. She said if Dutton's Bar was starting from scratch, they would have to be 150 feet from the residential district. She said Dutton's Bar can remain as a non- conforming use. She said if the site is vacant for at least one year then the City could deny a request for a restaurant there. Ms. Koopman said if Dutton's Bar moves out she would rather the site not continue as a restaurant. Director Hurlburt said the use would have to cease for one year before we - could enforce that. She said the City is restricted by State law. Chair Larson closed the public hearing. Draft Planning Commission Minutes January 19, 2005 Page 3 Chair Larson asked for clarification of the Zoning Ordinance change and what the impact would be. Senior Planner Darling said this request is not to change the zoning district that the Vicksburg Plaza Shopping Center is located in. She said the C-2 Zoning District is appropriate for the smaller shopping centers. She said the City Council wanted to look at the uses allowed in the C-1 and C-2 districts to potentially remove those generating nuisances. She said the proposed Zoning Ordinance changes are intended to help put more separation between these types of businesses and residential areas. Chair Larson said we are addressing the allowable uses within the zoning districts. Senior Planner Darling said some of these changes would make existing businesses non- conforming. She said the City cannot stop another similar business from locating there unless a space is vacant at least one year. Commissioner Musliner asked if there have been other complaints other than Dutton's Bar. Senior Planner Darling said she was not aware of any others. She said there could be an occasional similar noise complaint but it wouldn't be systemic. Director Hurlburt said we need to treat similar uses in the same fashion. She said the restaurant issue has gotten the most attention. She said there are other uses that have had potential nuisance characteristics. All the uses were looked at to find the best fit. MOTION by Commissioner Weir, seconded by Commissioner Wilson, to approve the request by the City of Plymouth for a Zoning Ordinance text amendment to change allowable uses in the CA (Convenience Commercial), C-2 (Neighborhood Commercial), and C-4 (Community Commercial) districts. Roll Call Vote. 6 Ayes. MOTION approved unanimously. B. OPUS NORTHWEST LLC (2004143) Chair Larson introduced the reque by Opus Northwest LLC for a site plan amendment to allow a 54,000 square foot building a ition and an interim use permit for reduced parking for AGA Medical Corporation, 9700 Sch idt Lake Road. Senior Planner Drill gave an overview of the Jkuary 11, 2005 staff report. Chair Larson introduced the applicant, George SpevXek, Opus Northwest. Mr: Spevacek said he had read the staff report andsolution, and agrees with the conditions. Minutes of the May 25, 2004 City Council Meeting General Business 8.1) On—Sale and Sunday Intoxicating Liquor Applications for Richard Dutton, d/b/a Dutton's Bar & Grill, 1115 Vicksburg Lane City Manager Ahrens reviewed the process for the on—sale and Sunday intoxicating liquor license application from Richard Dutton at 1115 Vicksburg Lane. She stated that the Council's motion to approve the application with a condition that no amplified music could be played at any time was on the table, and that the item had been tabled so that staff and the applicant could meet with neighbors. She noted that the notes from that meeting were included in the staff report before the Council. She said that four options are being presented: 1) to approve the application with the conditions applied to the previous owner; 2) the motion on table that would ban any amplified music; 3) three conditions developed from comments at the meeting with neighbors. These are: a) no outdoor seating, b) limited hours of operation; c) restriction of amplified music or sound to radio, television, compact disc players, and juke boxes which must not be heard beyond ten feet from the interior of the premises; or 4) deny the license and provide findings of fact at the next Council meeting. City Manager Ahrens reported that an additional suggestion of a sound wall, was considered but deemed unfeasible, and would not affect sound. Staff has been unable to conclude how to address any conditions on parking or traffic. She said that parking is sufficient for the zoned commercial area. She said Police department responses to noise have not led to any conclusions on how to address or enforce that issue. She said to consider a fine, suspension , or revocation of the liquor license, if the conditions approved for the license are violated, the City could order a public hearing, similar to violations of sales to minors. She said staff is looking for direction on how soon a violation should come back to the Council for a hearing. Councilmember Black asked if bringing a first offense back to the Council would be in conformance of the Best Management Practices Program. Attorney Knutson responded that the penalties grid for the Best Practices Program only applies to violations relating to the sale of liquor to a minor, and that neighbor complaints and noise violations are not on the grid. Councilmember Slavik asked about enforcement of the operation hours listed in condition (b) of option 3, when the business could apply to the State Alcohol Control Offices for a 2 a.m. closing. Attorney Knutson responded that the operation hours would be specific restrictions to the license. He added the restriction would close the business, not just stop selling liquor. Gerry Cochran, 1051 Weston Lane, requested a clarification on the owner's previously announced interest in having karaoke and how that would affect the license. Attorney Knutson responded that the option currently on the table, option 2 prohibits any sounds using amplified speakers, including television, and radio. Gary Quinn, 1044 Yuma Lane, stated that he finds the strip mall very convenient. He said he has lived in Cimarron Ponds for 16 years. He said he inquired at the golf center across the - street from the restaurant, and that the management and employees, as well as clients, had expressed an interest in having a place to eat and have a beer after golf. He said he would be in favor of option 3. He noted that he lives near the Cimarron Ponds pool, and that during Minutes of the May 25, 2004 City Council Meeting summer months; he gets noise from that until ten p.m. He said he just closes windows and turns on the air conditioner. Richard Dutton, 10100 Elliott Avenue South, Bloomington, is the owner. He asked how the conditions in Option 3 were developed. Mayor Johnson responded that the option came out of issues discussed at the May 19 meeting with neighbors. Mr. Dutton replied that he doesn't need karaoke or live music, but he would like to have television or radio played in the restaurant. He asked for clarification of the restrictions on the distance sound could be heard from the building. Councilmember Slavik stated that she is interested in seeing earlier closing times. She said the problem is not just sound or amplification from the restaurant, but people coming and going in the parking lot, and related noises in the parking lot. She believes earlier closing hours would reduce noise earlier for the residents' sake. She suggested that if the restricted hours of operation don't work for the applicant, then the property owner should seek possible owners willing to comply with noise restrictions. Police Chief Goldstein noted that there have not been parking lot related noise complaints at the site since Wayzata High School moved to its present location. He said that the Luce Line Trail is closest location from which noise complaints have come. Councilmember Slavik stated that while no complaints might have been made, neighbors have raised that as an issue. Mayor Johnson stated that the Council is looking for reasonable limitations on the restaurant given the neighborhood setting and based on the stated issues from past owners. She said the Council wants to balance the needs of a business with the needs of the neighborhood. She noted that Option 2 is before the Council. She said that because zoning issues have been discussed in detail for this location, the Council will be considering zoning issues as a separate item on the agenda. Motion was made by Councilmember Slavik, seconded by Councilmember Black, to substitute Option 3 in place of Option 2 for consideration. Councilmember Slavik stated that she had struggled between Option 3 and 4, to deny the license; because she feels they need something to work in a neighborhood setting. She said she thinks the conditions in Option 3 are reasonable. She said she would not be opposed to a complete denial of the license but doesn't believe there would be enough support for that from the Council. She said should consider how many violations to allow at a site before considering the revocation of a liquor license. Councilmember Black stated that she liked most of the option 3 resolution. She said she believes it is reasonable to allow the restaurant to stay open later than midnight on Friday and Saturday. Motion was made by Councilmember Black seconded by Councilmember Hewitt, to amend condition (b) in Option 3 to allow the restaurant to remain open until 1 a.m. on Friday and Saturday, with 11 p.m. Monday through Thursday and 10 p.m. on Sunday. Minutes of the May 25, 2004 City Council Meeting Councilmember Hewitt said that she agreed with the later weekend closing, and would support an even later closing on Sunday as well. She said she believes the coordinating factor is the golf course. Mayor Johnson advised the Council to be concerned on placing earlier closing hours on the restaurant. She noted that under the proposed hours, patrons would not be able to view Minnesota team sporting events on television that are transmitted from the western time zone. Councilmember Slavik stated that she won't support the amendment, because the way to control the noise from patrons leaving the site would be to control the closing times. Councilmember Neset stated that he agrees with Councilmember Slavik, and is have difficulty favoring a bar & grill in this neighborhood setting. Councilmember Stein stated that if the Council restricts the hours of operation, then it effectively denies the license. He said he is not in favor of restricting business hours. Mayor Johnson noted that if the Council doesn't believe this sort of use is acceptable for the site, it shouldn't regulate the use through this liquor license. She said the owner hasn't proven that he would be a problem operator; the Council should keep this separate from zoning issues. Councilmember Slavik said she would support a zoning change, but believes the site use is grandfathered in so some business could come in within six months and still be eligible to apply for a liquor license. Mr. Dutton said he understood the Council's struggle with the issue. He stated he wants to work with the City, but doesn't want to feel handcuffed by restricted hours. The Council voted on the motion to amend condition (b) in Option 3 to allow the restaurant to remain open until 1 a.m. on Friday and Saturday, with 11 p.m. Monday through Thursday and 10 p.m. on Sunday. With Councilmember Hewitt voting in favor, and Councilmembers Slavik, Stein, Black, Neset, Bildsoe, and Mayor Johnson voting against, the motion failed. Motion was made by Councilmember Stein seconded by Councilmember Bildsoe to restrict the closing hours to midnight on Sunda through Thursday, and 1 a.m. on Friday and Saturday. Councilmember Bildsoe noted that the business owner says that is what he needs to stay in business. The Council voted on the motion to amend (b) in Option 3 to allow the restaurant to remain open until midnight on Sunday through Thursday, and 1 a.m. on Friday and Saturday. With Councilmembers Stein, Black, Bildsoe, and Mayor Johnson voting in favor, and Councilmembers Hewitt, Slavik, and Neset voting against, the motion passed. Councilmember Black said she hesitantly voted yes, but would like to have some stricter guidelines on when violations would come before the council. She said she would like the Council to know of first violations at least by voicemail. She said she would vote for approval of the license, but wants tight rules on dealing with complaints. Linutes of the May 25, 2004 City Council Meeting Councilmember Stein said the City needs to be alert not only to problems inside, but also to noise problems in the parking lot. Attorney Knutson observed that the City would need to establish a connection between noise generated in the parking lot and in the establishment. Councilmember Stein asked what latitude the City has in tying the noise of departing patrons to the owner's license? Attorney Knutson said that the approval or denial of the license can be based on whatever criteria the Council decides. He said violations would need to describe the times and the nature of complaints. Councilmember Hewitt said she would not support that. She believes it would be hard to regulate the noise in a parking lot, and would place too much demand on the Police Department. Councilmembers discussed the definitions of amplified music. Attorney Knutson stated it was language drafted by the City Attorney's office, and that the Council should use its own judgment. He said the site is already zone C-2, and live music is prohibited by City Code. Councilmembers discussed the guidelines for measuring how far from the building noise restrictions should go into effect. They agreed the measurement should be a distance from the building rather than stating a variable distance such as the parking lot perimeter. Motion was made by Councilmember Stein seconded by Mayor Johnson to amend option c) to limit noise to 25 feet from the building. The Council voted on the motion to limit noise. With Councilmembers Stein, Bildsoe, and Mayor Johnson voting in favor, and Councilmembers Hewitt, Slavik, Black, and Neset voting against, the motion failed. Motion was made by Councilmember Stein, seconded by Councilmember Black to call the question voting on the option substitution. Motion was made by Mayor Johnson, seconded by Councilmember Black, to reconsider the distance from the building noise would be restricted to. With Councilmember Hewitt, Councilmember Stein, Councilmember Black, Councilmember Neset, and Mayor Johnson voting in favor, and Councilmembers Slavik and Bildsoe voting against, the motion to reconsider passed. Motion was made by Councilmember Black, seconded by Councilmember Slavik to amend condition (c) in Option 3 to restrict noise to a 15 foot distance from the building With Councilmembers Hewitt, Councilmember Stein, and Councilmember Black voting in favor, and Councilmembers Slavik, Neset, Bildsoe, and Mayor Johnson voting against, the motion failed. Mr. Dutton stated that he has no problem with noise restrictions. He stated he believes his restaurant would be good for the neighborhood, and plans to pursue obtaining the license. He said he will acknowledge all legitimate complaints about noise. Minutes of the May 25, 2004 City Council Meeting Councilmembers voted on the motion to substitute Option 2 with the amended Option 3 with Councilmembers Stein, Councilmember Black, Councilmember Bildsoe, and Mayor Johnson voting in favor, and Councilmembers Hewitt, Slavik, and Neset voting against, the motion passed. Mayor Johnson said she wants to see the owner get a chance to prove to the neighborhood his restaurant can work. She noted that not all residents are opposed to a restaurant at the site, but are concerned in how noise issues will be addressed. Councilmember Black said she wants to know about complaints when they happen. She said she can't take action unless she know what the conditions were and what the follow—up was. Councilmember Slavik stated that the Council should be informed of every complaint. Councilmember Neset said he supports the motion to give the owner a chance, and for the City to monitor the site. Councilmember Black said she would support approval of the license. She said the City needs to give the business a chance that is equitable for it to be a success, and believes that the City has been as fair as it can to each party. Councilmember Hewitt said she would not support the motion, because it would have tighter restrictions on operation hours, putting stress on City staff to monitor. She said she would like to see restricted hours but that regulation will be difficult. Councilmember Slavik said the issue is not about giving Mr. Dutton a chance, because she wishes him success. She believes the issue is about a type of establishment not working in a neighborhood. She believes it has been proven that this sort of business does not work in the neighborhood. She expects to see violations and difficulties, and does not think it is a good fit for the neighborhood. Mayor Johnson said that she believes if conditions of the license are violated the liquor license can be revoked. She said the zoning issues that should be addressed will be taken up by Item 8.2. Motion was made by Councilmember Slavik, seconded by Councilmember Bildsoe to call question. The motion to vote on the question passed in a unanimous voice vote. Councilmembers voted on approving the liquor license under amended Option 3. With Councilmembers Stein, Black, Neset, and Mayor Johnson voting in favor, and Councilmembers Hewitt, Slavik, and Bildsoe voting against, the motion passed. Mr. Dutton stated he is willing to take responsibility for anything that happens. He said he will work with the Police Department on issues and will look out for the neighborhood's interests. Minutes of the May 25, 2004 City Council Meeting 8.2) Consider whether the City should initiate a rezoning of 1113-1123 Vicksburg Lane Mayor Johnson stated that the Council wanted the opportunity in light of the discussion about the restaurant at 1115 Vicksburg Lane to discuss zoning issues for commercial business strip at 1113-1123 Vicksburg Lane. Councilmember Bildsoe stated he appreciates the discussion, and would support rezoning. Councilmember Stein stated he supports the discussion and would consider something after it comes back from the Planning Commission. Pam Wilson, 3720 Independence Avenue S. St. Louis Park, represents the property owner, and said they are unclear about the definitions of the C-1 and C--2 zoning classifications. She said they are concerned on how zoning changes would impact the entire center. She perceives Dutton's as a friendly business for the site, and noted a small pet supply store will be moving in as well. She noted that the tenants maintain their sites well, and that it has businesses that aren't available elsewhere close by. Community Development Director Hurlburt stated only one other district in the city has the C-1 classification, and she noted there is difficulty in keeping tenants at that site. Motion was made by Councilmember Black, seconded by Councilmember Bildsoe, to direct staff to study rezoning the block from C-2 to C-1. With all members voting in favor the motion passed. At 8:55 The Council took a five—minute recess. Draft Planning Commission Minutes November 17, 2004 Page 6 7. NEW BUSINESS A. CITY OF PLYMOUTH (2004057) Vice Chair Weir introduced the request by the City of Plymouth to consider rezoning from C-2 Neighborhood Commercial) to C-1 (Convenience Commercial) for properties located at 1113- 1123 Vicksburg Lane. Senior Planner Darling gave an overview of the November 9, 2004 staff report. Commissioner Anderson pointed out that the City of Plymouth is not a city that can support snack shops standing alone. She said that is a concern and the City Council will need to take that into consideration should Welsh Companies (6B) develop a plan as the limitations within C-1 zoning snake it difficult to exercise their property rights. Commissioner Wilson said she is in favor of leaving the Vicksburg Plaza Shopping Center zoned C-2. Commissioner Holmes concurred with Commissioner Wilson based on staff's conclusion that the noise complaints were enforcement issues rather than a zoning issue. MOTION by Commissioner Anderson, seconded by Commissioner Holmes, recommending that the properties located at 1113-1123 Vicksburg Lane should remain zoned C-2 (Neighborhood Commercial). Roll Call Vote. 6 Ayes. MOTION approved. B. LUNDGREN BROS. CONSTRUCTION, INC. (2004070) Vice Chair `Weir introduced the request by Lundgren Bros. Construction, hic. for an Environmental Assessment Worksheet (EAW) for Taryn Hills, a proposed development to be located on 237.8 acres lying. east of Vicksburg Lane and north and south of County Road 47. Senior Planner Drill gave an overvew,aof the November 9, 2004, staff report. Vice Chair Weir introduced the developeit,,,David Hinners, representing Lundgren Bros. Construction. Mr. Hinners said he had a good mebting with neighbors last week and said many of their questions centered around traffic, roads, landscaping and buffering. Vice Chair Weir introduced Tom Cooley,15081 62nd Avenue North Ma le Grove. Mr. CooleyPY said he represented the Highpointe Hills and Rosemary Woods' neighborhoods to the west of the proposed development. Mr. Cooley congratulated Lundgren Bros. for their respect for the environment and said they have done a good job preserving ponds and a stand of`white pines on the site. He also liked the number of trails proposed. Mr. Cooley said he likes the prk near the outlot area but would not want a road on the outlet. He said the neighborhood would liketo Proposed Council Minutes Regular Meeting of December 14, 2004 Page 8 of -9 8.3) Rezoning from C-2 to C-1 for Property at 1113-1123 Vicksburg Lane (City of Plymouth — 2004057) Community Development Director Hurlburt reported that in May 2004, the Council directed staff to study the possibility of rezoning the Vicksburg Plaza Shopping Center from C-2 to C-1. The Council's concern arose from noise complaints against a full-service restaurant in the center. She stated the Plam-iing Commission voted unanimously to recommend that the property should remain zoned C-2. Commissioners cited the limited uses in the C-1 district and the noise problem as an enforcement issue rather than a zoning issue to support their recommendation. She stated as part of the review, staff compared the purpose and intent of both the C-1 and C-2 districts, and the implications of rezoning the shopping center. As staff studied the rezoning, it became more apparent that part of the question was the functionality of the C-1 district. Therefore, staff expanded the analysis to include a review of whether the C-1 district is serving the purpose for which it was intended when the City adopted the new Zoning Ordinance in 1996. She stated the purpose of the C-1 district is to provide for highly limited scale neighborhood centers that offer basic convenience -type goods and services to the surrounding area in which they are located, whether anticipated to serve as a transitional district to residential, office, industrial, or other commercial districts. Currently, the City has applied the C-1 zoning district to one parcel of property which is located at the southeast corner of the intersection of Peony Lane and Rockford Road. An application for a gas station/car wash was approved in 2000. She stated the purpose of the C-2 district is to provide for a low to moderate intense retail or service businesses dealing directly with the customer on a limited community market scale and located in areas which are well -served by collector or arterial streets at the edges or residential districts. The Zoning Ordinance requires a district area of at least five acres. The current C-2 zoning on the property has been in place since the 1996 revision of the Zoning Ordinance and replaced the former B-2 classification of the property. The C-2 district has been applied to many commercial locations, although the subject property is one of two C-2 districts in the City with less than the required five acres. She then discussed the pros and cons of maintaining the current zoning or rezoning the property to C -l. She noted that the Planning Commission concluded that the C-1 district doesn't appear to be a viable zoning district and should probably be removed from the Zoning Ordinance. However, this site in question doesn't fit the requirements for the C-2 district. She stated staff is currently working with the owner of the property regarding a PUD so there could be some type of control over the property. Mayor Jolulson asked if notices were sent to adjacent residents informing them that this would be discussed at tonight's meeting. Community Development Director Hurlburt replied no, as this isn't a public hearing. Mayor Johnson stated the Planning Commission could've studied the option of a "hybrid" C-1 district. She explained the reason why there are problems with this particular site is because of the close proximity to the residential area. She asked why the property couldn't be rezoned to C- 1 with changes to the site and eliminate the restaurant use. Community Development Director Proposed Council Minutes Regular Meeting of December 14, 2004 Page 9 of 9 Hurlburt replied that could be accomplished by placing restrictions on a C-2 property. She stated the problem is that the restaurant is located on the end of the building versus the middle. Councilmember Slavik stated leaving this property in the C-2 district doesn't meet the size requirement of five acres when it is 2.5 acres. She stated that she isn't comfortable in affirming the current C-2 zoning, however, she isn't sure the C-1 zoning is appropriate. Motion was made by Councilmember Hewitt and seconded by Councilmember Stein to direct staff to review the C-2 district classification again for uses that the City may have concerns with as well as reviewing conditions that could be applied with that district. With all members voting in favor, the motion carried. Reports and Staff Recommendations 9.1) Alcohol and Tobacco Compliance Check Report City Manager Ahrens requested this item be removed from the agenda and placed on the January 11, 2005 Council agenda. Adiournment Mayor Johnson adjourned the meeting at 8:40 p.m. Sandra R. Paulson, City Clerk Use Category C-1 C-2 PERMITTED RETAIL STORES RETAIL STORES Candy, Ice Cream, etc. Candy, Ice Cream, etc. Convenience Grocery Convenience Grocery Prepared food (delivery/take-out) Prepared food (delivery/take-out) SOB(accessory) SOB(accessory) Banks Supermarkets Delicatessens/Coffee houses Art/School Supplies Studios/Art Galleries Bakeries Bicycles Books and Furniture (under 5,000 sf) Cameras and related supplies Drugs Florists Frozen Food, Meat markets Variety, Gift, Novelty, Hobby, Craft Off -Sale Liquor Hardware, Paint, Wallpaper, etc. Sporting Goods Pets and supplies Tobacco Videos SERVICES SERVICES Salons, Spas, Tanning, Massage Salons, Spas, Tanning, Massage Copy Services Copy Services Dry Cleaners Dry Cleaners Funeral Parlors, Mortuaries Funeral Parlors, Mortuaries Laundromats Laundromats Locksmiths Locksmiths Shoe and Clothing Repair Shoe and Clothing Repair Amusement Centers Banks Repair of Bikes Repair of electronics and plumbing (accessory to retail) Veterinary clinics, keimels, grooming Personal Fitness Recreation OFFICES (NO MEDICAL) OFFICES (NO RESTRICTIONS) MISC. MISC. Antennas on Public Structure Antennas on Public Structure Essential Services no structures Essential Services no structures) ACCESSORY Accessory Buildings (not greater than 30% of Accessory Buildings (not greater than 30% of principal) principal) Fences Fences Parking/Loading areas Parking/Loading areas Radio and televisions antennas Radio and televisions antennas Signs Signs CONDITIONAL Grocery/Gas Stations/Car Wash Grocery/Gas Stations/Car Wash Day Cares Day Cares S ecific Essential Services Specific Essential Services Cell Towers Cell Towers Furniture Stores (with Less than 5,000 so Restaurants (multi -tenant shopping centers) Liquor On -Sale with restaurant Religious Institutions Public garages/parking ramps Trade Schools INTERIM Landfilling, Excavation, Grading Landfilling, Excavation, Grading Seasonal Farmer's Markets ADMINISTRATIVE Antennas or temp mobile towers Antennas or temp mobile towers Specific Essential services Specific Essential services Landfilling, excavation/grading Landfilling, excavation/grading Outdoor Sales, rental or display Outdoor Sales, rental or display Outdoor fuel storage or backup generators Outdoor fuel storage or backup generators Temp, Outdoor Events, Sales, Carnivals Temp, Outdoor Events, Sales, Carnivals How Other Cities Regulate Uses with Nuisance Potential Uses Cities Regulation Retail and Service Bloonungton District similar to Plymouth's C-2 district allows bakeries, tobacco, grocery stores, Uses drug stores, liquor (off -sale), laundromats and banks (no drive-through) as permitted uses. Funeral parlors, amusement centers, veterinary, banks with drive-through, currency exchange businesses, take-out only restaurants and coffee shops (drive- through or not) are conditional Currency exchanges are prohibited by license from being within '/z mile of each other. laundromats, tobacco, gas stations and on -and off -sale liquor are required to get a license (no distance requirements) Off -sale liquor is not permitted in gas stations. Brooklyn Center District similar to Plymouth's C-2 district allows drugs, liquors, tobacco, grocery stores and laundromats as permitted uses. Amusement centers and veterinary uses are conditional and amusement centers have a 150 -foot distance requirement from residential. Currency exchanges are prohibited by license from being within 300 feet or on the same property as schools, daycares, churches, hospitals, on -sale liquor establishment, halfway houses, theaters, residence, pawnshop, secondhand goods dealers, tattoo parlors, body piercing establishments, massage parlors, saunas or other currency exchanges. Brooklyn Park District similar to Plymouth's C-2 district allows drugs, liquors, tobacco, coffee, bakery, prepared foods, laundromats, etc. as permitted uses if under 25,000 square feet and conditional if over. Currency exchanges are conditional uses with 500 feet required from pawnshops, SOB'S, residential district and 1/2 mile from another currency exchange. Veterinary clinics are conditional uses. Currently removing 300 -foot distance requirements in liquor licenses from churches, schools and colleges. No distance requirements from residential. Liquor, arcades and tobacco sales have no distance requirements Chanhassen District similar to C-2 allows drugs, liquors, tobacco, coffee shops, bakery, prepared food, grocery stores, laudromats, etc. as permitted uses. Banks with drive-throughs are conditional. Currency exchanges are not allowed in this district. Maple Grove Commercial district allows all retail and service businesses without restriction as a permitted use. Amusment centers are restricted by license from operating between 1 am and 9 am M -Sat or 12 noon on Sundays Minneapolis Neighborhood district allows bakery, coffee shops, banks, grocery, drugs, prepared foods, funeral homes, landromats, veterinary clinics, etc. as permitted uses. No drive- through uses. Hours limited to 6 am to 10 pm (M -Th) and 6 am to 11 pm (F -Su). No outdoor speakers. Neighborhood Corridor District allows same uses as above as well as currency exchanges, tobacco shops, off -sale liquor as well as restaurants with general entertainment (not nightclubs) as permitted uses. All uses with drive-throughs must have additional lot area and lot width. Hours limited to 6 am to 10 pm (M -Th) and 6 am to 11 pm (F -Su). No outdoor speakers. Minnetonka District similar to Plymouth's C-2 district allows drugs, tobacco, liquors, coffee, grocery stores, veterinary uses, bakery, prepared food, laundromats, etc as permitted uses. No location restrictions in licenses Retail and Service Richfield District similar to Plymouth's C-2 district limits permitted uses to facilities with 2,500 Businesses, Con't square feet. Uses with over 2,500 square feet are conditional. Amusement Centers, banks and currency exchanges, veterinary clinics and funeral homes are specifically prohibited. St. Louis Park District similar to Plymouth's C-2 district allows all retail and service uses as permitted uses based on intensity level. Veterinary uses are permitted if they are 100 feet from residential property, schools, churches, and community centers. Funeral homes, banks, and all retail uses are permitted as long as they don't exceed a specified intensity level, they are conditional uses if they exceed the intensity threshold. Distance requirements for currency exchanges by license Restaurants Bloonnington District similar to Plymouth's C-2 district allows all restaurants (including take-out and drive-ins) as conditional use with no specific regulations. Liquor (on -sale) with a restaurant has no distance requirement. Brooklyn Center District similar to Plymouth's C-2 district allows non-drive-in/convenience food restaurants if they don't offer live entertainment District similar to Plymouth's C-2 district allows drive-ins/convenience-food and live entertainment as a "special use" if property isn't adjacent to lower -density residential districts. Brooklyn Park District similar to Plymouth's C-2 district allows restaurants as per rutted use. Those with drive throw hs, live music, or on -sale liquor are conditional use. Chanhassen District similar to Plymouth's C-2 district allows restaurants as conditional use, except no drive -throw hs permitted. Maple Grove Allows restaurants as a permitted use, but does not allow drive-throughs within 300 feet of residentially zoned property. No separate bar area allowed. Minneapolis Neighborhood district allows deli's and sit-down restaurants (including alcohol and limited entertainment) as permitted uses. Fast food uses are conditional, no drive- throughs and limited alteration to exterior building facade. Hours limited to 6 am to 10 pm (M -Th) and 6 am to 11 pm (F -Su). No outdoor speakers. Neighborhood Corridor District allows same uses and same process as above as well as restaurants with general entertainment (not nightclubs) as permitted uses. Hours limited to 6 am to 10 pm (M -Th) and 6 am to 11 pm (F -Su). No outdoor speakers. Specific standards for drive-throughs. Outdoor speakers permitted, with noise restrictions. Minnetonka District similar to Plymouth's C-2 allows use as permitted, although fast-food (with or without drive -up windows unless located within a mall) and restaurants with alcohol or dance hall licenses as conditional. Richfield District similar to Plymouth's C-2 district allows as conditional use but limits size to 2,000 square feet, only allows take-out, traditional, or cafeteria restaurants, no drive- throughs or exterior speakers, no alcohol, and no more than one per shopping center. District similar to Plymouth's C-4 allows fast food with drive through service provided the property has a 20-30 foot buffer yard with screening, the drive-through must be 150 feet from any residential parcel, noise is limited, traffic must be studied, no alcohol service. St. Louis Park District similar to C-2 allows restaurants as permitted uses with conditions including access from collector or arterial roadway. If adjacent to residential, the use requires a buffer yard with a berm or fence and a 25 -foot setback from residential, churches and community centers, community centers. Drive-thoughs are allowed as conditional uses if they are not within 100 feet to residential, institutional uses, churches or community centers. If on -sale alcohol is approved, no separate bar area is allowed. Live entertainment requires additional setback from residential and other uses. Gas Stations/Car Wash Bloomington District similar to Plymouth's C-2 district allows use as conditional use with no specific regulations Brooklyn Center District similar to Plymouth's C-2 district allows use as special use if property isn't adjacent to lower -density residential districts. By license the use is not permitted within 200 feet of a public or religious assembly use Brooklyn Park District similar to Plymouth's C-2 district allows use as conditional use. Setbacks for gas stations are 50 feet from residential, pump stations are 100 feet from residential Carwashes not allowed in this district. Chanhassen District similar to Plymouth's C-2 district allows use as conditional use with no specific regulations. Maple Grove District similar to Plymouth's C-2 district allows use as permitted as long as the property is not adjacent to residentially zoned property. Minneapolis Neighborhood district does not allows use, unless existing prior to effective date of ordinance. Neighborhood corridor district allows use as conditional. Hours limited to 6 am to 10 pm (M -Th) and 6 am to 11 pm (F -Su). No outdoor speakers. Minnetonka District similar to Plymouth's C-2 district allows use as conditional, no specific regulations Richfield District similar to Plymouth's C-2 does not allow use District similar to Plymouth's C-4 allows use but if next to residential requires a 15- 25 foot buffer yard with screening to 75-100% opacity. Pump islands must be at least 20 feet from any propertyline. St. Louis Park District similar to Plymouth's C-2 district allows fuel stations as conditional, but restricts hours to 6 am to 11:30 pm; no more than 8 vehicles can be refueled and the PUMPS and all other accessory equipment meet the required yard areas. Religious Institutions Bloomington District similar to Plymouth's C-2 district allows use as conditional Brooklyn Center District similar to Plymouth's C-2 district does not allow use Brooklyn Park District similar to Plymouth's C-2 district allows use as permitted Chanhassen District similar to Plymouth's C-2 district does not allow use Maple Grove District similar to Plymouth's C-2 district does not allow use Minneapolis Two lowest intensity districts allow use as permitted Minnetonka District similar to Plymouth's C-2 district does not allow use Richfield District similar to Plymouth's C-2 district allows use as ermitted St. Louis Park District similar to Plymouth's C-2 district does not allow use Trade Schools Bloomington District similar to Plymouth's C-2 district allows use as ermitted Brooklyn Center District similar to Plymouth's C-2 district does not allow use Brooklyn Park District similar to Plymouth's C-2 district allows use as permitted Char iassen District similar to Plymouth's C-2 district does not allow use Maple Grove District similar to Plymouth's C-2 district allows use as ermitted Mirmeapolis Neighborhood district allows use as conditional. Hours limited to 6 am to 10 pili (M- Th) and 6 am to 11 pm (F -Su). No outdoor speakers. Neighborhood corridor district allows use as permitted. Hours limited to 6 am to 10 m (M -Th) and 6 am to 11 pm. (F -Su). Minnetonka District similar to Plymouth's C-2 district does not allow use Richfield District similar to Plymouth's C-4 district allows use as permitted St. Louis Park District similar to Plymouth's C-4 district allows use as permitted if lesser intensity, and conditional if more intense. CITY OF PLYMOUTH HENNEPIN COUNTY, MINNESOTA ORDINANCE NO. 2005 - AN ORDINANCE AMENDING THE TEXT OF CHAPTER 21 OF THE PLYMOUTH CITY CODE, ENTITLED THE PLYMOUTH ZONING ORDINANCE (2004057) THE CITY COUNCIL OF THE CITY OF PLYMOUTH ORDAINS: SECTION 1. Amendments. The text of Chapter 21 of the Plymouth City Code is hereby amended as follows: A. SECTION 21455.03 (C-1, CONVENIENCE COMMERCIAL DISTRICT -PERMITTED USES) IS HEREBY AMENDED AS FOLLOWS: 21455.03. PERMITTED USES: The following are permitted uses in a C-1 District: Subd. 1. Barber shops. Subd. 2. Beauty salons and day spas. Subd. 3. Bus/transit stations or terminals without vehicle storage. Subd. 4. Candy, ice cream, popcorn, nuts, frozen desserts, and soft drink sales. Subd. 5. Cellular telephone towers and antennas located on a public structure, as regulated by Section 21175 of this Chapter. Subd. 6. Convenience grocery markets (not supermarket type and without motor fuel facilities and delicatessen food service). Subd. 7. Copy services but not including printing press or newspaper. Subd. 8. Dry cleaning pick up and laundry pick up stations including incidental repair and assembly but not including processing. Subd. 9. Essential services not including structures, except those requiring administrative permits on conditional use permits pursuant to Section 21160 of this Chapter. Subd. 10. Funeral homes and mo. uar-ies Subd.4410. Governmental and public utility (essential service) buildings and structures, including public works type facilities, excluding outdoor storage. 2004057 Page 2 Subd. 122. Latindr-emats, self serviee washing and dr)4ng7 Subd. 1311. Locksmiths. Subd. 47412. Offices, commercial and professional not including medical, dental, and chiropractic offices and clinics. Subd. 47513. Prepared food: delivery and/or take-out only, no interior seating. Subd. 47614. Sexually oriented businesses - accessory. Subd. 47715. Shoe repair. Subd. 4.816. Tailoring services. Subd. 4917. Tanning salons. Subd. 2-018. Therapeutic massage. Amended by Ord. No. 2004-02, 01/13/04) B. SECTION 21455.07 (C-1, CONVENIENCE COMMERCIAL DISTRICT - CONDITIONAL USES) IS HEREBY AMENDED AS FOLLOWS: 21455.07. CONDITIONAL USES: The following are conditional uses in a C-1 District and require a conditional use permit based upon procedures set forth in and regulated by Section 21015 of this Chapter. Additionally, besides the specific standards and criteria which may be cited below for respective conditional uses, each request for a conditional use permit shall be evaluated based upon the standards and criteria set forth in Sections 21015.02, Subd. 5 and 21015.04 of this Chapter. Subd. 1. Antennas not located on an existing structure or tower, as regulated by Section 21175 of this Chapter. Subd. 2. Convenience Grocery Markets with Prepared Food and Motor Fuel Sales with Accessory Car Wash (no vehicle service or repair), provided that: a) Convenience/deli food is of the take-out type only and that no provision for seating or consumption on the premises is provided. Furthermore, that the enclosed area devoted to such activity, use and merchandise shall not exceed fifteen (15) percent of the gross floor area. b) The storage, preparation and serving of food items are subject to the approval of the Zoning Administrator who shall provide specific written sanitary requirements based upon the applicable State and County regulations. c) That the proximate area and location of space devoted to non -automotive merchandise sales shall be specified in the application and in the conditional use permit. Exterior sales or storage shall be allowed by administrative permit. 2004057 Page 3 d) The off-street loading space(s) and building access for delivery of goods shall be separate from customer parking and entrances and shall not cause conflicts with customer vehicles and pedestrian movements. e) The hours of operation shall be limited to 6:00 AM to 11:00 PM, unless extended by the Council as part of the conditional use permit. f) Motor fuel facilities shall be installed in accordance with State and City standards. Additionally, adequate space shall be provided to access gas pumps and to allow maneuverability around the pumps. Underground fuel storage tanks are to be positioned to allow adequate access by motor fuel transports and unloading operations which do not conflict with circulation, access and other activities on the site. Fuel pumps shall be installed on pump islands. g) A protective canopy located over pump islands may be an accessory structure on the property and may be located twenty (20) feet or more from the front lot line, provided adequate visibility both on and off site is maintained. h) All canopy lighting for motor fuel station pump islands shall be recessed or shielded to provide shielding. Illumination levels for pump islands shall be as stipulated in Section 21105.05 of this Chapter. (Amended by Ord. No. 2004-30, 11/23/04) i) Litter Control. The operation shall be responsible for litter control within three hundred (300) feet of the premises and litter control is to occur on a daily basis. Trash receptacles must be provided at a convenient location on site to facilitate litter control. i) All pumps and any related canopy shall be setback 300 feet from residentially zoned or guided property unless screened by an intervening building j)(U Accessory Car Wash/Vacuums 1) No more than one car wash bay shall be allowed. 2) The car wash shall be designed to be an integral part of the principal building, and may not be a separate freestanding structure. 3) The site shall provide stacking space for the car wash. The amount of stacking space shall take into account the type of car wash and the amount of time it takes to wash a vehicle. Stacking spaces shall not interfere with parking spaces or traffic circulation. 4) The exit from the car wash shall have a drainage system which is subject to the approval of the City and gives special consideration to the prevention of ice build-up during winter months. 2004057 Page 4 5) Neither the car wash nor an accessory vacuum shall be located within. 300 feet of any residentially zoned or guided property unless completely screened by an intervening building_ 6) Both the car wash and accessory vacuum shall conform to noise regulations as defined in Section 21105.10 of this Chapter. Amended by Ord. No. 2000-06, 02/29/00 & Ord. No. 2000-23, 06/12/00) Subd. 3. Day care facilities as a principal or accessory use provided that: a) The use complies with the provisions of Section 21150 of this Chapter. Subd. 4. Essential services requiring a conditional use permit pursuant to Section 21160 of this Chapter. Subd. 5. Essential service structures (as defined by Section 21005 of this Chapter) that exceed five (5) feet in height or twenty (20) feet in area necessary for the health, safety and general welfare of the City, excluding public works type facilities, provided that: (Amended by Ord. No. 2004-02, 01113104) a) Equipment is completely enclosed in a permanent structure with no outside storage. Subd. 6. Laundromats, self-service washing and drying, provided that: a) The hours of operation are limited to 7 AM to 10 PM. C. SECTION 21460.03 (C-2, NEIGHBORHOOD COMMERCIAL DISTRICT - PERMITTED USES) IS HEREBY AMENDED AS FOLLOWS: 21460.03. PERMITTED USES: The following are permitted uses in a C-2 District: Subd. 1. All permitted uses as allowed in the C-1, Convenience Commercial District. Subd. 2. Amusement centers. Subd. 3. Art and school supply sales. Subd. 4. Art gallery and sales. Subd. 5. Bakery goods and baking of goods for retail sales on the premises. Subd. 6. Banks, savings and loans, credit unions and other financial institutions excluding currency exchanges), with or without drive up tellers. Subd. 7. Bicycle sales and repair. 2004057 Page 5 Subd. 8. Book and stationary stores, with less than 5,000 square feet of gross floor area. Subd. 9. Camera and photographic supplies, sales and film processing. Subd. 10. Delicatessen/coffee house. Subd. 11. Drug stores. Subd. 12. Florist shops. Subd. 13. Frozen food retail, but not including a locker plant. Subd. 14. Furniture stores with less than 5,000 square feet of gross floor area. Subd. 15. Gift or novelty stores. Subd. 6. Gfe=efy' SupeffflftAets. Subd.-4-716. Hardware stores. Subd. 4.817. Hobby and craft stores. Subd. 1-918. Liquor, off sale. Subd. 2-019. Meat markets, but not including processing for a locker plant. Subd. 21-20. Medical, dental, and chiropractic offices and clinics. Subd. 2-221. Paint and wallpaper sales. Subd. 2-322. Plumbing, television, radio, electrical sales and such repair as is accessory use to the retail establishment permitted within this district. Subd. 2-423. Recreation, personal fitness. Subd. 2-524. Sporting goods and recreational equipment sales, not including motorized vehicles or boats. Subd. 2-025. Studios - artist, music, photo, decorating, dance, etc. Subd. 2-426. Tobacco Shops. Subd. ?$27. Variety stores and stores of similar nature. Subd. 2-928. Veterinary clinic and indoor kennels; and pet sales, supplies and grooming. Subd. 3029. Video rental and sales. D. SECTION 21460.07 (G2, NEIGHBORHOOD COMMERCIAL DISTRICT - CONDITIONAL USES) IS HEREBY AMENDED AS FOLLOWS: 21460.07. CONDITIONAL USES: The following are conditional uses in a C-2 District and require a conditional use permit based upon procedures set forth in and regulated by Section 21015 of this Chapter. Additionally, besides the specific standards and criteria which may be cited below for respective conditional uses, each request for a conditional use permit shall be evaluated based upon the standards and criteria set forth in Sections 21015.02, Subd. 5 and 21015.04 of this Chapter. Subd. 1. All conditional uses subject to the same conditions as allowed in the C-1 District, unless cited as a permitted use in this Section. Subd. 2. Drive througli service windows accessora to pennitted uses, provided that: 2004057 Page 6 a) The drive through service window is in compliance with the performance standards stipulated in Section 21120.09 of this Chapter, unless further restricted by this Section. b) No element of the drive through service area shall be located on properties that are within 300 feet of residentially zoned or guided property unless completely screened by an intervening building_ c) Residential properties shall be screened from vehicle lights in the stackingarea. rea. d) The hours of operation are limited to 7 AM to 10 PM, unless extended by the Council as part of the conditional use permit. Subd. 23. Furniture stores with less than 5,000 square feet of gross floor area on property with access from an intermediate arterial roadway. (Amended by Ord. No. 98- 23, 07/08/98) Subd. 4. Grocery, supermarkets, provided that: a) The loading area is in compliance with Section 21135.14. b) The hours of operation are 6 AM to 1.1 PM, unless extended by the Council as part of the conditional use permit. c) The applicant shall demonstrate that such use will not significantly lower the existing level of service on streets and intersections. d) All elements of the use including mechanical equipment, shall comply with Section 21105.10 of this Chapter. Subd. 35. Liquor on -sale when accessory to a restaurant,rovided that: a) The business is not located within 150 feet of a residential structure. Subd. 46. Public garage/parking ramps provided that: a) It is accessory to a use allowed in the C-2 District. Subd. 57. Religious worship facilities and related social events provided that: a) The space utilized for such activities is shared with a use allowed within this district or occupies no more than twenty (20) percent of a multi -tenant shopping center. b) Activities shall be limited to worship services and directly related social events. Subd. 68. Restaurants internal to a multi -tenant shopping center, provided that: a) The use will not conflict with existing or potential neighboring uses. 2004057 Page 7 b) The storage, preparation, and serving of food items are subject to the approval of the Zoning Administrator who shall provide specific written sanitary requirements based upon the applicable State and County regulations. c) No drive-throuah service windows are allowed. Subd. -79. Trade or vocational schools. E. SECTION 21460.13 (C-2, NEIGHBORHOOD COMMERCIAL DISTRICT — AREA REQUIREMENTS AND CONSTRUCTION LIMITATIONS) IS HEREBY AMENDED AS FOLLOWS: 21460.13. AREA REQUIREMENTS AND CONSTRUCTION LIMITATIONS: The following requirements shall be observed in a C-2 District, subject to additional requirements, exceptions, and modifications set forth in this Chapter. District Lot Minimum Minimum Maximum Minimum Maximum Area Area Lot Width Lot Depth Structural Setbacks Building Minimum Minimum feet) feet) Coverage feet) Height a) a 5-2 acres 1 acre 100 100 50% Abutting Prin. 30 ft Bldg. Residential District N Front yard 75 Acc. 20 ft. b c Bldg. Side yard 75 s A Rear yard 75' r Abutting Non - Residential District Front yard c Sideyard- 15 Rear vard 15y', a) Special requirements for environmental overlay districts - see appropriate text b) Where a C-2 District abuts a residential district or is separated from a residential district by a local or minor collector street c Applies to each street frontage F. SECTION 21470.03 (C-4, COMMUNITY COMMERCIAL DISTRICT -PERMITTED USES)JS HEREBY AMENDED AS FOLLOWS: 21470.03. PERMITTED USES. The following are permitted uses in the C-4 District: Subd. 1. All permitted uses as allowed in a C-1, C-2 and C-3 District. 2004057 Page 8 Subd. 2. Antique shops, including incidental restoration. Subd. 3. Appliance and electronic stores including incidental repair and assembly but not fabricating or manufacturing. Subd. 4. Boat, marine, snowmobile sales, enclosed. Subd. 5. Body art establishments. Subd. 6. Books, office supplies and equipment, or stationary stores and sales. Subd. 7. Building supply sales within the principal structure. Subd. 8. Carpet, rugs and tile retail sales. Subd. 9. Coin and philatelic stores. Subd. 10. Clothes, rental and sales. Subd. 11. Department, discount, and warehouse stores. Subd. 12. Dry cleaning including accessory pressing and repair, excluding plants. Subd. 13. Fabric and notions sales and store. Subd. 14. Furniture stores. Subd. 15. Furriers when conducted only for retail trade on premises. Subd. 16. Garden supply stores. Subd. 17. Grocery, supermarkets and superstores. Subd. 18. Jewelry stores. Subd. 19. Leather goods and luggage stores. Subd. 20. Music (instruments, equipment, tapes, compact discs, etc.) shops and sales. Subd. 2- 21. Religious institutions such as churches, chapels, temples, synagogues, mosques limited to worship and directly related social events. Subd. 2322. Sewing machine sales and service. Subd. 3423. Theaters, not of the outdoor drive-in type. Subd. 2-524. Toy stores. G. SECTION 21470.07, (C-4, COMMUNITY COMMERCIAL DISTRICT -CONDITIONAL USES) IS HEREBY AMENDED AS FOLLOWS: 21470.07. CONDITIONAL USES: The following are conditional uses in a C-4 District and require a conditional use permit based upon procedures set forth in and regulated by Section 21015 of this Chapter. Additionally, besides the specific standards and criteria which may be cited below for respective conditional uses, each request for a conditional use permit shall be evaluated based upon the standards and criteria set forth in Sections 21015.02, Subd. 5 and 21015.04 of this Chapter. Subd. 1. All conditional uses subject to the same conditions as allowed in the C-3 District. Subd. 2. Currency Exchanges, provided that: a) The business is not within one half ('/2) mile of another currency exchange. 2004057 Page 9 b) The business is not within 750 feet of a property containing a pawnshop, religious institution, school, day-care/preschool, or residentially zoned or gui.d.ed property. Subd. 4. Funeral homes and mortuaries, provided that: a) The applicant shall demonstrate that such use will not significantly lower the existing level of service on streets and intersections. b) Parking shall be provided in compliance with Section 21135 of this Chapter. Subd. 5. Pawnshops, provided that: a) The business is not within 750 feet of a property containing another pawnshpi currency exchange, religious institution, or residentially zoned orug_ided property. SECTION 2. Effective Date. This Ordinance shall be in full force and effect upon its passage. ADOPTED by the City Council on April 12, 2005. Judy A. Johnson, Mayor ATTEST: Sandra R. Paulson, City Clerk CITY OF PLYMOUTH HENNEPIN COUNTY, MINNESOTA SUMMARY ORDINANCE NO. 2005 - CHAPTER 21 OF THE PLYMOUTH CITY CODE ENTITLED THE PLYMOUTH ZONING ORDINANCE This ordinance amends the text of Chapter 21 of The Plymouth City Code entitled The Plymouth Zoning Ordinance. This ordinance pertains to amendments related to modifications of the allowable uses in the C-1, C-2 and C-4 zoning districts and the minimum district area in the C-2 district. The ordinances contain amendments to the following articles: SECTION 21455 — C-1 CONVENIENCE COMMERCIAL DISTRICT SECTION 21460 — C-2. NEIGHBORHOOD COMMERCIAL DISTRICT SECTION 21470 — C-4. COMMUNITY COMMERCIAL DISTRICT A printed copy of the City Code and Zoning Ordinance amendments is available for inspection at Plymouth City Hall during regular office hours. ADOPTED by the Plymouth City Council on April 12, 2005. ATTEST: LO -A Sandra R. Paulson, City Clerk Lo Judy A. Johnson, Mayor CITY OF PLYMOUTH RESOLUTION 2005 - APPROVING FINDINGS OF FACT FOR ZONING ORDINANCE TEXT AMENDMENTS TO THE C-1, C-2 AND C-4 DISTRICTS TO REVISE THE PERMITTED AND CONDITIONAL USES AND REDUCE THE MINIMUM DISTRICT SIZE FOR THE C-2 DISTRICT (2004057) WHEREAS, the Planning Commission has reviewed the text amendments at a duly called Public Hearing; and WHEREAS, the City Council has adopted Zoning Ordinance text amendments to revise the C-1, C-2 and C-4 Districts. NOW, THEREFORE, BE IT HEREBY RESOLVED BY THE CITY COUNCIL OF THE CITY OF PLYMOUTH, MINNESOTA, that it should and hereby does approve Zoning Ordinance text amendments to the C-1, C-2 and C-4 Districts, based upon the following findings: 1. The amendments are consistent with the City's Comprehensive Plan. 2. The amendments are consistent with the purpose and intent of the Ordinance. 3. The amendments will better protect the health, safety and general welfare of residential neighborhoods in the City. ADOPTED by the City Council on April 12, 2005. STATE OF MINNESOTA) COUNTY OF HENNEPIN) SS. The undersigned, being the duly qualified and appointed City Clerk of the City of Plymouth, Minnesota, certifies that I compared the foregoing resolution adopted at a meeting of the Plymouth City Council on April 12, 2005 with the original thereof on file in my office, and the same is a correct transcription thereof. WITNESS my hand officially as such City Clerk and the Corporate seal of the City this day of City Clerk Agenda Number: TO: Mayor and City Council FROM: Laurie Ahrens, City Manager SUBJECT: Set Future Study Sessions DATE: April 29, 2005, for City Council meeting of May 3, 2005 1. ACTION REQUESTED: Review the pending study session topics list and establish study sessions if desired. 2. BACKGROUND: Attached is the list of pending study session topics, as well as calendars to assist in scheduling. The Council recently established budget study sessions for August 29, September 6, and September 8. Councilmember Willis has indicated he will be unable to attend the August 29 budget study session. Pending Study Session Topics at least 3 Council members have approved the following study items on the list) Discuss development standards (MEMO) (Black, Stein, Johnson) Other requests for study session topics: Update with City Manager — quarterly (next mtg. Aug.) Campaign sign enforcement Discuss Point of Sale Program (Stein) OFFICIAL CITY MEETINGS May 2005 Sunday Monday Tuesday Wednesday Thursday Friday Saturday 1 2 3 4 5 6 7 6:30 PM SPECIAL COUNCIL MEETING: COMPREHENSIVE PLAN AMENDMENT PROCESS, Council Chambers 6:30 PM SPECIAL COUNCIL MEETING- INTERVIEW YOUTH APPLICANTS; DISCUSS EXPANSION OF PACT MISSION; DISCUSS ZONING TEXT CHANGES; Lunchroom 7:00 PM PLANNING COMMISSION, Council Chambers 7:00 PM HUMAN RIGHTS COMMISSION - Medicine Lake Room 8 9 10 11 12 13 14 6:45 PM YOUTH ADVISORY COUNCIL, Council Chambers 6:00 PM SPECIAL CITY COUNCIL MEETING' MEDIAN BARRIER FUNDING, Lunch Room 7:00 PM ENVIRONMENTAL QUALITY COMMITTEE EOC), Council chambers 7:00 PM PARK & REC ADVISORY COMMISSION PRAC), Council Chambers 7:00 PM PLYMOUTH ICE SHOW, Plymouth IceCeMer PLYMOUTH ICE SHOW (2 & 7 PM), Plymouth Ice Center 7:00 PM REGULAR COUNCIL MEETING, Council Chambers 15 16 17 18 19 20 21 6:30 PM SPECIAL COUNCIL MEETING: DISCUSS ATTY SVCS; STREET RECONST; GAMBLING FUND; 7:00 PM PLANNING COMMISSION, Council Chambers 700 PM HOUSING a REDEVELOPMENT AUTHHRA), Medicinene LakLake Room 9:00 AM -3:30 PM PLYMOUTH CLEAN-UP DAY, Public Works Maintenance BIO -DIESEL FUELS; Facility Lunchroom 22 23 24 25 26 27 28 645 PM YOUTH ADVISORY COUNCIL, Metlicine Lake Room (1N® meekrp uMr) I1:ssA PLYMOUTH BUSINESS COUNCIL, S,x kk^^eeOM WM 1=1 Rwgtl G 'M_M 7:00 PM PLYMOUTH ADVISORY 7:00 PM SPECIAL COUNCIL MEETING: 590 PM—iM SPECM COMMITTEE ON TRANSIT (PACT) - MEETING WITH N. COUNCIL MEETING: YOUTH TOWN FORUM, P, o Medicine Lake MEMORIAL OFFICIALS ON PROPOSED MAPLE C—C— Room GROVE HOSPITAL; C.—I Chambers 7:00 PM REGULAR COUNCIL MEETING, —111- 29 30 31 Jun 2005Apr2005 MEMORIAL DAY S M T W T F' S S M T W T F S Observed) - City Offices Closed 1 2 3 412 3 4 5 6 7 8 9 5 6 7 8 9 10 11 10 11 12 13 14 15 16 12 13 14 15 16 17 18 17 18 19 20 21 22 23 19 20 21 22 23 24 25 24 25 26 27 28 29 30 26 27 28 29 30 modified on 4/29/2005 OFFICIAL CITY MEETINGS June 2005 Sunday I Monday Tuesday Wednesday Thursday Friday Saturday 1 7:00 PM PLANNING COMMISSION, 2 7:00 PM HUMAN RIGHTS COMMISSION - 3 4 May 2005 S M T W T F S Jul 2005 S M T W T F S 1 2 3 4 5 6 7 1 2 8 9 10 11 12 13 14 3 4 5 6 7 8 9 Council Chambers Medicine Lake 15 16 17 18 19 20 21 10 11 12 13 14 15 16 Room 22 23 24 25 26 27 28 17 18 19 20 21 22 23 29 30 31 24 25 26 27 28 29 30 31 5 6 7 8 9 10 11 6:45 PM YOUTH ADVISORY COUNCIL, Medio. Lake Room this meeting only) 7:00 PM SPECIAL CITY COUNCIL MEETING: BUDGET PRIORITIES; Lunch Room 7:00 PM ENVIRONMENTAL DUALITY COMMITTEE EDC), Councl chambers 7:00 PM PARK & REC ADVISORY COMMISSION PRAC), Council TDO PM SPECIAL COUNCIL MEETING: JOINT MEETING WITH HENNEPIN COUNTY OFFICIAL ON HWY. 101, Council Chambers Chambers 12 13 14 15 16 17 18 6:00PM SPECIAL COUNCIL MEETING: C ONSIDER ZONING AMENDMENTS TO ALLOW 7:00 PM PLANNING COMMISSION, 4:30 PM ANNUAL PARK TOUR, depart from City Hall RELIGIOUS INSTITUTIONS IN INDUSTRIAL DISTRICTS; Lunchroom 7:00 PM REGULAR COUNCIL MEETING, Council Chambers 7;00 PM HOUSING 8 REDEVELOPMENT AUTHORITY (HRA), Medicine Lake Room Coundl Chambers Flea Dey 19 20 21 22 23 24 25 6:45 PM YOUTH 7:00 PM ADVISORY PLYMOUTH COUNCIL, Council ADVISORY Chambers COMMITTEE ON TRANSIT (PACT) - Medicine Lake Room 26 27 28 29 30 7:00 PM 7:00 PM REGULAR PLANNING COUNCIL COMMISSION, MEETING, Council Council Chambers Chambers modified on 4/29/2005 OFFICIAL CITY MEETINGS July 2005 Sunday Monday Tuesday I Wednesday Thursday Friday Saturday Aug 2005 1 2Jun2005 S M T W TF S S M T W T F S 1 2 3 4 1 2 3 4 5 6 5 6 7 8 9 10 11 7 8 9 10 11 12 13 12 13 14 15 16 17 18 14 15 16 17 18 19 20 19 20 21 22 23 24 25 21 22 23 24 25 26 27 26 27 28 29 30 28 29 30 31 3 4 5 6 7 8 9 CITY OFFICES 5:15 PM MUSIC 7:00 PM HUMAN CLOSED IN PLYMOUTH, RIGHTS INDEPENDENCE DAY Hilde Performance Center COMMISSION - Medicine lake Room 10 11 12 13 14 15 16 7:00 PM REGULAR COUNCIL MEETING, Council 7:00 PM ENVIRONMENTAL QUALITY COMMITTEE EOC),Council Chambers 7:00 PM PARK & REC ADVISORY COMMISSION PRAC), Council Chambers Chambers 17 18 19 20 21 22 23 6:45 PM YOUTH ADVISORY COUNCIL, Council Chambers 7:00 PM PLANNING COMMISSION, Council Chambers 7:00 PM HOUSING & REDEVELOPMENT AUTHOR fake Roo , Medicine Lake Room 24 25 26 27 28 29 30 11:45 AM PLYMOUTH BUSINESS 7:00 PM COUNCIL, 5h.r.nnMnn..p.11.w..e 12201 Rida.ml. bme , Mnnebnka PLYMOUTH ADVISORY COMMITTEE ON 7:00 PM REGULAR COUNCIL MEETING, TRANSIT (PACT) - Medicine Lake Carol CI—b.. Room 31 modified on 4/29/2005 OFFICIAL CITY MEETINGS August 2005 Sunday Monday Tuesday Wednesday Thursday Friday Saturday 1 2 3 4 5 6 6:45 PM YOUTH 5:30 PM 7:00 PM 7:00 PM HUMAN ADVISORY NATIONAL NIGHT PLANNING RIGHTS COUNCIL, Council OUT COMMISSION, COMMISSION - Chambers Council Chambers Medicine Lake Room 7 8 9 10 11 12 13 7:00 PM REGULAR COUNCIL MEETING, Council 7:00 PM VIRONMENTAL LITY COMMITTEEf(EQC),Council Chambers 7:00 PM PARK & REC ADVISORY COMMISSION PRAC), Council Chambers Chambers 14 15 16 17 18 19 20 6:45 PM YOUTH ADVISORY COUNCIL, Council Chambers 7:00 PM PLANNING COMMISSION, Council Chambers 7:00 PM HOUSING & REDEVELOPMENT AUTHORITY (,HRA), Medicine Lake Room 2.1 22 23 24 25 26 27 7:00 PM 7:00 PM REGULAR PLYMOUTH COUNCIL ADVISORY MEETING, Council COMMITTEE ON Chambers TRANSIT (PACT) - Medicine Lake Room 28 29 6:45 PM YOUTH ADVISORY COUNCIL, Council Chambers 30 31 Ju12005 S M T' W T F S 1 2 Sep 2005 S M T W T F S 1 2 3 7:00 PM SPECIAL COUNCIL MEETING: BUDGETSTUDY SESSION; Conf. Rm. 2, Plymouth Creek Center lower level 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 modified on 4/29/2005 OFFICIAL CITY MEETINGS September 2005 Sunday Monday Tuesday I Wednesday Thursday Friday Saturday Oct 2005 S M T W T F S 1 1 7:00 PM HUMAN RIGHTS COMMISSION - 2 3 Aug 2005 S M T W T F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Medicine Lake Room 21 22 23 24 25 26 27 16 17 18 19 20 21 22 28 29 30 31 23 24 25 26 27 28 29 30 31 4 5 6 7 8 9 10 LABOR DAY - City 7:00 PM 100 PM PARK b REC7:00 PM SPECIAL Offices Closed COUNCIL MEETING: PLANNING COMMISSION, ADVISORY COMMISSION PRAC), Courxil Chambers BUDGET STUDY Council Chambers SESSION. Conf. 7 D PM SPECIAL COUNCIL MEETING: Rm.2, ymouth CP Creek enter lower level BUDGETS TLOYSESSION IF NEEDED); Cord. Rm. 2, Ply_th Creek Center beer leuel 11 12 13 14 15 16 17 6:45 PM YOUTH ADVISORY COUNCIL , Council Chambers 7:00 PM REGULAR COUNCIL MEETING, Council 7:00 PM ENVIRONMENTAL OUALf1Y COMMITTEE EOC), Council Chambers 7:00 PM HOUSING & REDEVELOPMENT AUTHORrrY(HRA), Medicine Lake Room 9:00 AM -3:30 PM PLYMOUTH CLEAN-UP DAY, Public Works Chambers Maintenance Facility 18 19 20 21 22 23 24 Autumn Art Fair and PlymouthWChambersRonParade 25 26 27 28 29 30 6:45 PM YOUTH ADVISORY COUNCIL, Council Chambers 11:45 AM PLYMOUTH BUSINESS COUNCIL, Sheraton Minneapolis West 12201 Ridgedale Drive, Minnetonka 7:00 PM PLYMOUTH ADVISORY COMMITTEE ON TRANSIT (PACT) - Medicine Lake 7:00 PM REGULAR COUNCIL MEETING, Council Chambers Room modified on 4/29/2005