HomeMy WebLinkAboutCity Council Packet 05-17-2005 SpecialAgenda
City of Plymouth
Special City Council Meeting
Tuesday, May 17, 2005 6:30 PM
City Hall Lunchroom
1. Call to Order
2. Discuss prosecution philosophy with respect to City Attorney services
3. Discuss Street Reconstruction Program and Special Assessment Policy
4. Discuss uses of 10% Gambling Fund
5. Consider use of bio -diesel
6. Set future Study Sessions
7. Adj ourn
0
DATE: May 10, 2005
TO: Laurie Ahrens, City Manager
FROM: Chief Mike Goldstein
SUBJECT: City Council Study Session — Prosecution History/Practices
In preparation for the May 17, 2005, City Council's study session, I have completed this
overview to offer the Council a general understanding of our City's prosecutorial services. In
lieu of completing a traditional report, I have prepared this question and answer piece between
our lead prosecutor, Mr. Elliott Knetsch of Campbell Knutson PA, and myself.
Q: Number of years with the City and general professional background?
A:.I started as Plymouth prosecutor on 1-1-1995. I have been the lead prosecutor since that
time. I attended Gustavus Adolphus College, where I majored in criminal justice. I graduated
with honors from William Mitchell College of Law in 1985. Prosecution has been a primary
emphasis of my practice since 1985.
Q: What is the number of cases referred/handled annually?
A: In 2004, we opened 1194 cases for Plymouth. We typically only open a case when a 2nd
court appearance is scheduled. We handle on average 50-75 cases each Thursday and 40-60
cases each Friday in court. In the first quarter of 2005, we opened 315 cases.
Q: What is the number of cases actually prosecuted annually with dispositions?
A: The number of cases actually prosecuted depends on the definition of 'prosecuted". If it is
cases where a defendant appears in court at Ridgedale, it is approximately 5500-5800. If it is
cases opened, it was 1194 in 2004, and on pace for 1260 in 2005. We do not have
comprehensive disposition information. Right now we only provide disposition information on
cases where the property room is holding evidence, so that it can be disposed of ASAP and free
up the property room.
Q: What is the number of personnel dealing with City cases?
A: We. have 4 attorneys who regularly handle your cases. Gina Brandt, Soren Mattick, Henry
Schaeffer and me. Gina Brandt and I make over 90% of the court appearances. Soren handles
most forfeiture matters. We sometimes have 3 attorneys working for you at the same time. An
example occurred last month when Gina was at Ridgedale on the regular calendar, Henry was in
a jury trial downtown, and 1 was in the office taking phone calls and emails, and reviewing cases
for charging.
More information on our attorneys and staff can be found on our website- ck-law.com
We have 4 legal assistants who regularly handle your cases. Nanette Eilers is the primary legal
assistant. Nanette is the contact person for your clerical staff, handles all phone calls and does
drafting offormal complaints, pretrial preparation and jury trial preparation. Karen Bookler
handles discovery requests. Diane Sperl opens and closes files. Brenda Krage is a senior legal
assistant who backs up Nanette when she is out of the office.
Q: What is the number of hours devoted to City cases?
A: The number of attorney hours for prosecution alone averaged 130 per month in 2004 (1560
annuall)). The number ofprosecution legal assistant hours averaged 180 per month (2160
annually).
Q: What is your firm's overall prosecution philosophy?
A: Our prosecution policy is to aggressively pursue convictions on cases where we believe it is
reasonably likely that a judge or jury would convict the person under the facts known to its. In
particular, we take an aggressive stand on all DWI's, domestic assaults, sale of tobacco or
alcohol to minors, and underage drinking and driving. This list was developed based upon cases
that have particular importance to Plymouth, based on our conversations and experience with
you, your staff, and the City Council.
Q: What are the current prosecution costs and history of annual charges to City?
A: The current prosecution costs are 19,500 monthly (234,000 annually). We have not raised the
prosecution retainer for at least 3 years. The monthly retainer has increased 23% in H years,
which equals 2.09% per year.
The prosecution cost history is:
1995 15, 000 retainer per month / 180, 000 annually
1996 15, 000 retainerper month 1180,000 annually
1997 15,450 retainer per month / 185,400 annually (3.0% increase)
1998 16,200 retainer per month / 194,400 annually (4.8% increase)
1999 16, 686 retainer per month / 200, 232 annually (3.0% increase)
2000 17,186 retainer per month / 206,232 annually (3.0% increase)
200.1 19, 000 retainer per month/ 228, 000 annually= (10.5% increase)
2002 .19, 000 retainer per month / 228, 000 annually
2003 19,500 retainer per month 1234,000 annually (2.6% increase)
2004 19,500 retainer per month / 234, 000 annually
2005 19,500 retainer per month / 234, 000 annually
Judge. Burke instituted the 45 -day rule for DWI cases, thereby eliminating the possibility of
having an implied consent hearing before resolution of the criminal case. This unilateral action
by Judge Burke shifted the burden (and cost) of litigating all stop issues, probable cause issues,
right to counsel, sufficiency of the test, alternative tests, reasonableness of refusal and due
process issues from the attorney, general's office to city, attorneys. Since Plymouth averaged
around 275 DWI cases per year, we estimated that we would spend an average of. 75 to 1.0
hours more on each .DWI.
Q: What is your firm's overall experience with District Court?
A: We have an excellent working relationship with the administrative court staff at Ridgedale.
The Ridgedale supervisor (who recently retired) always said Plymouth was their best city. She
meant that both your department and the city, attorney's office were easy to work with and always
willing to make changes to accommodate court needs.
Our experience with the leadership of the District Court judges is less favorable. .The chief
judge has often made changes that effect the court calendar with little or no input from the city
attorneys or police departments. There seems to be little regard for how changes to the court
calendar and procedures impacts cities.
Q: Your firm's experience and association with advocacy groups e.g. Home Free?
A: We have an excellent working relationship with Home Free. They have an advocate in court
oil all days we have domestic cases scheduled. .They, provide a very valuable service for the City,
and save us a lot of time. I have done joint training seminars with Home Free. I meet with their
director and Pete Johnson every other month to keep open good communication and to keep
abreast of issues as they arise.
In short, the police department maintains a strong relationship with our prosecutors and is very
satisfied with their overall services. I continue to meet with Mr. Knetsch on a quarterly basis to
review various matters. It would appear that the communications between Mr. Knetsch and
Community Development have improved over the past year.
If there is any other additional information that I can provide on this matter, please advise at your
convenience.
Agenda Number:
TO: Laurie Ahrens, Ay Manager
FROM: Mike Kohn iin nc`- N Analyst through Dale Hahn, Finance Director and
Doran Cote, Public Works Director
SUBJECT: Street Reconstruction and Special Assessments
DATE: May 10, 2005 for City Council Study Session of May 17, 2005
1. ACTION REQUESTED: Provide staff with direction regarding a long-range plan for street
reconstruction/resurfacing and associated financing.
2. BACKGROUND: On January 14, 2005, staff presented a comprehensive report to the City
Council outlining alternatives to address declining street condition. Since that time several
actions have been taken to follow through with the report's recommendations. These actions
include the following:
A. The City Council revised the water main specification to allow the use of PVC
pipe.
B. Staff has modified the standard specification for reconstructed streets to be
more flexible and cost effective.
C. The City Council has authorized obtaining bids on an expanded sealcoat
program.
D. Staff has undertaken an expanded pre-sealcoat repair program.
E. The City Council has authorized obtaining bids on an expanded temporary
overlay program funded by the Street Reconstruction Fund.
While progress is being made in the City's attempt to raise street condition, two major items
still need to be addressed. These two items are: 1) adoption of a long-range plan for street
reconstruction/resurfacing, and 2) modification of the City's current special assessment
policy relating to street reconstruction/resurfacing. Both of these items are part of the
Council's goal to develop a long-range street reconstruction/resurfacing and financing plan.
This report contains a number of alternatives regarding street reconstruction/resurfacing and
associated financing that differ somewhat from those proposed in January. One of the
differences is that Council asked for an option that kept streets at their current average street
condition level of 66. Another option requested by the Council was an evaluation of focusing
reconstruction/resurfacing efforts on the City's major streets. The final major difference is
that staff is no longer proposing pay-as-you-go financing of street reconstruction/resurfacing
activities. The reason for this is that it is simply no longer realistic to assume that sufficient
levy authority will be consistently granted by the State of Minnesota to municipalities. The
only realistic alternative is to bond for the improvements and levying for the debt service.
Despite the fact that bonding will cost the City more in the long run, due to the fact that
interest must be paid, bonding does offer several benefits. First of all, bonding would allow
the City to taper in the levy impact of an expanded street reconstruction/resurfacing program.
If 10 -year bonds were used, it would be 10 years before the overlapping debt reached its fully
implemented level. In addition, debt financing is generally a more economically acceptable
manner of financing capital expenditures (see attached excerpt from "Management Policies in
Local Government Finance", ICMA, 1987). The reason for this is that the street
improvement is paid for over its life by the people who use it, rather than the people who
were there when the street was reconstructed/resurfaced. The following are the alternatives
that were modeled.
3. ALTERNATIVES:
A. Option 1 (Historical Level of Expenditures) — Option 1 would retain the City's
average historical level of expenditures for street reconstruction/resurfacing at
approximately $2,500,000 per year. This would result in a decline in average street
condition from the current level of 66 to 45 by 2019. If the City's special assessment
policy for street reconstruction remains at 30% of street reconstruction costs, this
option would require a levy increase of $9 for the average home for street
reconstruction by 2019. If special assessments were increased to 40% for
reconstruction and resurfacing, the levy would decrease by $10 for the average home
by 2019 (see Attachment II).
B. Option 2 (Expenditure Level per Current CIP) — Option 2 would retain the level of
expenditures proposed in the CIP for the next five years, and then about $4,000,000
per year thereafter ($4,000,000 is the average of the five years in the CIP). This
would result in a decline in average street condition from the current level of 66 to 59
by 2019. If the City's special assessment policy for street reconstruction remains at
30% of street reconstruction costs, this option would require a levy increase of $58 for
the average home for street reconstruction by 2019. If special assessments were
increased to 40% for reconstruction and resurfacing, the levy increase would be $33
for the average home by 2019 (see Attachment III).
C. Option 3 (Expenditures Focused on Maior Streets) — Option 3 would focus street
reconstruction/resurfacing efforts on major streets in the City. In this scenario
funding would be as outlined in the CIP for the first 3 years and then increase by 10%
per year. This would result in a decline in average street condition from the current
level of 66 to 46 in 2019. If the City's special assessment policy for street
reconstruction remains at 30% of street reconstruction costs, this option would require
a levy increase of $148 for the average home for street reconstruction by 2019. If
special assessments were increased to 40% for reconstruction and resurfacing, the
levy increase would be $98 for the average home by 2019 (see Attachment IV).
D. Option 4 (10%-7.5%-5% Expenditure Increase/Condition Target 66) — Option 4
would retain the level of expenditures proposed in the CIP for the next 3 years.
Expenditures would then increase by 10% per year from 2008 to 2012, 7.5% in 2013
and 2014, and 5% from 2015 to 2019. In order to raise condition as soon as possible,
it is assumed that about 50% of funds will go to complete reconstruction, and 50%
will go to mill -and -overlay for years 2008 to 2010. Thereafter, the City runs out of
streets to mill -and -overlay and the split becomes 90% reconstruction and 10% mill -
and -overlay. This would result in an average street condition rating declining slightly
but then returning to the current level of 66 by 2019. If the City's special assessment
policy for street reconstruction remains at 30% of street reconstruction costs, this
option would require a levy increase of $168 for the average home for street
reconstruction by 2019. If special assessments were increased to 40% for
reconstruction and resurfacing, the levy increase would be $119 for the average home
by 2019 (see Attachment V).
E. Option 5 (10% Expenditure Increase/Condition Target 70) — Option 5 would
retain the level of expenditures proposed in the CIP for the next 3 years.
Expenditures would then increase by 10% per year from 2008 to 2016. Expenditures
would then stay at approximately $9,350,000 per year thereafter. In order to raise
condition as soon as possible, it is assumed that about 50% of funds will go to
complete reconstruction, and 50% will go to mill -and -overlay for years 2008 to 2011.
Thereafter, the City runs out of streets to mill -and -overlay and the split becomes 90%
reconstruction and 10% mill -and -overlay. This would result in an increase in average
street condition rating from the current level of 66 to 70 in 2020. If the City's special
assessment policy for street reconstruction remains at 30% of street reconstruction
costs, this option would require a levy increase of $198 for the average home for
street reconstruction by 2019. If special assessments were increased to 40% for
reconstruction and resurfacing, the levy increase would be $140 for the average home
by 2019 (see Attachment VI).
4. DISCUSSION:
If Option 1 (Historical Level of Expenditures) were selected the condition of the City's
streets would continue to decline at a fairly swift pace. By 2015 the average City street
would be in poor condition. It must also be noted that even this level of expenditures will
require a property tax increase for street reconstruction/resurfacing debt service. The reason
for this is that the City's non -debt related levy for street reconstruction is only $647,000 for
2005.
If Option 2 (Expenditure Level per Current CIP) were selected the condition of the City's
streets would continue to decline, although at a much slower pace than would result from
Option 1. The average street rating would drop to 59 over the next 15 years. Such a decline
would be noticeable to residents with the percentage of streets in poor condition increasing
from approximately 27 to 40 percent. If street condition is allowed to decline it will also be
more difficult to reverse course and increase condition in the future, as the backlog of needs
will continue to grow.
If Option 3 (Expenditures Focused on Major Streets) were selected the condition of the
average City street would decline at a fairly swift pace despite significant spending increases.
The average street rating would drop to 46 over the next 15 years. The reason for this is that
the relatively few miles of major streets are very expensive to reconstruct due to their
additional width and higher design standard. In addition, most of the worst streets in
Plymouth are residential streets. Consequently, dollars spent on residential streets go the
furthest and have the greatest impact on average street condition. The Option modeled is not
realistic since it focuses all dollars on major streets; however, it is the best staff could do
given software constraints. This option would increase taxes substantially and decrease
average street condition substantially as well.
Staff has included a list of major streets along with condition ratings for your information
see Attachment VII).
If Option 4 (10%-7.5%-5% Expenditure Increase/Condition Target 66) were selected the
condition of the average City street would fall slightly and then return to a level of 66 by
2019. This option keeps the City's average street condition at the status quo. This does
come at a significant cost, as current funding levels are inadequate.
If Option 5 (10% Expenditure Increase/Condition Target 70) were selected the condition of
the average City street would fall slightly and then increase to a level of 70 by 2020. It is
important to note that this is the only alternative that is projected to actually increase the
condition of the City's streets over time. It is also the most expensive. The average home
would see an annual levy increase averaging between $9.40 and $13.27 depending on the
special assessment policy in place. It would also cost the average valued home between $31
and $22 per year more than it would to keep the average street condition at the status quo.
5. BUDGET IMPACT: Any of the options outlined above will require a tax increase. The
City's non -debt related levy supporting street reconstruction is only $647,000. This is not
sufficient to support even our historical levels of expenditure, which are woefully inadequate.
The only two options, which stem the decline in the City's average street condition ratings,
are Options 4 and 5. Assuming that these options are financed with overlapping 10 -year debt
issuances, and current general obligation debt levies are captured to pay for street
reconstruction debt when the current debt is paid off, the City would need to raise its levy by
between $5,124,165 and $3,068,480 per year over a period of 15 years. The cost depends on
whether the Council would like to pursue an option that increases street condition or holds it
at its current level. The cost also depends on whether the special assessment policy is left at
its current level of 30% of reconstruction costs, or is modified and increased to 40% of all
reconstruction and mill -and -overlay costs.
The assessment issue has a greater financial impact on the potential property tax levy than the
question of whether to hold street condition at its current level or increase street condition to
an average of 70. If the attached draft special assessment policy were adopted, which would
raise the assessment rate to 40% of reconstruction and mill -and -overlay costs, it would
decrease the 2019 levy by an average of 1,380,479 dollars (see Attachment VIII). The
decision regarding street rating of 66 versus 70 would only decrease the 2019 levy by an
average of $675,206.
It should be noted that the draft special assessment policy for street reconstruction includes
changes other than simply increasing the assessment rate and expanding assessments to mill -
and -overlay projects. The draft policy clarifies the process, provides guidance on term of
assessment, and modifies the allocation of assessments to different types of properties.
6. RECOMMENDATION: I recommend that the City Council accept this report and forward
the draft special assessment policy for adoption. I also request that the Council provide staff
with guidance regarding appropriate funding levels for street reconstruction/resurfacing
activities.
a & m a v."t
Table 17-11 Schedule of capital improvements projects
in $ thousands).
01 Capital Budgeting 413
Project 1987 1988 1989 1990 1991 1992 1993
Home for elderly
Addition and reconstruction 1,500 1,500 1,500 0 0 200Lessgrants1,000 1,000 1,000 0 0 200
200
200Netcosttocity5005005000000
Prison improvements 200 100 100 0 0 0 0
Recreation 0 0 0 300 300 0 0
Street improvements 700 700 700 200 200 0Lessgrants400300300000
0
Net cost to city 300 400 400 200 200 0
0
0
Total: Projects gross 2,400 2,300 2,300 500 500 200 200Lesstotalgrants1,400 1,300 1,300 0 0 200 200Netcosttocity1,000 1,000 1,000 500 500 0 0
4. Tscheduling of construction starts and ann 1 expenditures. (In most
case,the expenditures for a project will b r d over a number of
years.)
The optimal ti *ng of municipal de ssues is a specia roblem in ance
and depends on th evel and tren n interest rates and th sprea etween
municipals and short -t U.S. ernment bonds. Often the y be somesavingsifthelocalunitfloaebondsimmediatelyandinveheproceeds
until they are needed in sho rm Treasury issues.
nancing needs O e basis o e fiscal resource udy, the anal t candeinethefinanc' g needs for the c 'tal improve is program. Acco 'ngtothrojections ' Table 17-5, the net ds avail e to support new proje
total $0,00 n 1987. It is expected th t ' will turn into a deficit o
100,00 988. For 1989 through 1992, t Ian is for the budget to be in
balance. 93, a modest surplus of $5000 is ojected.
Ass ing t city follows through wi tts capital gram, Row 9 shows the
re ' ed new fin Ging; starting wit 700,000 in 1 and $1,100,000 in
8. The requirem s of the pro m taper off to $500,0 in 1990 and 1991.
here are no new large ojects f 1992, nor any requirements for funds; and
1993 actually projects a su lus of $50,000. The total capital financing requiredfrom1987through1992equ $3,800,000.
Financing concepts
The next step in capital budget preparation is to devise a financial plan and show
its effects on the tax structure of the city. The two basic concepts for financing
capital programs are pay-as-you-go (or pay -as -you -acquire) and pay -as
you -
use. In practice, many plans incorporate elements of both of these two basic
models.
In the 1950s, many writers on local finance were advocating pay-as-you-go
capital financing as a way of saving on interest charges. Pay-as-you-go meant
that the local government was to allocate a significant portion of operating
revenues each year to a capital reserve fund. The monies in this fund were to be
used for annual capital improvements or saved until they were sufficient for
large projects. In any case, a regular capital allocation would be made from the
414 Management Policies in Local Government Finance
operating budget to smooth budget allocations for capital expenditures and
eliminate the need for bond financing. Because the local government would save
the interest charges that would have been incurred on the debt, the absolute
amount of payments for any given capital program would cost less over time
than if it were financed through the flotation of bonds. Pay-as-you-go carried the
cachet of "good planning" and was adopted by many communities.
However, pay-as-you-go financing incurs certain difficulties both in practice
and in theory. For pay-as-you-go financing to function well, capital projects
must be evenly spaced over time (i.e., large projects must be relatively rare). Yet
such an even flow of capital expenditures is likely only in large jurisdictions
where projects average out over time, and even here the capital program is likely
be be "lumpy," demanding unusually heavy outlays from time to time. Under
strict pay-as-you-go financing, some of these projects would have to be delayed
until the funds could be accumulated. In the meantime, the community could be
denied a very desirable facility, or a vital part of a total system (e.g., a road link
or docking facility) would have to be postponed with a resultant loss to the
community's economy. Moreover, if public funds are accumulated for future
expenditure, the municipality has taken over a savings function for its citizens.
The citizens might have more urgent uses for these funds, which might generate
higher returns than the interest the government could earn while waiting to build
a project.
If the population is relatively mobile, pay-as-you-go financing may not be
equitable. For example, some citizens of a given town may contribute heavily to
capital improvements, but before they have a chance to enjoy them, may move
to a different area and may have to start paying for capital improvements all over
again. Conversely, a new resident moving into a community that has completed
the bulk of its capital program will enjoy the use of these facilities without
having contributed to their financing. Pay-as-you-go financing may also cause
problems with intergenerational equity. Older families will be taxed immedi-
ately to pay for capital facilities that may last long past their lifetimes, whereas
the use and enjoyment of these facilities will accrue to younger people who may
have made very little payment on them.
Most of the problems of pay-as-you-go plans can be avoided by the pay -as -
you -use method. In its pristine theoretical form, pay -as -you -use financing means
that every long -run improvement is financed by serial debt issues with matu-
rities arranged so that the retirement of debt coincides with the depreciation of
the project. When the project finally ends, the last dollar of debt is paid off. If a
replacement facility is desired, it should be financed by a new bond issue
tailored in the same manner. Under pay -as -you -use, each group pays for its own
capital improvements. No one is forced to provide free goods for a future
generation or to contribute toward facilities for a town in which he or she may
not live, nor will new members of the community reap where they have not
sown.
It would appear that the weight of the theoretical analysis is in favor of pay -as -
you -use financing. Even the major argument for pay-as-you-go financing—the
saving on total interest costs over time—is erroneous. It ignores the private time
value of money and the fact that the interest borrowing costs of the local
government generally are lower than those of the rest of the financial market. In
any case, over the years, the increasing constraints on the fiscal resources of
local communities have generally forced the abandonment of most pay-as-you-
go budgets.4
A
is ene y us ul compa al ative fin cin s to s w their
ii effect orWS local milia ate and on thAkfffnicial position dit
1
1
1
1
1
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
0
Im
Scenario: Current Plan A if m+ IL
Year Budget ($K) Backlog ($K) Avg Cl
2005 2,769.94 68,352.79 67
2006 2,770.00 74,109.32 65
2007 2,671.28 77,604.14 63
2008 2,566.86 82,145.04 61
2009 2,534.35 88,172.14 59
2010 2,666.00 93,448.24 58
2011 2,537.40 98,338.86 56
2012 2,572.51 105,545.84 55
2013 2,554.74 111,825.29 53
2014 2,510.66 116,740.82 51
2015 2,513.76 121,001.53 50
2016 2,541.36 126,253.23 48
2017 2,516.53 132,790.79 47
2018 2,508.22 139,661.04 46
2019 2,547.00 143,468.38 45
1
1
1
1
1
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
0
Im
Scenario: Current Plan
Total: 3517954.56 square yards have been analyzed each year.
Total Square Yards in Different Condition Index Intervals.
2005 972,201 1,036,793 1,508,961
2006 1,104, 843 921,308 1,491, 803
2007 1,214,076 786,324 1,517,555
2008 1,338,055 652,996 1,526,904
2009 1,427,650 572,681 1,517,623
2010 1,603,032 403,975 1,510,947
2011 1,722,865 317,287 1,477,802
2012 1,749,087 276,121 1,492,747
2013 1,758,129 269,835 1,489,991
2014 1,768,254 278,047 1,471,653
2015 1,796,921 284,102 1,436,932
2016 1,826,601 266,599 1,424,755
2017 1,853,505 264,449 1,400, 001
2018 1,843,754 338,293 1,335,907
2019 1,853,472 324,359 1,340,124
0-49
10
M 50-74
9
OR -75-100
0
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Scenario: Current Plan
Year Strategy Name Total Cost $K % Of Budget
2005
2006
2007
2008
2009
2010
2011
2012
Construction kC (local) 2,086.24 75.32%
Crack Seal 48.75 1.76%
Mill & Overlay 407.37 14.71%
Seal Coat (collector) 53.54 1.93%
Seal Coat (local) 174.05 6.28%
Unused Funds 0.06 0.00%
Construction AC (local) 2,084.65 75.26%
Crack Seal 210.21 7.59%
Mill & Overlay 405.03 14.62%
Seal Coat (collector) 1.59 0.06%
Seal Coat (local) 68.51 2.47%
Unused Funds 0.00 0.00%
Construction AC (local) 2,092.40 75.54%
Crack Seal 117.62 4.25%
Mill & Overlay 400.47 14.46%
Seal Coat (collector) 1.63 0.06%
Seal Coat (local) 59.17 2.14%
Unused Funds 98.72 3.56%
Construction AC (local) 2,091.61 75.51%
Crack Seal 29.68 1.07%
Mill & Overlay 402.80 14.54%
Seal Coat (collector) 5.28 0.19%
Seal Coat (local) 37.49 1.35%
Unused Funds 203.14 7.33%
Construction AC (local) 2,090.15 75.46%
Crack Seal 7.70 0.28%
Mill & Overlay 396.15 14.30%
Seal Coat (collector) 2.67 0.10%
Seal Coat (local) 37.68 1.36%
Unused Funds 235.65 8.51%
Construction AC (local) 2,090.78 75.48%
Crack Seal 9.15 0.33%
Mill & Overlay 401.35 14.49%
Seal Coat (collector) 21.42 0.77%
Seal Coat (local) 143.29 5.17%
Unused Funds 104.00 3.75%
Construction AC (local) 2,068.62 74.68%
Crack Seal 8.45 0.30%
Mill & Overlay 423.95 15.30%
Seal Coat (collector) 4.02 0.15%
Seal Coat (local) 32.37 1.17%
Unused Funds 232.60 8.40%
2013
2014
2015
2016
2017
2018
2019
Mill & Overlay 412.82 14.90%
Seal Coat (collector) 2.75 0.10%
Seal Coat (local) 67.61 2.44%
Unused Funds 197.49 7.13%
Construction AC (local) 2,085.13 75.28%
Crack Seal 8.71 0.31%
Mill & Overlay 408.54 14.75%
Seal Coat (collector) 3.71 0.13%
Seal Coat (local) 48.63 1.76%
Unused Funds 215.26 7.77%
Construction AC (local) 2,086.51 75.33%
Crack Seal 2.26 0.08%
Mill & Overlay 401.14 14.48%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 20.74 0.75%
Unused Funds 259.34 9.36%
Construction AC (local) 2,086.74 75.33%
Crack Seal 6.45 0.23%
Mill & Overlay 401.79 14.50%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 18.78 0.68%
Unused Funds 256.24 9.25%
Construction AC (local) 2,075.57 74.93%
Crack Seal 7.46 0.27%
Mill & Overlay 415.60 15.00%
Seal Coat (collector) 9.60 0.35%
Seal Coat (local) 33.13 1.20%
Unused Funds 228.64 8.25%
Construction AC (local) 2,092.40 75.54%
Crack Seal 9.45 0.34%
Mill & Overlay 387.05 13.97%
Seal Coat (collector) 2.78 0.10%
Seal Coat (local) 24.85 0.90%
Unused Funds 253.47 9.15%
Construction AC (local) 2,092.97 75.56%
Crack Seal 6.21 0.22%
Mill & Overlay 395.07 14.26%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 13.97 0.50%
Unused Funds 261.78 9.45%
Construction AC (local) 2,091.36 75.50%
Crack Seal 6.90 0.25%
Mill & Overlay 401.29 14.49%
Seal Coat (collector) 0.29 0.01%
Seal Coat (local) 47.17 1.70%
Unused Funds 223.00 8.05%
4 AA
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Unused M Seal Coat (local) M Seal Coat (collector) 0 Mll & Overlay
Crack Seal M Construction AC (local)
Alternative 41 - 30% Assessment
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Scenario: Proposed CIP y 000i000 R' «A+`M
Year Budget ($K) Backlog ($K) Avg Cl
2005 3,499.97 65,551.22 67
2006 4,518.96 67,137.82 67
2007 4,098.64 66,634.19 66
2008 3,329.17 67,648.21 64
2009 4,673.05 70,423.04 64
2010 4,024.41 71,036.13 63
2011 3,910.58 71,057.40 62
2012 3,938.83 72,661.42 62
2013 3,923.41 75,627.75 61
2014 3,890.84 75,039.55 60
2015 3,784.22 73, 878.49 60
2016 3,798.07 73,104.19 59
2017 3,777.73 72,713.38 59
2018 3,773.12 72,809.42 59
2019 3,797.73 70,757.17 59
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
m
Scenario: Proposed CIP
Year Strategy Name Total Cost $K % Of Budget
2005
2006
2007
2008
2009
2010
2011
2012
Construction kC (local) 2,819.99 80.57%
Crack Seal 53.31 1.52%
Mill & Overlay 404.22 11.55%
Seal Coat (collector) 53.47 1.53%
Seal Coat (local) 168.98 4.83%
Unused Funds 0.03 0.00%
Construction AC (local) 3,843.33 85.05%
Crack Seal 210.57 4.66%
Mill & Overlay 400.48 8.86%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 64.58 1.43%
Unused Funds 0.04 0.00%
Construction AC (local) 3,543.74 83.78%
Crack Seal 90.48 2.14%
Mill & Overlay 408.79 9.66%
Seal Coat (collector) 1.49 0.04%
Seal Coat (local) 54.15 1.28%
Unused Funds 131.36 3.11%
Construction AC (local) 2,853.52 80.61%
Crack Seal 26.37 0.74%
Mill & Overlay 411.28 11.62%
Seal Coat (collector) 4.69 0.13%
Seal Coat (local) 33.31 0.94%
Unused Funds 210.83 5.96%
Construction AC (local) 4,223.65 86.11%
Crack Seal 7.92 0.16%
Mill & Overlay 405.46 8.27%
Seal Coat (collector) 2.37 0.05%
Seal Coat (local) 33.64 0.69%
Unused Funds 231.95 4.73%
Construction AC (local) 3,474.88 83.73%
Crack Seal 9.49 0.23%
Mill & Overlay 396.04 9.54%
Seal Coat (collector) 20.05 0.48%
Seal Coat (local) 123.94 2.99%
Unused Funds 125.59 3.03%
Construction AC (local) 3,469.13 83.59%
Crack Seal 9.77 0.24%
Mill & Overlay 401.37 9.67%
Seal Coat (collector) 2.44 0.06%
Seal Coat (local) 27.87 0.67%
Unused Funds 239.42 5.77%
2013
2014
2015
2016
2017
2018
2019
Mill & Overlay 402.60 9.70%
Seal Coat (collector) 1.90 0.05%
Seal Coat (local) 55.54 1.34%
Unused Funds 211.17 5.09%
Construction AC (local) 3,470.67 83.63%
Crack Seal 5.95 0.14%
Mill & Overlay 403.51 9.72%
Seal Coat (collector) 2.58 0.06%
Seal Coat (local) 40.71 0.98%
Unused Funds 226.59 5.46%
Construction AC (local) 3,467.73 83.56%
Crack Seal 2.78 0.07%
Mill & Overlay 402.36 9.70%
Seal Coat (collector) 0.44 0.01%
Seal Coat (local) 17.53 0.42%
Unused Funds 259.16 6.24%
Construction AC (local) 3,357.07 83.93%
Crack Seal 6.44 0.16%
Mill & Overlay 402.71 10.07%
Seal Coat (collector) 3.03 0.08%
Seal Coat (local) 14.97 0.37%
Unused Funds 215.78 5.39%
Construction AC (local) 3,345.38 83.63%
Crack Seal 8.47 0.21%
Mill & Overlay 412.01 10.30%
Seal Coat (collector) 8.14 0.20%
Seal Coat (local) 24.08 0.60%
Unused Funds 201.93 5.05%
Construction AC (local) 3,359.03 83.98%
Crack Seal 8.18 0.20%
Mill & Overlay 390.41 9.76%
Seal Coat (collector) 1.49 0.04%
Seal Coat (local) 18.61 0.47%
Unused Funds 222.27 5.56%
Construction AC (local) 3,356.82 83.92%
Crack Seal 4.71 0.12%
Mill & Overlay 400.00 10.00%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 11.59 0.29%
Unused Funds 226.88 5.67%
Construction AC (local) 3,359.53 83.99%
Crack Seal 8.11 0.20%
Mill & Overlay 395.10 9.88%
Seal Coat (collector) 1.21 0.03%
Seal Coat (local) 33.77 0.84%
Unused Funds 202.27 5.06%
Scenario: Proposed CIP
Total: 3517954.56 square yards have been analyzed each year.
Total Square Yards in Different Condition Index Intervals.
2005 956,621 1,036,944 1,524,389
2006 1,052,864 921,460 1,543,631
2007 1,129,672 786,324 1,601,959
2008 1,232,386 653,292 1,632,277
2009 1,276,742 572,567 1,668,646
2010 1,419,315 403,975 1,694,664
2011 1,505,383 317,287 1,695,284
2012 1,496,286 276,459 1,745,210
2013 1,470, 943 270,896 1,776,115
2014 1,445,683 281,245 1,791,026
2015 1,440,146 287,382 1,790,427
2016 1,436,307 269,300 1,812,347
2017 1,426,899 269,298 1,821,757
2018 1,380,546 346,362 1,791,047
2019 1,354,120 329,493 1,834,341
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
0-49
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75-100
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Scenario: 50%/50%
Year Budget ($K) Backlog
2005 3,500.00 68,210.49
2006 4,519.98 65,735.46
2007 4,125.33 62,993.08
2008 4,572.42 58,223.93
2009 4,943.94 56,078.71
2010 5,551.71 56,882.95
2011 6,090.24 50,855.96
2012 6,762.06 43,776.72
2013 7,392.01 33,744.43
2014 8,107.48 28,004.25
2015 8,900.38 25,307.24
2016 9,211.23 19,047.71
2017 3,932.45 17,588.20
2018 876.57 18,513.91
2019 2,381.04 20,357.39
2020 885.42 20,426.49
U S 7 s
Avg Cl
64
62
59
57
55
54
53
53
52
52
52
51
50
48
46
45
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Scenario: 50%/50%
Year Strategy Name Total Cost $K % Of Budget
2005
2006
2007
2008
2009
2010
2011
2012
Construction kC (collector) 2,788.65 79.68%
Crack Seal 0.13 0.00%
Mill & Overlay 397.16 11.35%
Seal Coat (collector) 63.61 1.82%
Seal Coat (local) 250.44 7.16%
Unused Funds 0.00 0.00%
Construction AC (collector) 3,647.57 80.70%
Crack Seal 156.66 3.47%
Mill & Overlay 514.06 11.37%
Seal Coat (collector) 25.50 0.56%
Seal Coat (local) 176.19 3.90%
Unused Funds 0.02 0.00%
Construction AC (collector) 3,375.17 80.09%
Crack Seal 208.30 4.94%
Mill & Overlay 474.74 11.27%
Seal Coat (collector) 4.71 0.11%
Seal Coat (local) 62.41 1.48%
Unused Funds 88.67 2.10%
Construction AC (collector) 2,189.98 47.25%
Crack Seal 71.27 1.54%
Mill & Overlay 2,201.20 47.49%
Seal Coat (collector) 37.75 0.81%
Seal Coat (local) 72.21 1.56%
Unused Funds 62.58 1.35%
Construction AC (collector) 2,387.26 46.82%
Crack Seal 62.74 1.23%
Mill & Overlay 2,418.81 47.44%
Seal Coat (collector) 7.39 0.14%
Seal Coat (local) 67.74 1.33%
Unused Funds 155.06 3.04%
Construction AC (collector) 2,645.86 47.17%
Crack Seal 58.80 1.05%
Mill & Overlay 2,664.13 47.50%
Seal Coat (collector) 18.08 0.32%
Seal Coat (local) 164.85 2.94%
Unused Funds 57.29 1.02%
Construction AC (collector) 2,916.63 47.27%
Crack Seal 43.86 0.71%
Mill & Overlay 2,991.97 48.49%
Seal Coat (collector) 26.43 0.43%
Seal Coat (local) 111.34 1.80%
Unused Funds 79.76 1.29%
2013
2014
2015
2016
2017
2018
2019
Mill & Overlay 606.41 8.93%
Seal Coat (collector) 13.10 0.19%
Seal Coat (local) 93.12 1.37%
Unused Funds 24.94 0.37%
Construction AC (collector) 6,606.69 88.50%
Crack Seal 6.38 0.09%
Mill & Overlay 671.59 9.00%
Seal Coat (collector) 27.98 0.37%
Seal Coat (local) 79.38 1.06%
Unused Funds 72.99 0.98%
Construction AC (collector) 7,271.49 88.56%
Crack Seal 20.86 0.25%
Mill & Overlay 730.06 8.89%
Seal Coat (collector) 33.17 0.40%
Seal Coat (local) 51.90 0.63%
Unused Funds 103.52 1.26%
Construction AC (collector) 7,997.54 88.55%
Crack Seal 14.57 0.16%
Mill & Overlay 812.52 9.00%
Seal Coat (collector) 0.76 0.01%
Seal Coat (local) 74.98 0.83%
Unused Funds 131.62 1.46%
Construction AC (collector) 8,310.60 87.48%
Crack Seal 12.18 0.13%
Mill & Overlay 844.40 8.89%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 44.05 0.46%
Unused Funds 288.77 3.04%
Construction AC (collector) 3,025.31 31.85%
Crack Seal 5.92 0.06%
Mill & Overlay 851.45 8.96%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 49.77 0.52%
Unused Funds 5,567.55 58.61%
Construction AC (collector) 0.00 0.00%
Crack Seal 5.07 0.05%
Mill & Overlay 849.40 8.94%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 22.10 0.23%
Unused Funds 8,623.43 90.77%
Construction AC (collector) 1,433.79 15.09%
Crack Seal 16.95 0.18%
Mill & Overlay 853.30 8.98%
Sea Coat (collector) 12.80 0.13%
Seal Coat (local) 64.19 0.68%
Unused Funds 7,118.96 74.94%
1
uracK zjeai 21.43 0.23%
Mill & Overlay 850.10 8.95%
Seal Coat (collector) 1.21 0.01%
Seal Coat (local) 12.69 0.13%
Unused Funds 8,614.58 90.68%
Percentage of Budget Spent in Different Rehabilitation Tvoe
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Unused M Seal Coat (local) M Seal Coat (collector) M, Mill & Overlay
Crack Seal M Construction AC (collector)
Scenario: 50%/50%
Total: 5228910.21 square yards have been analyzed each year.
Total Square Yards in Different Condition Index Intervals.
2005 1,620,306 1,343,193 2,265,412
2006 1,858,018 1,230,341 2,140,551
2007 2,014,670 1,098,080 2,116,160
2008 2,270,559 780,714 2,177,637
2009 2,322,170 726,907 2,179,833
2010 2,440,774 552,454 2,235,682
2011 2,502,911 493,220 2,232,779
2012 2,527,900 447,107 2,253,902
2013 2,544,948 364,362 2,319,601
2014 2,503,600 365,509 2,359,800
2015 2,445,185 444,055 2,339,671
2016 2,423,402 532,206 2,273,302
2017 2,528,284 570,035 2,130,591
2018 2,628,673 587,540 2,012,698
2019 2,718,602 537,341 1,972,967
2020 2,821,039 444,507 1,963,364
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Budget vs. Backlog Report
Scenario: 66budget R"L 6% +, K
Year Budget ($K) Backlog ($K) Avg Cl
2005 3,499.96 67,622.78 67
2006 4,499.90 71,616.03 66
2007 3,817.67 74,004.96 65
2008 4,334.13 76,800.28 64
2009 4,754.03 80,448.07 64
2010 5,178.88 82,787.21 64
2011 5,727.13 83,677.72 63
2012 6,314.30 86,839.87 64
2013 6,763.37 89,161.24 64
2014 7,232.49 89,744.23 64
2015 7,541.52 88,356.74 64
2016 7,935.77 86,743.74 65
2017 8,317.19 85,103.83 65
2018 8,739.59 85,545.60 65
2019 9,220.27 84,631.37 66
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
BudgetK
BacklogK
AvgCI
Budget Analysis Report
Scenario: 66budget
Year Strategy Name Total Cost $K % Of Budget
2005
2006
2007
2008
2009
2010
2011
2012
Construction kC (local) 2,831.75 80.91%
Crack Seal 37.27 1.06%
Mill & Overlay 403.34 11.52%
Seal Coat (collector) 53.54 1.53%
Seal Coat (local) 174.05 4.97%
Unused Funds 0.04 0.00%
Construction AC (local) 3,645.82 81.02%
Crack Seal 269.55 5.99%
Mill & Overlay 514.43 11.43%
Seal Coat (collector) 1.59 0.04%
Seal Coat (local) 68.51 1.52%
Unused Funds 0.10 0.00%
Construction AC (local) 3,232.40 80.81%
Crack Seal 59.48 1.49%
Mill & Overlay 464.99 11.62%
Seal Coat (collector) 1.63 0.04%
Seal Coat (local) 59.17 1.48%
Unused Funds 182.33 4.56%
Construction AC (local) 2,120.31 47.38%
Crack Seal 43.44 0.97%
Mill & Overlay 2,127.62 47.54%
Seal Coat (collector) 5.28 0.12%
Seal Coat (local) 37.49 0.84%
Unused Funds 140.87 3.15%
Construction AC (local) 2,325.91 47.27%
Crack Seal 44.06 0.90%
Mill & Overlay 2,343.79 47.64%
Seal Coat (collector) 2.67 0.05%
Seal Coat (local) 37.60 0.76%
Unused Funds 165.97 3.37%
Construction AC (local) 2,479.71 47.42%
Crack Seal 44.55 0.85%
Mill & Overlay 2,487.76 47.58%
Seal Coat (collector) 21.42 0.41%
Seal Coat (local) 145.44 2.78%
Unused Funds 50.12 0.96%
Construction AC (local) 5,117.20 88.98%
Crack Seal 43.43 0.76%
Mill & Overlay 518.60 9.02%
Seal Coat (collector) 14.26 0.25%
Seal Coat (local) 33.63 0.58%
Unused Funds 23.87 0.42%
2013
2014
2015
2016
2017
2018
2019
Uonstructlon AC (local) 5,620.77 88.85%
Crack Seal 8.01 0.13%
Mill & Overlay 577.68 9.13%
Seal Coat (collector) 12.60 0.20%
Seal Coat (local) 95.24 1.51%
Unused Funds 11.70 0.18%
Construction AC (local) 6,043.38 88.87%
Crack Seal 11.68 0.17%
Mill & Overlay 607.28 8.93%
Seal Coat (collector) 20.16 0.30%
Seal Coat (local) 80.87 1.19%
Unused Funds 36.63 0.54%
Construction AC (local) 6,505.53 88.99%
Crack Seal 10.49 0.14%
Mill & Overlay 657.12 8.99%
Seal Coat (collector) 7.61 0.10%
Seal Coat (local) 51.73 0.71%
Unused Funds 77.51 1.06%
Construction AC (local) 6,818.20 88.84%
Crack Seal 15.07 0.20%
Mill & Overlay 691.54 9.01%
Seal Coat (collector) 0.67 0.01%
Seal Coat (local) 16.04 0.21%
Unused Funds 133.48 1.74%
Construction AC (local) 7,153.06 88.77%
Crack Seal 15.59 0.19%
Mill & Overlay 729.15 9.05%
Seal Coat (collector) 2.00 0.02%
Seal Coat (local) 35.95 0.45%
Unused Funds 122.23 1.52%
Construction AC (local) 7,527.07 88.97%
Crack Seal 5.57 0.07%
Mill & Overlay 751.22 8.88%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 33.33 0.39%
Unused Funds 142.81 1.69%
Construction AC (local) 7,904.61 88.99%
Crack Seal 14.74 0.17%
Mill & Overlay 799.58 9.00%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 20.67 0.23%
Unused Funds 143.41 1.61%
Construction AC (local) 8,269.36 88.66%
Crack Seal 11.29 0.12%
Mill & Overlay 870.48 9.33%
Seal Coat (collector) 16.29 0.17%
Seal Coat (local) 52.85 0.57%
Unused Funds 106.73 1.14%
Percentage of Budget Spent in Different Rehabilitation Tvne
ZUU5 Z006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Unused ® Seal Coat (local) M Seal Coat (collector) p Nall & Overlay
Crack Seal M Construction AC (local)
Predicted Condition Report
Scenario: 66budget
Total: 3517954.56 square yards have been analyzed each year.
Total Square Yards in Different Condition Index Intervals.
2005 958,453 1,036,944 1,522,557
2006 1,059,154 921,460 1,537,341
2007 1,146,437 786,324 1,585,194
2008 1,210,305 653,292 1,654,357
2009 1,230,996 572,978 1,713,981
2010 1,333,079 403,735 1,781,140
2011 1,402,853 317,047 1,798,054
2012 1,370,949 275,730 1,871,276
2013 1,316,475 273,436 1,928,044
2014 1,257,049 294,505 1,966,401
2015 1,216,255 355,609 1,946,091
2016 1,182,674 396,544 1,938,737
2017 1,188,302 394,390 1,935,263
2018 1,166,356 393,331 1,958,268
2019 1,147,905 318,052 2,051,998
10 M 0-49
M 50-74
9 y
mm
F-7175-100
0
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Budget Analysis Report
Scenario: 66budget
Year Strategy Name Total Cost $K % Of Budget
2005
2006
2007
2008
2009
2010
2011
Construction \C (collector) 1,008.60 28.82%
Construction AC (local) 1,819.80 51.99%
Crack Seal 9.02 0.26%
Mill & Overlay 396.44 11.33%
Seal Coat (collector) 29.55 0.84%
Seal Coat (local) 89.97 2.57%
Unused Funds 146.62 4.19%
Construction AC (collector) 1,914.58 42.55%
Construction AC (local) 1,718.95 38.20%
Crack Seal 32.91 0.73%
Mill & Overlay 500.04 11.11%
Seal Coat (collector) 3.70 0.08%
Seal Coat (local) 23.40 0.52%
Unused Funds 306.41 6.81%
Construction AC (collector) 2,865.10 71.63%
Construction AC (local) 340.59 8.51%
Crack Seal 34.42 0.86%
Mill & Overlay 480.11 12.00%
Seal Coat (collector) 3.08 0.08%
Seal Coat (local) 14.00 0.35%
Unused Funds 262.70 6.57%
Construction AC (collector) 1,557.45 34.80%
Construction AC (local) 559.94 12.51%
Crack Seal 6.08 0.14%
Mill & Overlay 2,124.20 47.47%
Seal Coat (collector) 34.39 0.77%
Seal Coat (local) 39.86 0.89%
Unused Funds 153.08 3.42%
Construction AC (collector) 2,127.97 43.25%
Construction AC (local) 186.50 3.79%
Crack Seal 17.51 0.36%
Mill & Overlay 1,138.65 23.14%
Seal Coat (collector) 7.39 0.15%
Seal Coat (local) 27.22 0.55%
Unused Funds 1,414.77 28.76%
Construction AC (collector) 2,479.90 47.43%
Construction AC (local) 0.00 0.00%
Crack Seal 26.82 0.51%
Mill & Overlay 1,469.10 28.10%
Seal Coat (collector) 22.32 0.43%
Seal Coat (local) 40.52 0.77%
Unused Funds 1,190.34 22.76%
Construction AC (collector) 4,985.09 86.68%
2012
2013
2014
2015
2016
2017
2018
Crack Seal 6.62 0.12%
Mill & Overlay 201.67 3.51%
Seal Coat (collector) 11.84 0.21%
Seal Coat (local) 25.12 0.44%
Unused Funds 406.73 7.07%
Construction AC (collector) 5,415.02 85.60%
Construction AC (local) 177.04 2.80%
Crack Seal 8.87 0.14%
Mill & Overlay 266.41 4.21%
Seal Coat (collector) 26.67 0.42%
Seal Coat (local) 52.17 0.82%
Unused Funds 379.83 6.00%
Construction AC (collector) 3,987.96 58.65%
Construction AC (local) 2,018.74 29.69%
Crack Seal 40.56 0.60%
Mill & Overlay 469.30 6.90%
Seal Coat (collector) 3.54 0.05%
Seal Coat (local) 28.12 0.41%
Unused Funds 251.79 3.70%
Construction AC (collector) 6,498.86 88.90%
Construction AC (local) 0.00 0.00%
Crack Seal 20.68 0.28%
Mill & Overlay 377.87 5.17%
Seal Coat (collector) 26.36 0.36%
Seal Coat (local) 32.52 0.44%
Unused Funds 353.70 4.84%
Construction AC (collector) 3,648.41 47.54%
Construction AC (local) 3,139.32 40.90%
Crack Seal 16.88 0.22%
Mill & Overlay 565.96 7.37%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 25.63 0.33%
Unused Funds 278.81 3.63%
Construction AC (collector) 7,131.72 88.50%
Construction AC (local) 0.00 0.00%
Crack Seal 2.34 0.03%
Mill & Overlay 0.00 0.00%
Seal Coat (collector) 9.08 0.11%
Seal Coat (local) 14.51 0.18%
Unused Funds 900.35 11.17%
Construction AC (collector) 5,459.33 64.53%
Construction AC (local) 1,655.87 19.57%
Crack Seal 0.00 0.00%
Mill & Overlay 796.60 9.42%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 16.32 0.19%
Unused Funds 531.88 6.29%
2019
IVI iau U%,LIVI i P1t., k%,unCt,LUI) y l ,:1 tS. tS L l .0y%
Construction AC (local) 1,107.67 12.47%
Crack Seal 20.90 0.24%
Mill & Overlay 228.47 2.57%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 7.41 0.08%
Unused Funds 5,600.38 63.05%
Construction AC (collector) 4,871.25 52.23%
Construction AC (local) 295.30 3.17%
Crack Seal 20.38 0.22%
Mill & Overlay 1,170.66 12.55%
Seal Coat (collector) 11.04 0.12%
Seal Coat (local) 20.97 0.22%
Unused Funds 2,937.40 31.49%
Percentage of Budget Spent in Different Rehabilitation Type
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Unused M Seal Coat (local) M Seal Coat (collector) 0 bill & Overlay
Crack Seal M Construction AC (local) M Construction AC (collector)
Alternative #5 - 70°G Assessment
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BudrizA vs. Backlog Re ort
Scenario: 50%/50% AWaG4 t
Year Budget ($K) Backlog ($K) Avg Cl
2005 3,499.95 67,622.78 67
2006 4,505.51 71,618.88 66
2007 3,995.27 73,830.41 65
2008 4,475.21 76,445.12 64
2009 4,920.21 79,918.43 64
2010 5,532.19 81,778.36 64
2011 6,014.62 82,116.32 64
2012 6,786.87 82,818.67 65
2013 7,430.40 84,129.76 65
2014 8,111.03 83,655.94 66
2015 8,922.06 80,935.35 67
2016 9,352.08 77,003.04 68
2017 9,342.99 73,895.67 68
2018 9,344.79 73,143.57 69
2019 9,380.74 71,927.63 69
2020 9,338.87 71,019.68 70
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
m
Scenario: 50%/50%
Year Strategy Name Total Cost $K Of Budget
2005
Construction kC (local) 2,824.54 80.70%
Crack Seal 46.37 1.32%
Mill & Overlay 399.91 11.43%
Seal Coat (collector) 55.07 1.57%
Seal Coat (local) 174.05 4.97%
Unused Funds 0.05 0.00%
2006
Construction AC (local) 3,646.25 80.67%
Crack Seal 274.18 6.07%
Mill & Overlay 516.57 11.43%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 68.51 1.52%
Unused Funds 14.49 0.32%
2007
Construction AC (local) 3,401.23 80.71%
Crack Seal 53.88 1.28%
Mill & Overlay 479.36 11.38%
Seal Coat (collector) 1.63 0.04%
Seal Coat (local) 59.17 1.40%
Unused Funds 218.73 5.19%
2008
Construction AC (local) 2,201.83 47.50%
Crack Seal 34.13 0.74%
Mill & Overlay 2,197.79 47.42%
Seal Coat (collector) 3.97 0.09%
Seal Coat (local) 37.49 0.81%
Unused Funds 159.79 3.45%
2009
Construction AC (local) 2,414.68 47.36%
Crack Seal 46.11 0.90%
Mill & Overlay 2,418.84 47.44%
Seal Coat (collector) 3.03 0.06%
Seal Coat (local) 37.54 0.74%
Unused Funds 178.79 3.51%
2010
Construction AC (local) 2,658.17 47.39%
Crack Seal 47.90 0.85%
Mill & Overlay 2,657.61 47.38%
Seal Coat (collector) 23.25 0.41%
Seal Coat (local) 145.26 2.59%
Unused Funds 76.81 1.37%
2011
Construction AC (local) 2,928.51 47.46%
Crack Seal 47.86 0.78%
Mill & Overlay 2,991.97 48.49%
Seal Coat (collector) 12.36 0.20%
Seal Coat (local) 33.92 0.55%
Unused Funds 155.38 2.52%
2012
2013
2014
2015
2016
2017
2018
2019
Mill & Uvemay 609.17 8.98%
Seal Coat (collector) 11.99 0.18%
Seal Coat (local) 96.62 1.42%
Unused Funds 0.13 0.00%
Construction AC (local) 6,641.49 88.97%
Crack Seal 25.50 0.34%
Mill & Overlay 660.78 8.85%
Seal Coat (collector) 19.92 0.27%
Seal Coat (local) 82.71 1.11%
Unused Funds 34.60 0.46%
Construction AC (local) 7,275.20 88.60%
Crack Seal 14.60 0.18%
Mill & Overlay 738.81 9.00%
Seal Coat (collector) 27.21 0.33%
Seal Coat (local) 55.20 0.67%
Unused Funds 99.97 1.22%
Construction AC (local) 8,048.13 89.11%
Crack Seal 16.43 0.18%
Mill & Overlay 799.09 8.85%
Seal Coat (collector) 5.70 0.06%
Seal Coat (local) 52.71 0.58%
Unused Funds 109.94 1.22%
Construction AC (local) 8,456.93 89.02%
Crack Seal 11.93 0.13%
Mill & Overlay 849.69 8.94%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 33.54 0.35%
Unused Funds 147.92 1.56%
Construction AC (local) 8,448.63 88.93%
Crack Seal 5.65 0.06%
Mill & Overlay 853.12 8.98%
Seal Coat (collector) 0.00 0.00%
Seal Coat (local) 35.59 0.37%
Unused Funds 157.01 1.65%
Construction AC (local) 8,446.07 88.91%
Crack Seal 15.59 0.16%
Mill & Overlay 851.75 8.97%
Seal Coat (collector) 9.11 0.10%
Seal Coat (local) 22.27 0.23%
Unused Funds 155.21 1.63%
Construction AC (local) 8,450.61 88.95%
Crack Seal 14.20 0.15%
Mill & Overlay 846.36 8.91%
Seal Coat (collector) 20.10 0.21%
Seal Coat (local) 49.46 0.52%
Unused Funds 119.26 1.26%
4nn
Crack Seal 20.89 0.22%
Mill & Overlay 850.86 8.96%
Seal Coat (collector) 5.31 0.06%
Seal Coat (local) 4.52 0.05%
Unused Funds 161.13 1.70%
Percentage of Budget Spent in Different Rehabilitation Type
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Unused 0 Seal Coat (local) Seal Coat (collector) p Mill & Overlay
Crack Seal 0 Construction AC (local)
Predicted Condition Report
Scenario: 50%/50%
Total: 3517954.56 square yards have been analyzed each year.
Total Square Yards in Different Condition Index Intervals.
2005 959,107 1,036,553 1,522,295
2006 1,059,892 920,898 1,537,165
2007 1,143,580 785,913 1,588,461
2008 1,203,955 652,585 1,661,414
2009 1,220,981 571,975 1,724,999
2010 1,313,772 403,679 1,800,503
2011 1,339,432 315,535 1,862,987
2012 1,300,307 274,499 1,943,149
2013 1,234,027 273,385 2,010,543
2014 1,161,224 295,109 2,061,622
2015 1,100,641 357,906 2,059,408
2016 1,046,926 401,224 2,069,804
2017 1,040,336 421,427 2,056,191
2018 1,013,147 481,070 2,023,737
2019 1,017,231 376,046 2,124,677
2020 1,012,719 289,721 2,215,515
10 M 0-49
50-74
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75-100
0
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Alternative p4 - 30% Asdssessment
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Street From Name To Name Funclass PCI Rating
10TH AVE N 1295'W OF NATHAN LN N NATHAN LN N Maj Col w/conc curb 79
10TH AVE N WEST PLAT LINE 1295'W OF NATHAN LN N Maj Col w/conc curb 89
10TH AVE N NATHAN LN N HIGHWAY 169 SERVICE RD Maj Col w/conc curb 51
10TH AVE N S SHORE DR EAST PLAT LINE Maj Col w/conc curb 84
12TH AVE N 1845'E TR CIR 12TH E TR CIR Min Col no conc curb 38
12TH AVE N 1845' E OF 101 12TH E TR CIR Min Col no conc curb 36
12TH AVE N COUNTY RD 101 1845-E (TR CIR) Min Col no conc curb 32
12TH AVE N 148'W OF DUNKIRK LN N DUNKIRK LN N Min Col w/conc curb 87
13TH AVE N S SHORE DR 166'W OF NATHAN LN N Min Col w/conc curb 24
13TH AVE N 166'W OF NATHAN LN N KILMER LN N Min Col w/conc curb 87
15TH AVE N HIGHWAY 55 SERVICE RD 38'E OF ROSEWOOD LN N Maj Col no conc curb 31
18TH AVE N VICKSBURG LN N (NB) NIAGARA LN N Min Col w/conc curb 30
18TH AVE N VICKSBURG LN N (SB) NIAGARA LN N Min Col w/conc curb 48
18TH AVE N OAKVIEW LN N FORESTVIEW LN N Min Col w/conc curb 30
19TH AVE N URBANDALE LN N PEONY LN N Min Col no conc curb 96
19TH AVE N COUNTY RD 101 427'W OF DUNKIRK LN N Min Col w/conc curb 41
19TH AVE N 427'W OF DUNKIRK LN N DUNKIRK LN N Min Col w/conc curb 20
21ST AVE N ARCHER LN N CUL-DE-SAC Min Col w/conc curb 76
22ND AVE N ZANZIBAR LN N 381'E OF ZANZIBAR LN N Min Col w/conc curb 74
22ND AVE N 775'E OF DUNKIRK LN N 1152'E OF DUNKIRK LN N Min Col w/conc curb 58
22ND AVE N DUNKIRK LN N 775'E OF DUNKIRK LN N Min Col w/conc curb 59
22ND AVE N 381'E OF ZANZIBAR LN N VICKSBURG LN N Min Col w/conc curb 57
23RD AVE N NIAGARA LN N FERNBROOK LN N Min Col no conc curb 64
25TH AVE N COUNTY RD 101 175'W OF GARLAND LN N Min Col no conc curb 90
25TH AVE N 175'W OF GARLAND LN N DUNKIRK LN N Min Col w/conc curb 88
26TH AVE N MEDICINE RIDGE RD HIGHWAY 169 Maj Col no conc curb 66
26TH AVE N NORWOOD LN N MEDICINE LAKE DR W Min Col no conc curb 32
26TH AVE N SHADYVIEW LN N COUNTY RD 101 Min Col no conc curb 58
26TH AVE N TEAKWOOD LN N NORWOOD LN N Min Col w/conc curb 39
28TH AVE N 27TH AVE N NIAGARA LN N Maj Col w/conc curb 67
31ST AVE N QUAKER LN N PILGRIM LN N Min Col w/conc curb 46
31ST AVE N CUL-DE-SAC WEST 315'W OF QUAKER LN N Min Col w/conc curb 57
31 ST AVE N QUAKER LN N 315'W OF QUAKER LN N Min Col w/conc curb 78
34TH AVE N PLYMOUTH BLVD FERNBROOK LN N Min Col w/conc curb 77
34TH AVE N FERNBROOK LN N DEAD END Min Col w/conc curb 76
34TH AVE N 435'W OF WALNUT GROVE LN N 150'E OF URBANDALE LN N Min Col w/conc curb 59
34TH AVE N PILGRIM LN N
34TH AVE N 205'E OF XANTHUS LN N
35TH AVE N KILMER LN N
36TH AVE N PILGRIM LN N
36TH AVE N ZACHARY LN N
37TH AVE N URBANDALE LN N
39TH AVE N 300'W. OF UNION TERRACE LN N
39TH AVE N REVERE LN N
39TH AVE N ZACHARY LN N
3RD AVE N WEST PLAT LINE
3RD AVE N NARCISSUS LN N
3RD AVE N QUEENSLAND LN N
41ST AVE N OLD ROCKFORD RD N
42ND PL N VINEWOOD LN N
44TH AVE N JUNEAU LN N
45TH AVE N 46TH AVE N
45TH AVE N LARCH LN N
45TH AVE N 46TH AVE N
46TH AVE N QUANTICO LN N
46TH AVE N ZACHARY LN N
46TH AVE N VICKSBURG LN N
47TH AVE N DEERWOOD LN N
47TH AVE N GOLDENROD LN N
49TH AVE N QUINWOOD LN N
51ST AVE N HIGHWAY 169 SERVICE RD
51ST AVE N CUL-DE-SAC WEST
53RD AVE N LARCH LN N
54TH AVE N NATHAN LN N
55TH AVE N ZACHARY LN N
55TH AVE N 145'E OF ZACHARY LN N
55TH AVE N XIMINES LN N
56TH AVE N NATHAN LN N
59TH AVE N OAKVIEW LN N
6TH AVE N 601'E OF XENIUM LN N
6TH AVE N XENIUM LN N
6TH AVE N 1318'E OF XENIUM LN N
6TH AVE N REVERE LN N
HIGHWAY 169 SERVICE RD Min Col w/conc curb 98
ZIRCON LN N Min Col w/conc curb 82
HIGHWAY 169 SERVICE RD Min Col w/conc curb 100
KILMER LN N Maj Col w/conc curb 89
PILGRIM LN N Maj Col w/conc curb 66
YELLOWSTONE LN N Min Col w/conc curb 78
REVERE LN N Min Col w/conc curb 86
PILGRIM LN N Min Col w/conc curb 92
300'W. OF UNION TERRACE LN N Min Col w/conc curb 88
NARCISSUS LN N Min Col no conc curb 75
COUNTY RD 101 Min Col no conc curb 78
EAST PLAT LINE Min Col w/conc curb 40
325'E OF GOLDENROD LN N Min Col w/conc curb 100
NORTHWEST BLVD Min Col w/conc curb 71
FERNBROOK LN N Min Col w/conc curb 34
JUNEAU LN N Min Col w/conc curb 21
HEMLOCK LN N Min Col w/conc curb 100
NATHAN LN Min Col w/conc curb 80
45TH AVE N Min Col w/conc curb 82
45TH AVE N Min Col w/conc curb 79
QUANTICO LN N Min Col w/conc curb 91
BALSAM LN N Min Col w/conc curb 100
DEERWOOD LN N Min Col w/conc curb 100
PINEVIEW LN N Min Art w/conc curb 50
NATHAN LN Min Col w/conc curb 30
NATHAN LN N Min Col w/conc curb 37
ZACHARY LN N Min Col w/conc curb 28
HIGHWAY 169 SERVICE RD Min Col w/conc curb 100
145'E OF ZACHARY LN N Min Col w/conc curb 90
XIMINES LN N Min Col w/conc curb 100
219'E OF XIMINES LN N Min Col w/conc curb 57
HIGHWAY 169 SERVICE RD Min Col w/conc curb 74
MAGNOLIA LN N Min Col w/conc curb 34
1318'E OF XENIUM LN N Maj Col w/conc curb 48
601'E OF XENIUM LN N Maj Col w/conc curb 82
PINEVIEW LN N Maj Col w/conc curb 44
1144'E OF REVERE LN N Maj Col w/conc curb 79
6TH AVE N VICKSBURG LN N RANCHVIEW LN N Min Col no conc curb 70
6TH AVE N RANCHVIEW LN N NIAGARA LN N Min Col no conc curb 47
9TH AVE N SHENANDOAH LN N NIAGARA LN N Min Col no conc curb 11
ANNAPOLIS LN N 34TH AVE N COUNTY RD 9 Min Col w/conc curb 34
BALSAM LN N 48TH AVE N 47TH AVE N Min Col w/conc curb 100
BERKSHIRE LN N COUNTY RD 9 NORTH PLAT LINE Min Col w/conc curb 70
CAMPUS DR TEAKWOOD LN N NORTHWEST BLVD Min Col w/conc curb 44
CARLSON PKWY CHESHIRE LN N XENIUM LN N Min Art w/conc curb 27
CARLSON PKWY CHESHIRE LN N 1-494 Min Art w/conc curb 82
CHESHIRE LN N 1170'N OF CITY LIMITS CARLSON PKWY Maj Col w/conc curb 72
CHESHIRE LN N CITY LIMITS 1170'N OF CITY LIMITS Maj Col w/conc curb 77
CHESHIRE LN N SCHMIDT LAKE RD R.R. TRACKS Maj Col w/conc curb 99
CHESHIRE LN N R.R. TRACKS (NB) 53RD AVE N Maj Col w/conc curb 100
CHESHIRE LN N R.R. TRACKS (SB) 53RD AVE N Maj Col w/conc curb 100
CHESHIRE LN N 53RD AVE N (SB) 56TH AVE N Maj Col w/conc curb 100
CHESHIRE LN N 53RD AVE N (NB) 56TH AVE N Maj Col w/conc curb 100
DUNKIRK LN N 18TH AVE N 26TH AVE N Maj Col w/conc curb 81
DUNKIRK LN N 26TH AVE N 29TH AVE N Maj Col w/conc curb 84
DUNKIRK LN N OLD ROCKFORD RD N 45TH AVE N Maj Col w/conc curb 80
DUNKIRK LN N COUNTY RD 6 18TH AVE N Maj Col w/conc curb 81
DUNKIRK LN N COUNTY RD 9 OLD ROCKFORD RD N Maj Col w/conc curb 83
DUNKIRK LN N 29TH AVE N MEDINA RD Maj Col w/conc curb 81
DUNKIRK LN N 12TH AVE N COUNTY RD 6 Min Col w/conc curb 43
EVERGREEN LN N 40TH AVE N 41 ST AVE N Min Col w/conc curb 100
EVERGREEN LN N 36TH AVE N 100'N OF39TH AVE N Min Col w/conc curb 100
EVERGREEN LN N 100'N OF39TH AVE N 40TH AVE N Min Col w/conc curb 78
FERNBROOK LN N COUNTY RD 6 18TH AVE N Maj Col w/conc curb 85
FERNBROOK LN N COUNTY RD 9 HIGHWAY 55 Maj Col w/conc curb 39
FERNBROOK LN N 45TH AVE N COUNTY RD 9 Maj Col w/conc curb 88
FERNBROOK LN N 27TH AVE N (NB) HIGHWAY 55 Maj Col w/conc curb 60
FERNBROOK LN N 25TH AVE N 27TH AVE N Maj Col w/conc curb 89
FERNBROOK LN N 21ST AVE N 25TH AVE N Maj Col w/conc curb 90
FERNBROOK LN N 45TH AVE N SCHMIDT LAKE RD Maj Col w/conc curb 85
FERNBROOK LN N SCHMIDT LAKE RD CUL-DE-SAC NORTH Maj Col w/conc curb 97
FERNBROOK LN N 27TH AVE N (SB) HIGHWAY 55 Maj Col w/conc curb 60
FERNBROOK LN N 18TH AVE N 21 ST AVE N Maj Col w/conc curb 84
FERNBROOK LN N GLACIER LN N (NB) COUNTY RD 6 Min Col w/conc curb 54
FERNBROOK LN N
FERNDALE RD N
FORESTVIEW LN N
GLEASON LAKE DR
GLEASON LAKE DR
GOLDENROD LN N
HAMEL RD
HEMLOCK LN N
HIGHWAY 169 SERVICE RD
HIGHWAY 169 SERVICE RD
HIGHWAY 169 SERVICE RD
HIGHWAY 169 SERVICE RD
HIGHWAY 169 SERVICE RD
HIGHWAY 55 SERVICE RD
HIGHWAY 55 SERVICE RD
HIGHWAY 55 SERVICE RD
HIGHWAY 55 SERVICE RD
HIGHWAY 55 SERVICE RD
HIGHWAY 55 SERVICE RD
HIGHWAY 55 SERVICE RD
HOLLY LN N
INDUSTRIAL PARK BLVD
JUNEAU LN N
KILMER LN N
KILMER LN N
KILMER LN N
KILMER LN N
LANCASTER LN N
LANCASTER LN N
LANCASTER LN N
LANCASTER LN N
LANCASTER LN N
LARCH LN N
LARCH LN N
LARCH LN N
MEDICINE LAKE BLVD E
MEDICINE LAKE BLVD E
GLACIER LN N (SB)
COUNTY RD 6
9TH AVE N
VICKSBURG LN N
CARLSON PKWY
40TH AVE N
BROCKTON LN N
45TH AVE N
8TH AVE N
1144'E OF REVERE LN N
54TH AVE N
51 ST AVE N
SCHMIDT LAKE RD
COUNTY RD 73
NATHAN LN N
MEDICINE LAKE DR W
SARATOGA LN N
IVES LN N
S SHORE DR
54TE OF S SHORE DR
OLD ROCKFORD RD N
XENIUM LN N
45TH AVE N
17TH AVE N
17TH AVE N
13TH AVE N (NB)
13TH AVE N (SB)
115'S OF PILGRIM LN N (NB)
555'N OF PILGRIM LN N (EB)
555'N OF PILGRIM LN N (WB)
36TH AVE N
115'S OF PILGRIM LN N (SB)
COUNTY RD 6
CITY LIMITS
HIGHWAY 55
175'W OF NIAGARA LN N
NIAGARA LN N
41 ST AVE N
900'W OF DEAD END
GOLDENROD LN N
13TH AVE N
8TH AVE N
56TH AVE N
54TH AVE N
51 ST AVE N
MEDICINE LAKE DR W
QUAKER LN N
IVES LN N
ZACHARY LN N
15TH AVE N
543'E OF S SHORE DR
DEAD END
1710'N OF OLD ROCKFORD RD N
HIGHWAY 55 SERVICE RD
COUNTY RD 9
507'N ON 13TH AVE N
26TH AVE N
507'N OF 13TH AVE N
507'N OF 13TH AVE N
555'N OF PILGRIM LN N
COUNTY RD 9
COUNTY RD 9
115'S OF PILGRIM LN N
555'N OF PILGRIM LN N
440'S OF 45TH AVE N SCHMIDT LAKE RD
R.R. TRACKS SCHMIDT LAKE RD
440'S OF 45TH AVE N OLD ROCKFORD RD N
MEDICINE RIDGE RD 1000'N OF MEDICINE RIDGE RD
1000'N OF MEDICINE RIDGE RD 880'S OF 36TH AVE N
Min Col w/conc curb
Min Col w/conc curb
Maj Col w/conc curb
Maj Col no conc curb
Maj Col no conc curb
Min Col w/conc curb
Min Art no conc curb
Min Col w/conc curb
Maj Col w/conc curb
Maj Col w/conc curb
Min Col no conc curb
Min Col w/conc curb
Min Col w/conc curb
Maj Col no conc curb
Maj Col no conc curb
Maj Col no conc curb
Maj Col no conc curb
Maj Col no conc curb
Maj Col w/conc curb
Maj Col w/conc curb
Maj Col no conc curb
Maj Col w/conc curb
Min Col w/conc curb
Maj Col w/conc curb
Maj Col w/conc curb
Maj Col w/conc curb
Maj Col w/conc curb
Min Col w/conc curb
Min Col w/conc curb
Min Col w/conc curb
Min Col w/conc curb
Min Col w/conc curb
Min Col w/conc curb
Min Col w/conc curb
Min Col w/conc curb
Maj Col w/conc curb
Maj Col w/conc curb
48
100
29
49
13
100
49
100
73
90
27
27
51
62
71
40
41
18
75
22
100
70
49
9
37
15
8
76
100
100
67
73
100
100
100
82
98
MEDICINE LAKE BLVD E 880'S OF 36TH AVE N 36TH AVE N Maj Col w/conc curb 98
MEDICINE LAKE DR W 26TH AVE N 29TH AVE N Maj Col no conc curb 39
MEDICINE LAKE DR W 29TH AVE N NORTHWEST BLVD Maj Col no conc curb 27
MEDICINE LAKE DR W HIGHWAY 55 390'S OF 18TH AVE N Maj Col no conc curb 55
MEDICINE LAKE DR W 23RD AVE N 26TH AVE N Maj Col no conc curb 100
MEDICINE LAKE DR W 390-S OF 18TH AVE N (EB) 23RD AVE N Maj Col w/conc curb 94
MEDICINE LAKE DR W 390-S OF 18TH AVE N (WB) 23RD AVE N Maj Col w/conc curb 98
MEDICINE RIDGE RD 26TH AVE N 29TH AVE N Maj Col w/conc curb 100
MEDICINE RIDGE RD 29TH AVE N 330'N OF MEDICINE LAKE BLVD E Maj Col w/conc curb 100
MEDINA RD 754'E OF COUNTY RD 101 HOLLY LN N Maj Col w/conc curb 84
MEDINA RD HOLLY LN N (WB) COUNTY RD 24 Maj Col w/conc curb 98
MEDINA RD COUNTY RD 101 (EB) 754'E OF COUNTY RD 101 Maj Col w/conc curb 74
MEDINA RD COUNTY RD 101 (WB) 754'E OF COUNTY RD 101 Maj Col w/conc curb 79
MEDINA RD HOLLY LN N (EB) COUNTY RD 24 Maj Col w/conc curb 86
MEDINA RD VICKSBURG LN N NIAGARA LN N Maj Col w/conc curb 42
MEDINA RD COUNTY RD 101 BROCKTON LN N Maj Col w/conc curb 71
MEDINA RD COUNTY RD 24 GARLAND LN N Maj Col w/conc curb 89
MEDINA RD GARLAND LN N DUNKIRK LN N Maj Col w/conc curb 83
MINNESOTA LN N 46TH AVE N SCHMIDT LAKE RD Min Col w/conc curb 50
NATHAN LN N 13TH AVE N R.R. TRACKS Maj Col w/conc curb 77
NATHAN LN N 10TH AVE N R.R. TRACKS Maj Col w/conc curb 70
NATHAN LN N CITY LIMITS HIGHWAY 55 SERVICE RD Maj Col w/conc curb 48
NATHAN LN N 150'N OF 55TH AVE N 56TH AVE N Min Col w/conc curb 88
NATHAN LN N 393'N OF COUNTY RD 9 45TH AVE N Min Col w/conc curb 100
NATHAN LN N 45TH AVE N 48TH AVE N Min Col w/conc curb 95
NATHAN LN N BASS LAKE RD (SB) 670'N OF BASS LAKE RD Min Col w/conc curb 80
NATHAN LN N CUL-DE-SAC SOUTH 54TH AVE N Min Col w/conc curb 47
NATHAN LN N 54TH AVE N 150'N OF 55TH AVE N Min Col w/conc curb 48
NATHAN LN N BASS LAKE RD (NB) 670'N OF BASS LAKE RD Min Col w/conc curb 29
NATHAN LN N SCHMIDT LAKE RD 51 STAVE N Min Col w/conc curb 60
NATHAN LN N COUNTY RD 9 (NB) 393'N OF COUNTY RD 9 Min Col w/conc curb 100
NATHAN LN N COUNTY RD 9 (SB) 393'N OF COUNTY RD 9 Min Col w/conc curb 100
NATHAN LN N 670'N OF BASS LAKE RD TRENTON LN N Min Col w/conc curb 80
NATHAN LN N BASS LAKE RD 56TH AVE N Min Col w/conc curb 50
NATHAN LN N 48TH AVE N SCHMIDT LAKE RD Min Col w/conc curb 99
NIAGARA LN N COUNTY RD 6 27TH AVE N Maj Col w/conc curb 39
NIAGARA LN N 27TH AVE N (NB) HIGHWAY 55 Maj Col w/conc curb 69
NIAGARA LN N 27TH AVE N (SB)
NIAGARA LN N GLEASON LAKE DR
OLD ROCKFORD RD N HIGHWAY 55
OLD ROCKFORD RD N VICKSBURG LN N
PEONY LN N OLD ROCKFORD RD N (NB)
PEONY LN N OLD ROCKFORD RD N (SB)
PEONY LN N HIGHWAY 55
PEONY LN N HIGHWAY 55
PEONY LN N COUNTY RD 6
PILGRIM LN N 31ST AVE N
PILGRIM LN N 28TH AVE N
PILGRIM LN N 36TH AVE N
PILGRIM LN N 38TH AVE N
PINEVIEW LN N RIDGEMOUNT AVE W
PINEVIEW LN N CUL-DE-SAC SOUTH
PINEVIEW LN N 324'S OF COUNTY RD 47
PINEVIEW LN N R.R. TRACKS
PINEVIEW LN N SCHMIDT LAKE RD
PINEVIEW LN N 6TH AVE N
PINEVIEW LN N 475'S OF 15TH AVE N
PLYMOUTH BLVD COUNTY RD 9 (SB)
PLYMOUTH BLVD HIGHWAY 55 (SB)
PLYMOUTH BLVD COUNTY RD 9 (NB)
PLYMOUTH BLVD HIGHWAY 55 (NB)
QUEENSLAND LN N LUCE LINE TRAIL
QUEENSLAND LN N 450'N OF LUCE LINE TRAIL
REVERE LN N 6TH AVE N (SB)
RIDGEMOUNT AVE W VINEWOOD LN N
S SHORE DR HIGHWAY 55
S SHORE DR 11TH AVE N
S SHORE DR 10TH AVE N
S SHORE DR 13TH AVE N
SCHMIDT LAKE RD 51 ST AVE N
SCHMIDT LAKE RD FERNBROOK LN N
SCHMIDT LAKE RD VICKSBURG LN N
SCHMIDT LAKE RD NATHAN LN N
SCHMIDT LAKE RD HIGHWAY 169 SERVICE RD
HIGHWAY 55 Maj Col w/conc curb 40
9TH AVE N Min Col no conc curb 30
VICKSBURG LN N Maj Col w/conc curb 65
COUNTY RD 9 Maj Col w/conc curb 55
SCHMIDT LAKE RD Min Art w/conc curb 100
SCHMIDT LAKE RD Min Art w/conc curb 100
OLD ROCKFORD RD N (NB) Min Art w/conc curb 96
OLD ROCKFORD RD N (SB) Min Art w/conc curb 100
19TH AVE N Min Col w/conc curb 92
36TH AVE N Min Col w/conc curb 87
31 STAVE N Min Col w/conc curb 50
38TH AVE N Min Col w/conc curb 83
LANCASTER LN N Min Col w/conc curb 83
SUNSET TRL Maj Col no conc curb 14
QUINWOOD LN N Maj Col no conc curb 92
COUNTY RD 47 Maj Col w/conc curb 80
324'S OF COUNTY RD 47 Maj Col w/conc curb 72
R.R. TRACKS Maj Col w/conc curb 73
11TH AVE N Maj Col w/conc curb 85
15TH AVE N Maj Col w/conc curb 18
36TH AVE N Maj Col w/conc curb 100
36TH AVE N Maj Col w/conc curb 90
36TH AVE N Maj Col w/conc curb 100
36TH AVE N Maj Col w/conc curb 88
450'N OF LUCE LINE TRAIL Min Col no conc curb 36
1124'N OF LUCE LINE TRAIL Min Col no conc curb 47
DEAD END Maj Col w/conc curb 77
ZACHARY LN N Maj Col no conc curb 77
10TH AVE. Maj Col no conc curb 100
CITY LIMITS Min Col no conc curb 100
11TH AVE N Min Col w/conc curb 100
CITY LIMITS Min Col w/conc curb 100
SARATOGA LN N Min Art w/conc curb 91
NORTHWEST BLVD Min Art w/conc curb 88
FERNBROOK LN N Min Art w/conc curb 85
HIGHWAY 169 SERVICE RD Min Art w/conc curb 84
HIGHWAY 169 Min Art w/conc curb 84
SCHMIDT LAKE RD R.R. TRACKS
SCHMIDT LAKE RD 1188'W OF NATHAN LN N
SCHMIDT LAKE RD LARCH LN N
SCHMIDT LAKE RD FORESTVIEW LN N
SCHMIDT LAKE RD SARATOGA LN N
SCHMIDT LAKE RD PINEVIEW LN N
SCHMIDT LAKE RD ZACHARY LN N
SCHMIDT LAKE RD NORTHWEST BLVD
SCHMIDT LAKE RD PEONY LN N
SHADYVIEW LN N URBANDALE LN N
SHENANDOAH LN N 9TH AVE N
SHENANDOAH LN N 18TH AVE N (WB)
SHENANDOAH LN N 18TH AVE N (EB)
SHENANDOAH LN N 474-N OF 18TH AVE N (EB)
SHENANDOAH LN N 474'N OF 18TH AVE N (WB)
SUNSET TRL PINEVIEW LN N
SUNSET TRL FORESTVIEW LN N
SUNSET TRL XENIUM LN N
TEAKWOOD LN N INDUSTRIAL PARK BLVD
TEAKWOOD LN N CUL-DE-SAC SOUTH
TEAKWOOD LN N RIDGEMOUNT AVE W
TRENTON LN N BASS LAKE RD (SB)
TRENTON LN N BASS LAKE RD (NB)
TRENTON LN N NATHAN LN N
TRENTON LN N 400'N OF BASS LAKE ROAD
URBANDALE LN N 26TH AVE N
URBANDALE LN N 20TH AVE N
VALLEY FORGE LN N 238'S OF 47TH PL N
VALLEY FORGE LN N 46TH AVE N
VALLEY FORGE LN N 48TH AVE N
VICKSBURG LN N OLD ROCKFORD RD N
VICKSBURG LN N 28TH AVE N (SB)
VICKSBURG LN N 3RD AVE N
VICKSBURG LN N HIGHWAY 55 (SB)
VICKSBURG LN N 28TH AVE N (NB)
VICKSBURG LN N LUCE LINE TRAIL
VICKSBURG LN N COUNTY RD 6
VICKSBURG LN N Min Art w/conc curb 89
NATHAN LN Min Art w/conc curb 94
FORESTVIEW LN N Min Art w/conc curb 88
ZACHARY LN N Min Art w/conc curb 88
1188'W OF NATHAN LN N Min Art w/conc curb 89
LARCH LN N Min Art w/conc curb 84
51 ST AVE N Min Art w/conc curb 88
PINEVIEW LN N Min Art w/conc curb 82
R.R. TRACKS Min Art w/conc curb 100
26TH AVE N Min Col no conc curb 65
COUNTY RD 6 Min Col no conc curb 58
474'N OF 18TH AVE N Min Col w/conc curb 45
474'N OF 18TH AVE N Min Col w/conc curb 57
22ND AVE N Min Col w/conc curb 46
22ND AVE N Min Col w/conc curb 79
FORESTVIEW LN N Min Col no conc curb 100
ZACHARY LN N Min Col no conc curb 100
PINEVIEW LN N Min Col no conc curb 100
26TH AVE N Min Col w/conc curb 44
INDUSTRIAL PARK BLVD Min Col w/conc curb 50
SUNSET TRL Min Col w/conc curb 23
400'N OF BASS LAKE ROAD Min Col w/conc curb 67
400'N OF BASS LAKE ROAD Min Col w/conc curb 80
CUL-DE-SAC NORTH Min Col w/conc curb 89
NATHAN LN N Min Col w/conc curb 81
COUNTY RD 24 Min Col no conc curb 50
SHADYVIEW LN N Min Col no conc curb 55
48TH AVE N Min Col w/conc curb 60
238'S OF 47TH PL N Min Col w/conc curb 37
NORTH PLAT LINE Min Col w/conc curb 64
COUNTY RD 47 Min Art no conc curb 49
HIGHWAY 55 Min Art w/conc curb 85
6TH AVE N Min Art w/conc curb 75
600'S OF 41 ST AVE N Min Art w/conc curb 48
HIGHWAY 55 Min Art w/conc curb 77
12TH AVE N Min Art w/conc curb 70
28TH AVE N Min Art w/conc curb 70
VICKSBURG LN N 6TH AVE N
VICKSBURG LN N GLEASON LAKE DR
VICKSBURG LN N HIGHWAY 55 (NB)
VICKSBURG LN N 12TH AVE N
VICKSBURG LN N 600'S OF 41ST AVE N
VINEWOOD LN N COUNTY RD 9
ZACHARY LN N 36TH AVE N
ZACHARY LN N ROCKFORD RD (SB)
ZACHARY LN N ROCKFORD RD (NB)
ZACHARY LN N 46TH AVE N
ZIRCON LN N 32ND AVE N
ZIRCON LN N 32ND AVE N
LUCE LINE TRAIL
3RD AVE N
600'S OF 41ST AVE N
COUNTY RD 6
OLD ROCKFORD RD N
42ND PL N
ROCKFORD RD
46TH AVE N
46TH AVE N
BASS LAKE RD
335'S OF 37TH AVE N
COUNTY RD 24
Min Art w/conc curb 74
Min Art w/conc curb 77
Min Art w/conc curb 69
Min Art w/conc curb 15
Min Art w/conc curb 76
Min Col w/conc curb 47
Maj Col no conc curb 100
Maj Col no conc curb 98
Maj Col w/conc curb 100
Maj Col w/conc curb 96
Min Col w/conc curb 70
Min Col w/conc curb 72
A 44*tl,
PROPOSED STREET RECONSTRUCTION
ASSESSMENT POLICY
Street Reconstruction. The City Council has adopted a long-range plan providing for the
periodic reconstruction, including mill and overlay, of all paved city streets. With the
improvement of streets, as a result of reconstruction or mill and overlay, adjoining properties
receive special benefit that results in the increase of the property's value. It is the policy of
the City that this special benefit should be paid for by the property owner receiving the special
benefit rather than the City as a whole. This is accomplished by specially assessing the
benefited property as authorized by State Statute, Section 429. The following is the City of
Plymouth's policy regarding special assessments to properties benefiting from street
improvements.
a. It is the policy of the City to special assess abutting benefiting property for
street reconstruction costs, but not in excess of the special benefit to the
property. This policy applies to all streets that are the responsibility of the
City.
b. The assessment amount for the reconstruction or mill and overlay of previously
paved streets shall be determined annually by the City Council.
The assessment amount is based on the following:
1) Benefited properties shall be assessed 40% of the engineer's estimated
project cost as set forth in the project feasibility report or 40% of the
actual project cost, whichever amount is less.
2) For the purposes of street reconstruction or mill and overlay, the project
costs will include the cost of replacing or repairing concrete curb and
gutter. In those cases where bituminous curbing is replaced with
concrete curb and gutter, or where curb and gutter did not previously
exist, the additional special benefit will be assessed. The cost to be
assessed shall be 100% of the cost of installing the concrete curb and
gutter. This cost will be assessed on either a front foot or per lot basis.
The addition of greater street width, or a storm sewer system will also
be considered an additional benefit and shall be assessed at 100% of the
cost.
3) Project cost includes both direct construction costs and all indirect costs
such as engineering and administration.
4) Assessments shall normally be levied for a period not to exceed five (5)
years for assessments of $5,000 or less, ten (10) years for assessments
greater than $5,000 but $10,000 or less, and Fifteen (15) years for
assessments greater than $10,000.
O'Enginecring GENERAL:AS%ITS\MISCStreet Reconstruction: ssessmcnts_Proposcddac
Page 2
5) Assessments for properties guided for single-family use shall be made
on a per parcel (unit) basis. A property may be assessed for more than
one unit in cases where the property could be reasonably further
subdivided in accordance with current Plymouth zoning and
subdivision requirements.
6) For properties guided for other than single family use, the City shall
calculate equivalent units based on the guided use. The equivalent
units may be based on front footage or area depending upon the guided
use and parcel configuration.
7) If a street is reconstructed to a design greater than the current standard
due to the guided uses, the additional cost to reconstruct the street shall
be fully assessed to those properties. If the street is reconstructed to a
design less than the current standard, the total cost shall be frilly
assessed to those properties.
8) Properties abutting county roadways reconstructed to complete urban
design and having reasonable access thereto shall be assessed in
accordance with this policy. The assessments shall be used to defray
the City's cost participation in the county improvement projects.
9) Properties or areas of property that have been determined to be
unbuildable shall be excluded from assessments. No building permits
will be issued for such property so deleted from assessments.
10) Partial prepayments of assessments can be made in accordance with
Amended Chapter III of the Plymouth City Code (Ordinance 2005-06).
11) Senior Citizens and Disabled People Special Assessments Deferrals in
accordance with City policy (if you are at least 65 years of age or are
disabled, you may qualify to have special assessments deferred). Other
deferrals may be available as authorized by State Statute, Section 429.
0-Engineering\GENERAL\ASMTS\,NISCStreet Reconstruction Assessments_Proposed.doc
Agenda Number: 4
CITY OF PLYMOUTH
CI'T'Y COUNCIL AGENDA REPORT
TO: Mayor and City Council
FROM: Laurie Ahrens, City Manager
SUBJECT: Discuss City's 10% Charitable Gambling Fund
DATE: May 3 2005, for Study Session of May 17, 2005
1. ACTION REQUESTED: Discuss the City -administered 10% Charitable Gambling Fund
and provide direction to staff.
2. BACKGROUND: In January 2003, the City Council adopted a lawful gambling ordinance.
The ordinance included several fees:
Annual permit fee -- $100.
Local gambling tax — 3% of gross receipts to be used only for police investigation
purposes.
City -administered fund — 10% of net profits to be distributed by the City for
purposes allowed in state law.
In July 2004, the Council eliminated the 3% local gambling tax and instituted a flat $2.50
investigation fee. The fund had grown to more than S 10,000 and can only be used for police
investigations related to gambling. The current fund balance is sufficient to conduct a major
investigation, if ever needed.
The ordinance also contains a provision that requires a licensed organization to expend 100
percent of its expenditures on lawful purposes conducted within the trade area of the City,
which is defined as the corporate limits of the City and all abutting cities.
The only organization licensed to date is the Plymouth Lions, and a large portion of its
expenditures are made to the Plymouth Crime and Fire Prevention Fund.
The City -administered 10% fund is the subject of this study session. Lased on review of the
Council minutes and reports at the time the ordinance was adopted, there was no Council
direction on the expenditure of these funds. Rather, the Council noted that the issue could be
reviewed in the future, once it was known how much money would be accumulated. There is
currently $20,389 in the City -administered 10% Fund. The Council has authorized one
expenditure from this fund for the laser light show to celebrate the City's 50"' anniversary at
2005 Music in Plymouth. However, a business subsequently stepped forward to sponsor the
laser show, and the City's contribution was not made.
The 10% fund can be used for any lawful purpose authorized under Minnesota Statute
349.213, Subd. 1. "for lawful purposes, or for police, fire, and other emergency or public
safety-related services, equipment, and training, excluding pension obligations." Therefore,
the funds could be used for any typical, authorized City expenditure. It is possible that the
funds could be used even more broadly. The City Attorney has looked into this issue and
believes that the language in the statute may allow the same expenditures that the gambling
organization is allowed to make. Just as one example, gambling organizations could fund
college scholarships, but this is not typically an expenditure allowed for the City. However,
the State Auditor may not look favorably on such an expenditure by a city.
3, 1RECOMMENDATION: The Council should provide direction on any desired expenditures
from the fund. Staff recommends that the fund not be used for normal operating expenses
that are essential services, but rattler a one-time purchase, piece of equipment, specified
reserve fund, or other expenditure that does not have to be sustained in future years. While it
is possible that there will another balance in the fund a year from now, neither the Finance
Director nor I believe it is sound to rely on gambling as a reliable source for future revenues.
DATE: May 10, 2005 for the Special City Council Meeting of May 17, 2005
TO: Laurie Ahrens, City Manager
FROM: Doran Cote, Director of Public Works
SUBJECT: DISCUSSION REGARDING BIO -DIESEL,
BACKGROUND: The City Council requested the discussion of the use of bio -diesel for City owned
vehicles. Attached please find a memorandum from Tom Vetsch, Public Works Superintendent,
regarding the use of bio -diesel. In summary, we intend to use B-2 Bio -Diesel as soon as possible with
the possible migration to B-5 and eventually B-20 Bio -Diesel in the near future.
BUDGET IMPACT: In accordance with Tom Vetsch's memorandum, we do not anticipate any
budget impacts with the gradual conversion to Bio -Diesel.
attachment: Memorandum
O: \Engineering\GENERAL\MEMOS\DORAN\2005\CC_Bio-Diesel_5_10. doc
MEMO
CITY OF PLYMOUTH
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447
DATE: May 3, 2005
TO: Doran Cote, Director of Public Works
FROM: Thomas Vetsch, Public Works Supt.
SUBJECT: Petroleum and Bio -diesel
What is it?
The city is interested in clean burning fuels that are renewable. Such a product is
available called "Bio -Diesel". Bio -Diesel is a domestically produced renewable fuel that
can be made from vegetable oil, animal fats, or recycled restaurant grease. It is a safe
product that is biodegradable. It reduces air pollutants such as carbon monoxide,
hydrocarbons and other air toxics. In smaller mixed percentages no modifications have
to be done to existing diesel engines or to the fuel delivery system. The choice in our
part of the country is soybean oil, know as "Soy Biodiesel" because it is readily available.
Bio Diesel is sold with a percentage of Bio -Diesel mixed in with Petroleum diesel. If 2%
of Bio -Diesel is mixed it is called B-2. If 5% Bio -Diesel is mixed it is B-5 and so on.
The most common blends are B-2, B-5, B-10, and B-20. The raw pure Bio -Diesel is
called B-100.
All of these have advantages and all must meet American Society for Testing and
Materials (ASTM D-6751) quality specifications.
The City's Diesel Fleet
The City Plymouth has approximately 90 vehicles or pieces of equipment that burn diesel
fuel. Diesel engines are used by almost all divisions in the city. They range from large
fire and dump trucks, off road construction equipment down to small support equipment.
The majority of City equipment using diesel fuel are larger trucks. (over 33,000GVWR).
We have off road construction type equipment such as wheel loaders, a grader,
Excavator, Back Hoes, Skid Steers and a small dozer.. Other equipment using petroleum
diesel are lawn mowers, generators and a variety of small support equipment like asphalt
rollers.
The City's Diesel Fuel storage
The city diesel fuel storage tank was upgraded in 1991 with the Public Works
maintenance building expansion project. The tank meets all requirements for
underground fuel storage. It has a capacity of 10,000 gallons. It is tied into a
computerized fleet dispensing system, "Gas boy". Gasboy records all fuel dispensed,
who dispensed it, what vehicle it went into and of course number of gallons dispensed.
Gallons used, cost, and type
In 2004 63,544 gallons of diesel fuel was used. This is a combination of fuel used on
roads and off roads. About 20,000 gallons were use off road. The fuel is purchased off
the Hennepin County bid for diesel fuels. The fuel is delivered in transport quantities
which is 7,501 gallons. In the wanner months a # 2 diesel fuel in used and during the
colder months December through February # 1. diesel fuel .is used. The #1 diesel fuel has
easier flow characteristics preventing gelling or freezing of the fuel. We paid 51.19 to
51.77 per gallon for on road diesel in 2004.
On May 2, 2005 I checked current prices from a local fuel supplier. The prices were
51.6381 per gallon for # 2 petroleum diesel and $1.6518 for B-5 soy biodiesel. That is
5.0137 spread. This soy bio price does not include tax credits that maybe available for
those suppliers who blend and handle the Bio -Diesel products. The suppliers would pass
this credit on to users in the way of lower costs.
The future
From the reading and research I have done, I cannot find any negative effects from. using
Bio -Diesel except for price. And at this point that is not an issue. If the demand for B-
100 is greater than the supply, we will need to look at the cost of using Bio -Diesel.
I am planning on buying B-2 late June or early July even if the legislature does not make
it mandatory. If there are no negative effects to our diesel engines, I would like to
increase the Bio -Diesel to 5% and continue on this way.
We will be prepared to change fuel filters more often at the onset since Bio -Diesel may
dislodge contaminates present in some of the older the fuel. systems, but I believe these
will be few.
Attached are articles on:
Diesel engine manufacturers comments
Suppliers in our area who deliver Bio -Diesel
A new release from the Minn Dept of Agriculture
Statue on Bio -Diesel
Miscellaneous articles on Soy Diesel
City own equipment with diesel engines
MM -U4 -U5 F K 1 14:26 L': LGLE: 'TRUCK ENGINES
Ultra\\Low Sulfur Diesel (ULSD)
C:are rpil ar recommends that all distillate esel.
fuel, incl di.1<, L'i.SD fuel. (ie fuel < 15 p m
sul. fur us 7 ASTM D 2622 or DIS 514 0) meet
the requiret ents of the Caterpillar
Specif.icatior. • for Distillate Diesel F el.
Note: Catcrpilla recommends tha fuel be
filtered through a el filter with rating of less
than five (5) micro Is absolutethe point where
the fuel is dispensed nto the v hicle.
Aftermarket Fuel Aditi es
There are many different es of fuel additives
that are available to use. aterpillar does not
generally recommend th uNc of fuel additives.
In special circumstanc , Ca.terpillar recognizes
the need for fuel addi ves. Fu additives need
to be used with cauti n. The ad 'five may not be
compatibly with th fuel. Some a ditives may
precipitate. This, •tion causes dep sits in the
fuel system. Theeposits may cause eizure.
Contact your 4-1 supplier for those
circumstance when fuel additives are r quired.
Your .fuel su plier care make recommen tions
for additiv to use and for the proper leve of
treatment. or best results, your fuel suppliers
should tr at the fuel when additives are needed.
Biodiesel
Biodiesel is a fuel that can be made from a
variety of sources, primarily from soybean oil or
rapeseed oil. Without esterification, these oils
oel in the cra:izkcase and fuel tank and may not
be compatible with, many of the elastomers used
in today's engines_ In their original form, these
oils are not suitable for use as a fuel in
compression engines. To use these oils as fuel,
they must be esterified. Alternate base stocks for
biofuel may include animal tallow, waste
eooklmz oils, or a. variety of other feedstocks.
Caterpillar certifies its engines using the
prescribed EPA and European Certification
Fuels. Caterpillar does not certify engines on
any other fuel. It is the user's responsibility to
use the coi-rect Nuel as recommended by the
manufacturer and allowed by EPA or other IocaI
regulatory agencies_ It is the responsibility of
the user to obtain the proper local, regional,
F,X N0, 9528874:,90 P, 05
and/or national exemptions required for the use
Of biodiesel in any emissions regulated
Caterpillar cnginc.
Warranty and the Use of Biodiesel Fuel in
Caterpillar Engines
Caterpillar neither approves nor prohibits the
use of biodiesfrl fuels_ Caterpillar is not in a
position to evaluate the many variations of
biodiesel fuels, and the: long term effects on,
performance, durability or emissions
compliance of Caterpillar products. The use of
biodiesel fuels does not affect Caterpillar's
materials and workmanship warranty.
Failures resulting from the use of any fuel are
not Caterpillar factory defects and therefore the
cost of repair would NOT be covered by
Caterpillar's warranty.
Recommendation for the Use of
Biodiesel Fuel in Caterpillar Engines
For Caterpillar 3 116, 3126, 3176, 3204,
3306; C-10, C-12, 3406, C-15, and C-16
encluies: Biodiesel meeting the requirements
listed in Cate'rpillar's biodiesel specification or;
meeting either ASTM D6751 or DIN 516067 are
acceptable. They may also be blended in any
percentage with an acceptable diesel fuel,
provided the biodiesel constituent meets the
requirements outlined in the Caterpillar
Biodiesel Specifications Table 5 prior to
blcndinC.
Biodiesel has not been validated for use in
Caterpillar engines that utilize ACERT''
technology. Oncc testing is complete, it will be
ncluded in the Operation and Maintenance
Manuals.
When burningibiodiesel, or any blend of
biodiesel, it is the responsibility of the user to
obtain the proper local, regional, and/or national
exemptions required for the use of biodiesel in
ariy emissions re_=ulated Caterpillar engine..
When using a fuel that meets Caterpillar's
Biodicscl specification, ASTM D6751, or DIN
51606 specifications, and when adherin., to the
foIIoxing recommendations, the use oI bIodieseI
should pose no problems.
37
M,iR-04-Ob FR1 14:27 LIEGLER 'TRUCK ENGINES FAX NO 9528874590
Recommendations Water is naturally more prevalent in biodiesel
The oil change interval can be affected by the fuels than in distillate fuels.
use of biodiesel fuel. Use Scheduled Oil
Sampling (S -O -S) to monitor the engine oil
condition and to determine the optimum oil z,
than -e intcrval.
Biodiesel provides approximately 5-7% less
energy per ?allon of fuel when compared to
distillate fuels. To avoid engine problems
when the engine is converted back to 100%
distillate diesel fuel, do not change the engine
rating to compensate for the power loss.
Elastomer compatibility with biodiesel is still
being monitored. The condition of seals and
Noses should be monitored regularly.
Biodiesel fuels may pose low ambient
temperature problems for both storage and
operation. At Iow ambient temperatures, fuel
may need to be :stored in a heated building or a
heated storage tank. The fuel system may
require heated fuel lines, filters, and tanks.
Filters may plug and fuel in the tank may
solidify at low ambient temperatures if
precautions are not taken. Consult your
biodiesel supplier for assistance in the
blending and attainment of the proper cloud
point fuel.
Biodiesel has poor oxidation stability, which
can result in long term storage problems. The
poor oxidation stability qualities may
accelerate fuel oxidation in the fuel system.
This is especially true in engines with
electronic fuel systems because they operate at
higher temperatures. Consult the fuel supplier
for oxidation stability additives.
c Biodiesel fuel is an exceilent medium for
microbial growth. Microbes cause fuel system
corrosion and premature filter plugging. The
effectiveness of conventional anti -microbial
additives, when used in biodiesel is not
known. Consult your fuel and additive
supplier for assistance.
Care must be taken to remove water from fuel
tanks. Water accelerates microbial growth.
HOME PRI('
Minnesota Biodiesel Retailers
Oil W
QQ f
w. .r" ...rd%Y.S::r....iW ilC JRP.T Hd' h„Y .. i-. . .h . i :. .x r *rvi.x .
Cities that offer biodiesel are searchable by five -digit ZIP Code or by
alphabetical list. If a search on your ZIP Code returns few or no results,
please try the alphabetical listing.
If you are, or know of, a fuel retailer who is offering 2% or higher blends of
biodiesel in Minnesota and they are not: on this list, please notify the
Minnesota Soybean office by e-mail or call (888) 896-9678.
Search By:
Page 1 of 2
ZIP Code: 155447 Search
or —
City: ABCDEFGHI3 K L M N 0 P Q R S T U V W X Y Z
Search Results:
Mid -County Coop
Phone: 952-443-2161
Kath Fuel Service
Jim Hoops
Phone: 651-484-3325
Fax: 651-484-6743
jimhoops@kathfuel.com
Mid -County Coop
Quay Zander
Phone: 952-466-5657
quayz@midcountycoop.com
Cash Gas Inc.
1.793 Arboretum Blvd.
Victoria, MN 55386
Distance: 12.8 miles
Get directions...
3096 Rice Street
St. Paul , MN 55113
Distance: 16.5 miles
Get directions...
700 W Lake Street
Cologne, MN 55322
Distance: 21.4 miles
Get directions...
http:;;!ww,N-.ninsovbean.org/Biodiesel/Retailers.cfTn 4/28/2005
4i' mean - Minnesota Biodiesel Retailers Page 2 of 2
Martin Moritz 20541 Twin Lake Rd.
Phone: 763-441-2864 Elk River, MN 55330
Distance: 21.7 miles
Get directions...
Central Coop
Steve Johnson Blooming Prairie, MN 55313
Phone: 507-451-1230 Distance: 22.0 miles
Get directions...
Centra Sota Cooperative
Jeff Johnson P.O. Box 210
Phone: 763-682-1464 Buffalo, MN 55313
Distance: 22.0 miles
Get directions...
Farmers Union Coop
Jack or Kevin 425 Clinton St.
Phone: 651-451-1151 South St. Paul, MN 55075
Distance: 23.2 miles
Get directions...
Riverside Oil
Jeff PO Box 608
Phone: 763-295-3708 Monticello, MN 55362
Distance: 25.4 miles
Get directions...
Lake Region Coop
Brian Yager Maple Lake, MN 55358
Phone: 320-963-3137 Distance: 29.5 miles
Get directions...
Kroells Oil Co.
Dusty Kroells PO Box 7
Phone: 507-326-7161 Green Isle, MN 55338
Distance: 32.1 miles
Get directions...
http:;, %-",.mnso,bean.org/Biodiesel/Retailers.cfm 4/28/2005
Governor Pawlentv establishes Minnesota Biodiesel Task Force Pale 1 of l
s've,,= lx t1Nty ESC T/ hEPARTlv1ENT CSF
AGRICUffURE
rkR".mi Ts.tr T(—,
FOR IMMEDIATE RELEASE: Thursday, March 20, 2003
Contact:
Michael Schommer, Communications Director, 651-297-1629
Ralph Groschen, Agricultural Marketing Specialist, 651-297-2223
ST. PAUL, Minn. — Seeking to accelerate development of Minnesota's biodiesel industry, Governor Tim Pawlenty today
announced the formation of a Biodiesel Task Force. The nine -member group will advise the Minnesota Department of
Agriculture (MDA) on methods to increase production and use of biodiesel in Minnesota.
Legislation passed by the 2002 Minnesota Legislature requires that 2 percent of Minnesota's diesel fuel be replaced with
biodiesel by June 2005. This requirement will take effect on the condition that the state has developed by that time an
annual biodiesel production capacity of at least 8 million gallons. To help reach that production capacity and ensure a
smooth introduction of biodiesel into the marketplace, the new task force will help promote and educate possible biodiesel
developers, marketers, consumers and manufacturers.
Governor Pawlenty said the task force will play a key role in making biodiesel use widespread in Minnesota.
The task force will be an important tool for spurring biodiesel production in Minnesota," said Governor Pawlenty. "It will
generate new, creative ideas for biodiesel producers."
The task force will include representatives from farm organizations, fat and oil processors, the petroleum industry,
environmental and/or public health groups, grower organizations, research and education experts, and consumers. Task
force meetings will cover all biodiesel issues from a regular update on local, regional and national biodiesel activities to
discussions on developing the biodiesel market and production industry.
MDA Commissioner Gene Hugoson said the task force will help the state's biodiesel sector overcome early hurdles.
For several years before our in-state ethanol industry formed, Minnesota used millions of gallons of ethanol in gasoline
but produced a very small amount here in the state," Hugoson said. "We want to make sure we don't have that lag time
with biodiesel. We also want to maximize the benefits of biodiesel for Minnesota's farmers and the state's economy. The
Biodiesel Task Force will help make this happen."
Task force applications are now being taken. The application form is available on the Minnesota Secretary of State's
website at: http://www.sos.state.mn.us/openapr)/Open%2OAppointments.pdf, or by calling MDA Senior Marketing
Specialist Ralph Groschen at 651-297-2223. All applications should be submitted directly to the Secretary of State's office
at 180 State Office Building, 100 Rev. Dr. Martin Luther King, Jr., Blvd, St. Paul, MN, 55155-1299.
30-
Minnesota Department of Agriculture, 90 `Nest Plato Boulevard, Saint Paul, Minnesota 55107
651-297-2200 • 1-800-967-2474 • TTY: 1-800-627-3529 • webinfo@mda.state.mn.us
Best viewed at a screen resolution of 1024 x 768
http://www.mda.state.mn.us/newsreleases/2003news/03mar'—)Oa.htm 4/28/2005
Minnesota Statutes 2004, 239.77 Page 1 of 1
i n leso.ta Statutes..2004,__Tab.leof Chapters
Table o_f._contecontents for Chapter 239
239.77 Biodiesel content mandate.
Subdivision 1. Biodiesel fuel. "Biodiesel fuel"
means a renewable, biodegradable, mono alkyl ester combustible
liquid fuel derived from agricultural plant oils or animal fats
and that meets American Society For Testing and Materials
Specification D6751-02 for Biodiesel Fuel (B100) Blend Stock for
Distillate Fuels.
Subd. 2. Minimum content; effective date. (a) Except
as otherwise provided in this section, all diesel fuel sold or
offered for sale in Minnesota for use in internal combustion
engines must contain at least 2.0 percent biodiesel fuel oil by
volume.
b) The mandate in paragraph (a) is effective on and after
the date that the conditions in clauses (1) and (2), or in
clauses (1) and (3), have been met:
1) thirty or more days have passed since the commissioner
of agriculture publishes notice in the State Register that
annual capacity in Minnesota for the production of biodiesel
fuel oil exceeds 8,000,000 gallons;
2) eighteen months have passed since the commissioner of
agriculture publishes notice in the State Register that a
federal action on taxes imposed, tax credits, or otherwise,
creates a reduction in the price of two cents or more per gallon
on taxable fuel that contains at least two percent biodiesel
fuel oil and is sold in this state;
3) the date June 30, 2005, has passed.
Subd. 3. Exceptions. (a) The minimum content
requirement of subdivision 2 does not apply to fuel used in the
following equipment: -
1) motors located at an electric generating plant
regulated by the Nuclear Regulatory Commission;
2) railroad locomotives; and
3) off-road taconite and copper mining equipment and
machinery.
b) The exemption in paragraph (a), clause (1), expires 30
days after the Nuclear Regulatory Commission has approved the
use of biodiesel fuel in motors at electric generating plants
under its regulation.
HIST: 2002 c 244 s 1
copyright 2004 by the Office of Revisor of Statutes, State of Minnesota.
http://www.revisor.lec,.state.mn.us/stats/239/77.html 4/28/2005
Minnesota Statutes 2004, 239.771
Va n..l.esot.a__Statutes_2004, Tabl_e.._of Ch_.:apters
Table off_ contents_ for_Chaoter_2,-_9
239.771 Distributor expense reimbursement.
Subdivision 1. Eligibility. A distributor that made
capital expenditures necessary to adapt or add equipment to
blend biodiesel fuel oil under the mandate in section 239.77 may
be eligible for partial reimbursement for those expenditures if
the mandate is repealed within eight years of the date the
mandate is effective.
Subd. 2. Application; eligibility. (a) A distributor
may apply to the commissioner of agriculture for a reimbursement
from money appropriated for this purpose on the following
schedule: If the mandate is repealed within two years of its
effective date, the commissioner shall reimburse up to 80
percent of expenditures. The total amount eligible to be
reimbursed must decline by ten percent each year after the
mandate is effective and must end at 20 percent in the eighth
year.
b) The commissioner must require detailed proof of
expenditures made solely to comply with the mandate.
HIST: 2002 c 244 s 2
copyright 2004 by the Office of Revisor of Statutes, State of Minnesota.
Pale 1 of 1
http://www.revisor.leg.state.rrm.us/stats/239/771.htm1 4/28/2005
Biodiesel
Biodiesel is a domestically produced, renewable fuel that can be manufactured from vegetable oils, animal fats, or
recycled restaurant greases. Biodiesel is safe, biodegradable, and reduces serious air pollutants such as particulates,
carbon monoxide, hydrocarbons, and air toxics. Blends of 20% biodiesel with 80% petroleum diesel (B20) can
generally be used in unmodified diesel engines, however, users should consult their OEM and engine warranty
statement. Biodiesel can also be used in its pure form (B 100), but it too may require certain engine modifications to
avoid maintenance and performance problems. Users should consult their engine warranty statement.
How is Biodiesel made?
Biodiesel fuel can be made from new or used vegetable oils and animal fats, which are non-toxic, biodegradable,
renewable resources. Fats and oils are chemically reacted with an alcohol (methanol is the usual choice) to produce
chemical compounds known as fatty acid methyl esters. Biodiesel is the name given to these esters when they're
intended for use as fuel. Glycerol (used in pharmaceuticals and cosmetics, among other markets) is produced as a
co -product.
Biodiesel can be produced by a variety of esterification technologies. The oils and fats are filtered and preprocessed
to remove water and contaminants. If free fatty acids are present, they can be removed or transformed into biodiesel
using special pretreatment technologies (PDF 5 KB). The pretreated oils and fats are then mixed with an alcohol
usually methanol) and a catalyst (usually sodium or potassium hydroxide). The oil molecules (triglycerides) are
broken apart and reformed into esters and glycerol, which are then separated from each other and purified. (Learn
about PDFs.)
Approximately 55% of the biodiesel industry can use any fat or oil feedstock, including recycled cooking grease.
The other half of the industry is limited to vegetable oils, the least expensive of which is soy oil. The soy industry
has been the driving force behind biodiesel commercialization because of excess production capacity, product
surpluses, and declining prices. Similar issues apply to the recycled ;grease and animal fats industry, even though
these feedstocks are less expensive than soy oils.
Based on the combined resources of both industries, there is enough of the feedstocks to supply 1.9 billion gallons of
biodiesel (under policies designed to encourage biodiesel use).
Biodiesel Fuel Market
The use of biodiesel has grown dramatically during the last few years. The Energy Policy Act was amended by the
Energy Conservation Reauthorization Act of 1998 to include biodiesel fuel use as a way for federal, state, and public
utility fleets to meet requirements for using alternative fuels.
That amendment started the sharp increase in the number of biodiesel users, which now include the U.S. Postal
Service and the U.S. Departments of Defense, Energy and Agriculture. Countless school districts, transit authorities,
national parks, public utility companies, and garbage and recycling companies also use the fuel.
According to the American Biofuels Association, with government incentives comparable to those that have been
provided for ethanol, biodiesel sales could reach about 2 billion gallons per year, or replace about 8% of
conventional highway diesel fuel consumption. At this level of market penetration, biodiesel would probably be
used in bus fleets and heavy-duty trucks (primarily in blends with fossil diesel at the 20% level), marine vessels such
as ferries, construction and agricultural vehicles, home heating oil systems, and electric generation facilities.
Feedstock costs account for a large percent of the direct biodiesel production costs, including capital cost and return.
It takes about 7.3 pounds of soybean oil, which costs about 20 cents per pound, to produce a gallon of biodiesel.
Feedstock costs alone, therefore, are at least $1.50 per gallon of soy biodiesel. Fats and greases cost less and produce
less expensive biodiesel, sometimes as low as $1.00 per gallon. The quality of the fuel is similar to soy biodiesel
fuel.
Biodiesel Benefits
Biodiesel is a substitute or extender for traditional petroleum diesel and you don't need special pumps or high
pressure equipment for fueling. In addition, it can be used in conventional diesel engines, so you don't need to buy
special vehicles or engines to run biodiesel. However, users should always consult with the OEM and engine
warranty statement before using biodiesel.
Scientists believe carbon dioxide is one of the main greenhouse gases contributing to global warming. Neat biodiesel
100 percent biodiesel) reduces carbon dioxide emissions by more than 75 percent over petroleum diesel. Using a
blend of 20 percent biodiesel reduces carbon dioxide emissions by 15 percent.
Biodiesel also produces fewer particulate, carbon monoxide, and sulfur dioxide emissions, all targeted as public
health risks by the Environmental Protection Agency.
Since biodiesel can be used in conventional diesel engines, the renewable fuel can directly replace petroleum
products; reducing the country's dependence on imported oil.
Biodiesel offers safety benefits over petroleum diesel because it is much less combustible, with a flashpoint greater
than 150°C, compared to 77°C for petroleum diesel. It is safe to handle, store, and transport.
For more details on biodiesel benefits go to the National Biodiesel Board's Benefits of Biodiesel Fact Sheet (PDF 19
KB) (Leann about PDFs).
Biodiesel Research and Development
Additional DOE research and development projects are ongoing through the Alternative Fuels Utilization Program
and the Renewable Diesel Alternatives Program. Visit the "Renewable Diesel Page" for more information about
related research.
Additionally, the U.S. Departments of Defense, Transportation, and Energy provide some special grant money for
biofuels research projects. Biodiesel is registered with the Environmental Protection Agency as both a fuel and a
fuel additive.
Biodiesel Infrastructure Resources
Setting up an on-site biodiesel fueling facility for your fleet offers many challenges and some great rewards. There is
much to consider when building biodiesel fueling infrastructure. This page provides resources to help you develop a
biodiesel fueling station and learn about challenges you may face.
Equipment and Standards
Buyint; Biodiesel
Safetv
Fuel Availabilitv
Training
Success Stories
Contacts
Electricity
Electricity can be used as a transportation fuel to power battery electric and fuel cell vehicles. When used to power
electric vehicles or EVs, electricity is stored in an energy storage device such as a battery. EV batteries have a
limited storage capacity and their electricity must be replenished by plugging the vehicle into an electrical source.
The electricity for recharging the batteries can come from the existing power grid, or from distributed renewable
sources such as solar or wind energy.
Fuel cell vehicles use electricity produced from an electrochemical reaction that takes place when hydrogen and
oxygen are combined in the fuel cell "stack." The production of electricity using fuel cells takes place without
combustion or pollution and leaves only two byproducts, heat and water.
What is Electricity?
Electricity is unique among the alternative fuels in that mechanical power is derived directly from it, whereas the
other alternative fuels release stored chemical energy through combustion to provide mechanical power. Motive
power is produced from electricity by an electric motor. Electricity used to power vehicles is commonly provided by
batteries, but fuel cells are also being explored. Batteries are energy storage devices, but unlike batteries, fuel cells
convert chemical energy to electricity. To learn more about fuel cells, go to the DOE's Hvdrogen, Fuel Cells. and
Infrastructure Technologies program site.
5,,,_. hcan - Frequently Asked Questions
4
HOME PRIORITY;
1 - 3K -T.T;4Mr.T '-'- S-1.9-=ni 9-•i
Biodiesel: An Environmental Blending Component for Diesel
Fuel in Minnesota
What is biodiesel?
Is biodiesel a legal fuel?
What is the industry doing to ensure biodiesel quality?
How is biodiesel used today?
Is biodiesel safe?
What are the benefits of using biodiesel as a blending
component in Minnesota?
Where is biodiesel used today as a fuel lubricity additive?
How will this concept fit in with EPA's recently passed
regulation that limits sulfur content in diesel fuel?
Will the biodiesel industry be able to produce enough fuel to
meet the demand in Minnesota?
Can the lubricity benefits be gained through other sources?
What is the cost of biodiesel compared to other petroleum
based lubricity additives?
Will 2% biodiesel affect the cold flow properties of the blend?
The press has reported that for some alternative fuels it takes
as much energy to process the fuel as the fuel contains. What
is the energy balance of biodiesel?
What is biodiesel?
Biodiesel is a clean burning fuel for diesel engines made from domestically
produced, renewable fats and oils such as soybean oil. Biodiesel has no
sulfur or aromatic compounds and already meets the new Environmental
Protection Agency (EPA) ultra low sulfur diesel fuel mandated for
introduction in 2006. Biodiesel can be used in existing diesel engines without
modification. Biodiesel burns substantially cleaner than petroleum based
diesel fuel. It is a powerful option for improving our environment while
reducing dependence on foreign oil, stretching our fossil fuel reserves, and
providing value-added markets for agricultural products.
Top of Page
Page l of 6
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Iii;: h 2an - Frequently Asked Questions
Is biodiesel a legal fuel?
Yes. Biodiesel is registered with the EPA as a fuel and as a fuel additive. It
has complied with Tier 1 and Tier 2 health effects testing required by
Section 211(b) of the Clean Air Act Amendments of 1990. It is the only
alternative fuel to have supplied this rigorous $2.2 million dollar testing
regimen to the EPA.
Top of Page
What is the industry doing to ensure biodiesel quality?
The biodiesel industry considers quality of the utmost importance. It has
fully embraced the setting in industry consensus standards through the
premier fuel standards setting body in the US -the American Society of
Testing and Materials (ASTM). ASTM PS 121, the biodiesel standard in use
today, was approved in 1998. EPA has adopted the ASTM standard as many
states have incorporated PS 121 into their local statues.
The National Biodiesel Board (NBB), the industry trade association, has also
initiated a Biodiesel Quality Accreditation Program -a 'Good Housekeeping
Seal of Approval' for biodiesel marketing companies. Look for the National
Biodiesel Accreditation Program (NEAP) seal when purchasing biodiesel.
Top of Page
How is biodiesel used today?
In the United States, biodiesel is used as both a pure fuel (B100) and as a
blend with conventional petroleum-based diesel fuel (petrodiesel). There are
three primary biodiesel applications today, each of a differing concentration
of biodiesel and for different purposes.
Pale 2 of 6
The most common use is as a 20% blend with petrodiesel (B20) in order to
comply with the Energy Policy Act (EPACT). Another primary use is as a pure
fuel (B100) in environmentally sensitive areas (wetlands, national parks) or
enclosed areas (warehouses, underground mines). A third use is as a
blending stock (levels are 5% or below) as a lubricity -enhancing component
of a premium diesel formulation.
Biodiesel can be used anywhere conventional diesel fuel is used. As the word
on biodiesel spreads, new applications are springing up every day.
Top of Page
Is biodiesel safe?
Yes. Biodiesel is the safest liquid fuel available on the market today. B100 is
nontoxic and biodegrades as fast as sugar. It also has a flash point of more
than 300 degrees Fahrenheit -that's nearly twice as high as conventional
diesel, making biodiesel safer to store, handle and use.
Top of Page
What are the benefits of using biodiesel as a blending component in
ht,,p:,', % A-,,%,.mnsoy bean.oror iodiesel/Fags.cfm 4/28/200
Frequently Asked Questions
Minnesota?
Using biodiesel as a blending component for diesel fuel has environmental
benefits, technical benefits and economic benefits to Minnesota agriculture
and the nation as a whole. Incorporating just 2% biodiesel in 800 million
gallons of on -road, off-road, farm and military diesel fuel used in Minnesota
every year will have the benefits outlined below.
Environmental Benefits:
A 2% biodiesel blend in Minnesota diesel fuel each year will curtail harmful
tailpipe emissions. Annually it will:
Reduce poisonous carbon monoxide emissions by more than 800
thousand pounds.
Reduce ozone forming hydrocarbon emissions by almost 91 thousand
pounds.
Reduce hazardous diesel particulate emissions by almost 70
thousand pounds.
Reduce acid -rain causing sulfur dioxide emissions by more than 70
thousand pounds.
According to the EPA, diesel fuel exhaust contains harmful polycyclic organic
matter (POM) that can affect the reproductive, developmental,
immunological and endocrine (hormone) systems in humans and in wildlife.
Burning just 2% biodiesel in Minnesota would:
Reduce harmful and cancerous POM impacts to streams, wildlife and
humans by more than 80% for the 16 million gallons of petroleum
diesel that would be displaced.
Biodiesel is produced from renewable sources grown and harvested each
year, such as soybeans, in what experts call a closed loop carbon cycle.
Biodiesel has appropriately been called "solar power, only more feasible."
Use of 2% biodiesel each year in Minnesota would:
Reduce Life Cycle Carbon Dioxide emissions by more than 250 million
pounds. That's enough to fill 5000 semi trailers.
Extend the fossil diesel supply almost four -fold for every gallon of
diesel replaced by biodiesel.
Performance Benefits:
Biodiesel provides superior fuel lubricity, even at very low blend levels.
Sufficient fuel lubricity is necessary to reduce equipment wear and
premature breakdown. Bench scale testing has shown that 1% biodiesel can
improve the lubricity of diesel fuel 65%, which improves further as more
biodiesel is added, although exact results will vary depending on the base
diesel fuel stock. Based on this and other testing, Stanadyne--one of largest
diesel fuel injection companies in the world --has stated:
Pale 3 of 6
lhttp:,,'«v''.mnso,,.,bean.orgBiodieseUFags.cfin 4/28/2005
V1[in_' I SOOL an -Frequently Asked Questions
Incorporation of 2% biodiesel into conventional fuel will eliminate
the concerns we have with fuel lubricity."
Since biodiesel is a fuel, and not just an additive, incorporation of
2% biodiesel insures adequate fuel lubricity while eliminating over-
dosing concerns present with other additives."
Pure biodiesel, 8100, also has high natural cetane (above 50), similar BTU
content and provides similar fuel economy to petroleum based diesel fuel, so
incorporation at levels below 5% will be transparent to the driver of the
vehicle.
Since biodiesel contains no sulfur or aromatic compounds, it can also be
used to blend down these levels in petrodiesel, which may become
extremely important over time.
Economic Benefits:
Inclusion of biodiesel in on -road diesel fuel at a level of 2% in Minnesota for
lubricity purposes would do the following:
Create demand for more than 16 million gallons of biodiesel.
Utilize the oil from more than 11. million bushels of soybeans (more
than 123 million pounds of soybean oil).
Add 1.7 to 4.2 cents to the value of a bushel of US soybeans, based
on economic analyses conducted by USDA -ERS and FAPRI.
Increase gross farm income in Minnesota between $4 million and $11
million, and decrease federal outlays under the soybean marketing
loan program in similar amounts.
Potentially reduce fleet operating costs through increased equipment
life.
Pne 4 of 6
Additional economic impacts, such as increased employment; increased level
of economic activity and corresponding state and local tax revenue; and
other indirect and induced economic impacts will also occur.
Top of Page
Where is biodiesel used today as a fuel lubricity additive?
A total of seven companies have released premium additive packages
containing biodiesel, in which biodiesel is a major marketing aspect of the
products. In the summer of 1999, Koch - the second largest privately owned
company in the US behind Cargill - launched a new premium diesel fuel
product called US SoyField Diesel. It is now sold in more than 20 terminals
in the Midwest and is expanding. Also in 1999, Country Energy (the
Farmland/Cenex petroleum joint venture) launched SoyMaster, its
proprietary premium diesel containing biodiesel, in four terminals in the
Midwest.
Top of Page
How will this concept fit in with EPA's recently passed regulation that limits
sulfur content in diesel fuel?
Imp:mnsoybean.orgr/Biodiesel/Fags.cfin 4/28/2005
0)vhL: n - Frequently Asked Questions
EPA has finalized rules that will require a reduction in the sulfur content of
highway diesel fuel of more than 95% from its current level of 500 ppm.
Biodiesel already meets EPA's new low sulfur diesel requirements, and can
play an important role as a blending stock for the entire US diesel motor
pool. Biodiesel has no sulfur or aromatics and increases fuel lubricity
significantly when blended with petroleum diesel fuel -even at very low
levels. Future diesel fuel will require the addition of a lubricity additive.
Biodiesel could be included as a low level blending component in diesel fuel
as a means to improve fuel lubricity while providing environmental,
economic, and energy security benefits to diesel users and the US public at
the same time.
Top of Page
Will the biodiesel industry be able to produce enough fuel to meet the
demand in Minnesota?
Yes. If 2% biodiesel were blended with the Minnesota on -road, off-road,
farm and military diesel fuel market, approximately 16 million gallons of
biodiesel would be required. There are presently 13 companies that have
invested millions of private dollars into the development of the biodiesel
manufacturing plants and are actively marketing biodiesel. Based on
existing dedicated biodiesel processing capacity and long-term production
agreements, more than 200 million gallons of biodiesel capacity currently
exists and many dedicated biodiesel processing facilities are capable of
doubling their production capacity within 18 months.
Top of Page
Can the lubricity benefits be gained through other sources?
Yes, replenishing the loss lubricity that will be apparent in future diesel fuel
can be accomplished with conventional lubricity additives either on the
market today or in the process of being formulated.
Top of Page
What is the cost of biodiesel compared to other petroleum based lubricity
additives?
Economically, these products are the same or less expensive than biodiesel.
Petroleum based additives, however, do not have the same conservation,
energy security, environmental, and economic benefits. All of these factors
need to be weighed fully.
Top of Page
Will 2% biodiesel affect the cold flow properties of the blend?
There are minimal differences between the 2% blend and pure petrodiesel.
Top of Page
The press has reported that for some alternative fuels it takes as much
energy to process the fuel as the fuel contains. What is the energy balance
of biodiesel?
Pane 5 of 6
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UNIT # DESCRIPTION DEPT
20 AERIAL 90 A-21 FIRE
202 AIR COMP 88 Sullair STREET
319 AIR COMPRESS Ingersol S & W
210 ARROW BOARD STREET
229 ARROW BOARD STREET
243 ASPH ROL DD24 Inger STREET
233 ASV RC 100 STREET
258 BOOM TRUCK 86 GMC S & W
620 CHIPPER 01 Woodsman FORESTRY
590 CHIPPER TRUCK 03 Inter FORESTRY
174 COMMAND UNIT 99 E-350 POLICE
224 CONVEYOR STREET
502 DOZER 98 DC3111 Cat PARK
244 DRAINAGE TRU STREET
275 DUMP SINGLE 00 STREET
279 DUMP SINGLE 03 STREET
256 DUMP SINGLE 85 STREET
261 DUMP SINGLE 88 STREET
262 DUMP SINGLE 89 STREET
265 DUMP SINGLE 90 STREET
266 DUMP SINGLE 90 STREET
273 DUMP SINGLE 98 STREET
274 DUMP SINGLE 99 STREET
276 DUMP TAND 01 STREET
277 DUMP TAND 01 STREET
278 DUMP TAND 03 STREET
280 DUMP TAND 05 STREET
281 DUMP TAND 05 STREET
270 DUMP TAND 95 STREET
271 DUMP TAND 97 STREET
272 DUMP TAND 98 STREET
230 ELGIN Pelican SWEEP STREET
228 EXCAVATOR CX160 STREET
563 FLUSHER 95 Ford PARK
576 FLUSHER 99 GMC PARK
584 GARBAGE TR 01 Intema PARK
305 GEN SET 01 Onan 350 KW S & W
332 GEN SET 15KV S & W
325 GEN SET 25 KV Winco S & W
315 GEN SET 30 KV S&W
302 GEN SET 96 Onan 35OKW S & W
GRADER STREET
HAZ/MAT 94 R-11 FIRErHOLDER01PARK
JET S&W
4 JET VAC S & W
28 LADDER/PUMP 98 L-31 FIRE
200 LOADER 624 STREET
203 LOADER 624H STREET
UNIT # DESCRIPTION DEPT
564 LOADER 94 Cat IT12 PARK
201 LOADER 950 STREET
600 MISC DIESEL C.E.
527 MOWER 328 03Toro 4x4 PARK
521 MOWER 325 00 Toro 4x4 PARK
523 MOWER 325 00 Toro 4x4 PARK
524 MOWER 325 00 Toro 4x4 PARK
520 MOWER 580 01 Toro 4x4 PARK
525 MOWER 580 01 Toro 4x4 PARK
526 MOWER 580 01 Toro 4x4 PARK
660 MOWER 98 4x4 325D PARK
540 MT TRACK 99 MT -5 PARK
582 ONE TON 00 4x4 F-450 PARK
585 ONE TON 01 4x4 F-350 FORESTRY
253 ONE TON 03 4x4 F-450 STREET
340 ONE TON 93 4x2 F-450 S & W
721 ONE TON 93 4x2 F-450 C.E.
559 ONE TON 94 4x4 Chev PARK
572 ONE TON 96 4x4 Chev PARK
574 ONE TON 97 4x4 Chev PARK
249 ONE TON 98 Chev STREET
592 ONETON 03 4X4 F-450 PARK
12 PUMPER 85 E-11 FIRE
2 PUMPER 89 T-31 FIRE -
18 PUMPER 89 E-21 FIRE
19 PUMPER 89 E-31 FIRE
34 PUMPER, RESCUE E-21 FIRE
247 SIGN TRUCK STREET
221 SKID STEER 90XT STREET
575 SKID Steer 96 1845C PARK
565 SNOWBLO 94 Fair 742SI PARK
234 SPRAY PATCHER STREET
561 " SPRAYER 94 Toro PARK
577 TORO MOWER 98 455D PARK
31 TOWER -AERIAL 01 T-11 FIRE
227 TRAC MOW 6610 Ford STREET
529 TRACTOR 86 Case 485 PARK
569 TRACTOR 95 JD 5300 PARK
25,4 Tractor Chas 01 Ster STREET
205 Trencher Compactor STREET
Agenda Number:
TO: Mayor and City Council
FROM: Laurie Ahrens, City Manager
SUBJECT: Set Future Study Sessions
DATE: May 10, 2005, for City Council meeting of May 17, 2005
1. ACTION REQUESTED: Review the pending study session topics list and establish future
study sessions if desired.
Pending Study Session Topics
at least 3 Council members have approved the following study items on the list)
Other requests for study session topics:
Update with City Manager — quarterly (next mtg. Aug.)
Campaign sign enforcement
Discuss Point of Sale Program (Stein)
Discuss possible reimbursement for flooding site (Johnson)
OFFICIAL CITY MEETINGS
May 2005
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
1 2 3 4 5 6 7
8:30 PM SPECIAL
COUNCIL MEETING:
COMPREHENSIVE
PIAN AMENDMENT
PROCESS, Lunchroom
8:30 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
7:0o PM
ENVIRONMENTAL
QUALITY COMMITTEE
EOC), Council
chambers
7:00 PM PARK 8
REC ADVISORY
COMMISSION
PRAC), Council
Chambers
7:00 PM PLYMOUTH
ICE SHOW,
Plymouth Ice Center
PLYMOUTH ICE
SHOW (2 & 7 PM),
Plymouth Ice Center
7:00 PM REGULAR
COUNCIL
MEETING, Council
Chambers
15 16 17 18 19 20 21
7:00 PM
PLANNING
COMMISSION,
Council Chambers
700 PM HOUSING &
REDEVELOPMENT
AUTHORITY
Lee Room
9:00 AM -3:30 PM
PLYMOUTH
CLEAN-UP DAY,
Public Works
Maintenance
6:30 PM SPECIAL
COUNCIL
MEETING: DISCUSS
ATTY SVCS;
STREET RECONST;
GAMBLING FUND;
BIO -DIESEL FUELS;
Lunchroom
Facility
22 23 24 25 26 27 28
6:45 PM YOUTH MI RYMOUT.
BUSINESS COUNCIL, Slwtlon 7:00 PM
ADVISORY MlwwW6Wdl PLYMOUTH
COUNCIL, Council R..y o— Mn—
ADVISORY
Chambers COMMITTEE ON
5-W- 30PMSPECIAL TRANSIT(PACT)-
COUNCILMEETING:YOUTH
TOWN FORUM, PlyrroM
cI C-.
AOPMREGUL COUNCIL
MEETING, OauNnl CnanENtt
Medicine Lake
Room
29 30 31
Jun 2005Apr2005
MEMORIAL DAY
Observed) - City
Offices Closed
S M: T W T F S S M T W T F S
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 5/10/2005
OFFICIAL CITY MEETINGS
June 2005
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
1 2 3 4
May 2005
S M T W T F S
Ju12005
S M T W T FS
1 2
7:00 PM
PLANNING
COMMISSION,
7:00 PM HUMAN
RIGHTS
COMMISSION - 1 2 3 4 5 6 7
8 9 10 11 12 13 14
15 16 17 18 19 20 21
3 4 5 6 7 8 9
10 11 12 13 14 15 16
Council Chambers Medicine Lake
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
ADVISORYCOUNCIL,
Medicine Lake Room
this meeting only)
7:00 PM SPECIAL CITY
COUNCIL MEETING:
BUDGET PRIORITIES;
Lunch Room
7:00 PM
ENVIRONMENTAL
OUALRY COMMITTEE
EOC), Council
Chambers
7:00 PM PARK 8
REC ADVISORY
COMMISSION
PRAC), Council
7:00 PM SPECIAL
COUNCIL MEETING:
JOINT MEETING WfTH
HENNEPIN COUNTY
OFFICIAL ON HWY.
101, Council Chambers
Chambers
12 13 14 15 16 17 18
900 PM SPECUIL
COUNCIL MEETING:
CONSIDER ZONING
AMENDMENTS TO ALLOW
RELIGIOUS INSTITUTIONS
IN INDUSTRIAL
DISTRICTS; LurOmom
7:00 PM
PLANNING
COMMISSION,
Council Chambers
4:30 PM ANNUAL
PARK TOUR, depart
from City Hall
7:00 PM HOUSING 8
REDEVELOPMENT
AUTHORITY (HRA),
Medicine Lake Room
7:00 PM REGULAR
COUNCIL MEETING,
Coon' ChamM.
Flag Day
19 20 21 22 23 24 25
7:00 PM
PLYMOUTH
ADVISORY
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 5/10/2005
OFFICIAL CITY MEETINGS
July 2005
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
Jun 2005 Aug 2005 1 2
S M T W T F 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
CLOSED
INDEPENDENCE
DAY
5:15 PM MUSIC
IN PLYMOUTH,
Hilde
Performance
Center
7:00 PM HUMAN
RIGHTS
COMMISSION -
Medicine Lake
Room
10 1.1 12 13 14 15 16
7:00 PM
REGULAR
COUNCIL
MEETING, Council
Chambers
7:00 PM
ENVIRONMENTAL
QUALITY COMMITTEE
EQC), Council
Chambers
7:00 PM PARK &
REC ADVISORY
COMMISSION
PRAC), Council
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
AUTHORITY (HRA),
Medicine Lake Room
24 25 26 27 28 29 30
11:45 AM PLYMOUTH
BUSINESS COUNCIL,
Sh.n1.n Mnne'W "."PLYMOUTH
12201Rlde.d.WOn..,
7:00 PM
ADVISORY
Min -Wk. COMMITTEE ON
TRANSIT (PACT) -
7:00 PM REGULAR
COUNCIL MEETING,
C._a Cn Mb..
Medicine Lake
Room
31
modified on 5/10/2005
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
ENVIRONMENTAL
OUALITY
ECC)CCoouncil EE
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
LANNING
MMISSION,
CouncilChambers
7:00 PM HOUSING &
REDEVELOPMENT
AUTHORITY (HRA),
Medicine Lake Room
21 22 23 24 25 26 27
7:00 PM REGULAR
COUNCIL MEETING,
Councl Chambers
7:00 PM
PLYMOUTH
ADVISORY
SPECIAL COUNCIL
MEETING
IMMEDIATELYFOLLOWING
REGULAR MEETING)
BUDGETSTUDY
SESSION, Black Box
Theater, PCC
COMMITTEE ON
TRANSIT (PACT) -
Medicine Lake
Room
28 29
6:45 PM YOUTH
ADVISORY
COUNCIL, Council
30 31
Jul 2005
S M T W T F S
Sep 2005
S M T W T F S
1 2 1 2 3
Chambers 3 4 5 6 7 8 9 4 5 6 7 8 9 10
10 11 12 13 14 15 16 11 12 13 14 15 16 17
17 18 19 20 21 22 23 18 19 20 21 22 23 24
24 25 26 27 28 29 30 25 26 27 28 29 30
31
modified on 5/10/2005
OFFICIAL CITY MEETINGS
September 2005
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
1 2 3
Aug 2005
S M T W T F S
1 2 3 4 5 6
Oct 2005
S M T W T F S
1
7:00 PM HUMAN
RIGHTS
COMMISSION -
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
Offices, Closed
7:00 PM SPECIAL
COUNCIL MEETING:
BUDGET STUDY
SESSION; Cont. Rm. 2,
Plymouth Creek Center
lower level
7;00 PM
PLANNING
COMMISSION,
Council Chambers
7:00 PM PARK 6 REC
ADVISORY COMMISSIONADVISORYCouchCh.mb.n
7:00 PM SPECIAL
COUNCIL MEETING:
BUDGET STUDY SESSION
IF NEEDED); Cord. Rm. 2,
PlymouR, Creek C.rNr
Io—r bvel
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
QUALITY COMMITTEE
EQC), Counci
chambers
7:00 PM HOUSING &
REDEVELOPMENT
AUTHORITY (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
7:00 PM Autumn Art Fair
PLANNING and Plymouth
COMMISSION, on Parade
Council Chambers
25 26 27 28 29 30
6:45 PM YOUTH
ADVISORY
COUNCIL, Council
Chambers
11:45 AM PLYMOUTH
BUSINESS COUNCIL,
Sheraton Minneapolis
West 12201 Ridgedala
Drhe, Minnetonka
7:00 PM
PLYMOUTH
ADVISORY
COMMITTEE ON
TRANSIT (PACT) -
Medicine Lake
7:00 PM REGULAR
COUNCIL MEETING,
Coundl Chambers
Room
modified on 5/10/2005
MEMO
CITY OF PLYMOUTH
3400 PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447
DATE: May 5, 2005
TO: Laurie Ahrens, City Manager
FROM. Mike Kohn, Financial Analyst through Dale Hahn, Finance Director
SUBJECT: City of Plymouth Investment Report (3/31/05)
Attached, you will find a report on the status of the City's investments as of March 31,
2005. The City's average weighted yield (3.21% as of 3/31/05) has increased slightly
over the last quarter, and has returned to a level not seen since the end of 2003. This
increase resulted from the Fed's increase of short-term rates to 2.75% as of 3/31/05. This
is a level not experienced since September 17, 2001.
Over the last several months nearly all investments have been made in commercial paper
maturing within 2 months. This was done to provide cashflow for the long list of capital
projects underway. The need for this strategy is underlined by the fact that the City's
portfolio has declined by $13,948,629 over the last three months. While the June, July,
and December tax settlements will help, it is expected that a high level of expenditures
will continue for at least the next year.
Looking forward, rates are expected to increase from their still historically low and
accommodative levels. The rate of such increase is likely to be fairly slow and
measured". Sharon Stark, the Chief Fixed Income Strategist for Legg Mason, expects
the Federal Funds rate to rise from its current level of 3% to 3.75% by the end of 2005.
She also expects that the 10 -year treasury will increase from its current level of 4.20% to
about 5% by the end of the year. In light of projected cashflow needs, I plan to continue
investing fiends in securities maturing within 3 months. As a result, I expect that our
average yield will slowly climb from its current level as short-term rates rise.
City of Plymouth
Investment Report
March 31, 2005
Investments By T)'tie
Commercial Paper
Federal Farm Credit Bank:
Federal Home Loan Bank
Federal Home Loan Mortgage Corporation
Federal National Morteaee Association
Treasury Receipts
Investments By Maturity
Less than 1 year
1 to 2 years
2 to 3 years
3 to 4 years
4 to 5 years
5 to 6 years
6 to 7 years
7 to 8 years
8 to 9 years
9 to 10 Years
10 to 1 I rears
1 I to 12 Years
12 to 13 Years
13 to 14 Years
14 to 15 Years
Custodial Fees/Revenues
January
February_
Match
April
11av
June
July
August
September
October
November
December
Sub -Total
ET
Book Value Percent of Portfolio
10,711.028.74 8.91300
2,50000.00 2.101.
67,192.059.38 56.34%
20,240, 282.93 16.97%
17,129,342.64 14.3690
1.492.082.72 1.25%
119,264;796.41 100.00%
Book Value Percent of Portfolio
71,672-876.52 18. t7,0
17,526,412.16 14.700o
17.515.038.35 14.6900
24.974.375.00 20.94%
12.498.460.00 10.480o
1.636.479.38 1.37%
3.000000.00 2.520 e
2,750,000.00 2.310 0
6,498,000.00 5.45° 0
5,500,000.4')0 4.610 0
2_.000..000.00 1.680 a
0.00 0.00%
2,000,000.00 1.680, o
1.693.125.00 1,42%
0.00 0.0090
119.264.796.41 100,00° e
Fees Revenues
2;617.07
2,070.44
1,192.50 2,795.09
1.1`J i(I
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16 - 17 Years
15 - 16 Years
14 - 15 Years
13 - 14 Years
12 - 13 Years
11 - 12 Years
10 - 11 Years
9 - 10 Years
8 - 9 Years
7-8Years
6 - 7 Years
5 - 6 Years
4-5Years
3 - 4 Years
2 - 3 Years
1 - 2 Years
1 Year
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16 - 17 Years
15 - 16 Years
14 - 15 Years
13 - 14 Years
12 - 13 Years
11 - 12 Years
10 - 11 Years
9 - 10 Years
8 - 9 Years
7-8Years
6 - 7 Years
5 - 6 Years
4-5Years
3 - 4 Years
2 - 3 Years
1 - 2 Years
1 Year
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Quarterly Investment Performance
1999 Present)
Averatie 4.92 2.53 2.38 4.27 0.64 2.90 2.01
01-2005 Investment Report Worksheet.xls
5.5-2005
Average Spread Spread Spread
Date Wei6ted Yield Chanae CPI -U CPI -Yield 5 Year Treasury Treas-Yield 4 M Fund Yield 4 M - Yield
3/31/2005 3.21 0,07 3.15 0.06 4.167 0-96 2.25 0.96
12/312004 3.14 0.08 3.26 0.12 3.609 0.47 1.77 1.37
9/30/2004 3.06 0.03 2.54 0,52 3.375 0.32 1.18 1.88
6/30/2004 3.09 0.03 3.27 0.18 3.77 0.68 0.74 2.35
3/31'2004 3.12 0.05 1.74 1.38 2.78 0.34 0.63 2.49
1231 !2003 3.17 0.20 1.88 1,29 3.25 0.08 0.67 2.50
9/30,12003 3.37 0.37 2.32 1.05 2.83 0.54 0.64 2.73
613012003 3.00 0.49 2.11 0.89 2.41 0.59 0,78 2.22
331t2003 3.49 0.99 3.02 0.47 2.71 0.78 0.85 2.64
12'312007 4.48 0.48 2.38 2.10 2.74 1.74 1.03 3.45
9/30/2002 4.96 0.08 1.51 3.45 2.56 2.40 1.38 3.58
630/2002 5.05 0.09 1.07 3.98 4.04 1.01 1.4 3.65
3/31,/2002 5.13 0.24 1.48 3.65 4.81 0.33 1.38 3.75
12/31/2001 5.38 0.42 1-55 3.83 4.30 1.08 1.53 3.85
9/3012001 5.80 0.28 2,65 3.15 3.80 2.00 3.08 2.72
6/30/2001 6.08 0.20 3.25 2.83 4.95 1.13 3.68 2.40
3x31+2001 6.28 0.34 2.92 3.36 4.56 1.72 5.08 1.20
12,/31(2000 6.62 0.13 3.39 3.23 4.98 1.64 6.39 0.23
9/302000 6.49 0.03 3.45 3.04 5.85 0.64 6.37 0.12
613012000 6_-16 0.08 3.67 2.79 6.19 0.27 6.24 0.22
331'2000 6.38 0.03 3.70 2.68 6.31 0.06 5.68 0.70
1231!1999 6.34 0,02 2.68 3.66 6.34 0.00 5.64 0.70
930/1999 6.32 0.03 2.63 3.69 5,75 0.57 5.02 1.30
6/3011999 6.29 0.11 1.96 4.33 5.65 0.65 4.59 1.70
3431/1999 6.18 1.73 4.45 5.10 1.08 4.56 1.62
Averatie 4.92 2.53 2.38 4.27 0.64 2.90 2.01
01-2005 Investment Report Worksheet.xls
5.5-2005
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