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HomeMy WebLinkAboutCouncil Information Memorandum 05-25-1995QwMmuti MAY 25, 1995 UPCOMING MEETINGS AND EVENTS .... 1. COUNCIL MEETING SCHEDULE FOR .TUNE JUNE 6 7:00 P.M. COUNCIL MEETING Council Chambers JUNE 20 7:00 P.M. COUNCIL MEETING Council Chambers 2. CITY OFFICES CLOSED -- MONDAY, May 29, Memorial Day. 3. DOWNTOWN PLYMOUTH WORKSHOP-- WEDNESDAY, MAY 31, 7:00 P.M., Council Chambers. 4. PRAC -- THURSDAY, JUNE 1, 7:00 P.M., Council Chambers. 5. HUMAN RIGHTS COMMISSION-- THURSDAY, JUNE 1, 7:30 P.M., Public Safety Training Room. 6. LMC WORKSHOP -- The League of Minnesota Cities will presents a special workshop preceding the June LMC annual conference in Duluth entitled: Beyond Council Gridlock: Working Toward Consensus. Information on the workshop is attached. If you would like to be registered please contact Laurie. (M-6) 7. METRO MEETINGS ---- The weekly calendar of meetings for the Metropolitan Council and its advisory commissions is attached. (M-7) 8. MEETING CALENDAR - The May and June meeting calendars are attached. (M-8) CITY COUNCIL INFORMATION MEMO JUNE 25, 1995 Page 2 1. DEPARTMENT REPORTS a. Weekly Building Permit Report for Commercial/Industrial/Public and Use Types. (I-1) 2. NEWS ARTICLES, RELEASES, PUBLICATIONS. ETC. a. Northwest Community Television news release on a Cable 12 legislative wrap-up program. (I -2a) b. Neighborhood Traffic Control, published by the North Central Section Institute of Transportation Engineers. (I -2b) 3. MINUTES & AGENDAS: a. Planning Commission, May 10, 1995. (I -3a) 4. CITIZEN COMMUNICATIONS POLICY - CORRESPONDENCE a. Letter to Julie Hoyme, 5930 Annapolis Lane, from Fred Moore, in response to concerns with the City's watering restrictions. (I -4a) b. Letter to H. B. Hayden, Jr., Metroquip, Inc., 2340 Fernbrook Lane, from Anne Hurlburt, in response to questions on the City's letter of credit requirements. (I -4b) c. Letter to Bradley Kalin, from Fred Moore, concerning Schmidt Lake Road. (I -4c) d. Letter to Kerry Anderson, 2016 Oakview Lane, from Eric Blank, regarding a community center/pool. (I -4d) e. Letter to Mary Jo Asmus, 2545 Troy Lane, from Nancy Bye, concerning the Assessing Department's review of her property market value. (I -4e) f. Letter from Steven Bernhardt, Armstrong Youth Ice Hockey Association, concerning the development of an ice arena in Plymouth. (I -4f) A status report on all correspondence is also attached. 5. CORRESPONDENCE a. Letter from Bob Renner, MLC, conveying a copy of the Governor's veto message on HR 431/SF 277, the Orfield/Novak tax -base sharing proposal. (I -5a) b. Northwest Community Television viewers survey relating to City and School Districts news coverage. (I -5b) c. Letter from Charles Siggerud, Division Engineer, Minnesota Department of Transportation, to Todd Van Dellen, regarding the Plymouth Seven Ponds Business Park and access to T.H. 55. (I -5c) CITY COUNCIL INFORMATION MEMO JUNE 25, 1995 Page 3 d. Invitation from City of Corcoran to attend an Open House on Saturday, June 3. (I - 5d) e. Letter from Rob Peterson, Former Director, Maplewood Open Space Campaign, congratulating the City on the passage of the Open Space Referendum. (I -5e) Dwight Johnson City Manager Regular Meeting of the Park and Recreation Advisory Commission June 1, 1995, 7 p.m. AGENDA 1. Call to Order 2. Approval of Minutes 3. Visitor Presentations a. Athletic Associations b. Staff c. Others 4. Report on Past Council Action a. Approved Hennepin Parks condemnation of Luce Line Railroad and trail study b. 5. Unfinished Business a. Private swimming pool update (Classic Lake Aquatics) b. West Medicine Lake Park update c. Open spaces --update on May 23 bond referendum d. Playfield/highschool update e. Study of youth sports facilities update f. Update on new neighborhood park playgrounds, sand volleyball, roller hockey 6. New Business a. 1996-2000 CIP (discussion only) b. Federal Duck Stamp Contest - local winner recognition c. Feasibility report on use of Ess property for park purposes 7. Commission Presentation 8. Staff Communication 9. Adjourn Next regular meeting - July 13, 1995 '%A - League of Minnesota Cities 3490 Lexington Avenue North St. Paul, MN 55126-8044 M- co May 18, 1995 k 1 . Dear Chief Appointed Official: Elected officials have a difficult job to do. Increasingly, they find themselves in -the midst of controversial issues --issues on which they as individual council members may find it -difficult to agree. Yet, their effectiveness as council members means that they must find ways to make decisions that get them beyond gridlock. Beyond Council Gridlock: Working Toward Consensus, the second offering of our new LMC Leadership Institute program, is one you'll want to bring to the attention of your elected officials. More than ever, council members must be aware of the changes that are occurring constantly in their environment. And they must develop and continuously improve the skills needed to resolve differences and build consensus on important community issues. This pre -conference seminar is designed to meet those objectives. Beyond Council Gridlock: Working Toward Consensus begins with a videotape created by Lyle Sumek, especially for the LMC Leadership Institute. In it, he will explore emerging political realities destined to profoundly affect how city councils approach major decisions for their communities. This presentation sets the stage for considering how councils can work toward consensus. Dr. Andrea Molberg will lead this lively session that will help elected officials develop conflict resolution skills and give them an opportunity to learn and practice consensus -building techniques. Finally, veteran city elected officials will share tools for achieving consensus that have worked successfully in their communities. Encourage your elected members to join us for Beyond Council Gridlock: Working Toward Consensus on Tuesday, June 13 from 12:30 p.m. to 4:30 p.m. at the Duluth Entertainment and Convention Center. This new Leadership Institute program immediately precedes the LMC Annual Conference making it convenient for elected officials to attend both events. Space is limited, so use the enclosed form to reserve your spot today. Sincerely, 1:�� -A - Sharon G. Klumpp 4"?f Associate Executive Director AN EQUAL OPPORTUNITY/AFFIRMATIVE ACTION EMPLOYER (612)490-5600 1-800-925-1122 TDD(612)490-9038 Fax(612)490-0072 The LMC Leadership Institute for Elected Officials presents a special workshop preceding the LMC annual conference Beyond Council ■ 20801'111■■t I FIF71 a 11 1 7701 1331 Working Toward Consensus Tuesday, June 13, 1995 12:30 to 4:30 p.m. Duluth Entertainment and Convention Center If you are frustrated by unproductive council discussions on issues critical to the future of your city, this program is for you. Discover what can be done to move your colleagues toward agreement on difficult decisions. Through presentations, small group practice sessions and a special videotape developed just for this program, participants will focus on consensus -building strategies they can use at their next council meeting. Understanding the council work environment • The emergence of new political realities—from McGovernment expectations to empowering the negative 20 percent • Conditions that promote consensus or detract from it • How to create and maintain a positive climate for decision-making Enhancing your skills • Understanding what causes conflict • Choosing a conflict resolution style that makes sense for you • Overcoming barriers to consensus • Working with colleagues who don't have a team focus • Recognizing the difference between positions and interests • Developing conflict resolution skills that help you hold your own, get theinformation needed to resolve conflicts, and propose solutions • "Magic Phrases" and other communication tools • Group problem -solving techniques Learning what's worked in other cities • Council processes and procedures that get results • "Words to the wise" from veteran elected officials Faculty: Dr.. Andrea Molberg is a nationally known trainer and speaker on management and organizational development. An adjunct faculty member of the University of St. Thomas, her experience with government includes the highly acclaimed final general session at the 1991 League of Minnesota Cities Annual Conference. Lyle J. Sumek (via videotape), President of Lyle Sumek Associates, combines 20 years of teaching and local government consulting work. Mr. Sumek has provided a wide range of workshops for the National League of Cities and state municipal leagues, including the League of Minnesota Cities. Plus veteran elected officials ---- i Yes. Sign me up for the special LMC Leadership Institute Program i Beyond Council Gridlock: Working Toward Consensus City Name Address City/State/Zip Contact Title Daytime phone Return form with payment to League of Minnesota Cities, Registration fee: $40 per person Finance Department, 3490 Lexington Avenue North, St. Paul, MN 55126 Registration deadline: June 1, 1995 (612) 490-5600 • (800) 925-1122 • TDD (612) 490-9038 • Fax (612) 490-0072 L— — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — —J Feel free to duplicate for multiple registrations M --7 METRO MEETINGS A weekly calendar of meetings and agenda items for the Metropolitan Council, its advisory and standing committees, and three regional emissions: Metiopolitan Airports Commission, Metropolitan Parks and Open Space. Commission, and Metropolitan Sports Facilities Commission. Meeting times and agendas are t occasionally ly c Iged. ons about meetings should be directed to the appropriate organization. Meeting information is also available on t"o-Infoirmation Line at 229-,3780 and by computer modem, through the Twin Cities Computer Network at 337-5400. DATE: May 19, 1995 WEEK OF: May 22 - May 26, 1995 METROPOLITAN COUNCIL Community Development Committee - Monday, May 22, noon, Room 1A. The committee will consider: a report of the Steering Committee on the Industry Cluster Study; Transfer of Development Rights implementation; and other business. Blueprint Blue Ribbon Task Force - Monday, May 22, 2 p.m., Room IA- The task force will consider: review and discussion of guidelines for reviewing housing elements of comprehensive plans; report and discussion on continuation of the presentation on "Assessing the Region's Growth: Cost Implications of Forecasts for Land Values, the Transportation System and the Wastewater Treatment System"; update on legislation, working group progress and preparation of handbook outline; and other business. Special Meeting -Transportation Committee - Monday, May 22,4 p.m., Chambers. The committee will consider Transportation Development Guide Chapter/Policy Plan hearing report; Transportation Development Guide Chapter/Policy Plan final statement and resolution amending the Transportation Policy Plan; and other business. Environment Committee - Tuesday, May 23, 4 p.m., Room 2A. The committee will consider: authorization to award and execute a contract for Bayport wastewater treatment plant demolition; Twin Cities Water Quality Initiative grant funding recommendations; city of Stillwater supply and distribution plan; presentation of 1996 budget; SE regional plant update; CIP status report; report on Blue Lake Plant solids and Seneca Plant solids projects (continued from May 9 Environment Committee meeting. , Will take public comment); and other business. Housing and Redevelopment Authority Advisory Committee - Wednesday, May 24,930 a.m., Room IA. The committee will consider: regional quality of life indicators; comprehensive planning guide for housing guidelines; grant application for Minnesota Housing Finance Agency Bridges Program; and other business. Executive Committee - Thursday, May 25, 7:30 a.m., Kelly Inn, 1-94 at Marion, St. Paul. Metropolitan Council - Thursday, May 25, 4 p.m., Chambers. The council will consider: Housing Assistance Loan Program funding for New Hope Low -Income Buyer Program and New Hope Handicapped Accessible Twin Home Program; authorization to award and execute a contract for Brooklyn Center and St. Bonifacious interceptor rehabilitation; authorization to award contract for liquid oxygen, lease storage tanks and dispensing system; authorization to execute an agreement to convey interceptor facilities to the city of Lino Lakes; city of Ramsey water supply and distribution plan; award of contract for construction of Hillcrest transit hub in St. Paul; final right-of-way acquisition loan fund application from the city of Maple Grove, protective buy of 34.564 acres with TH 610 right-of-way; final right-of-way acquisition loan fund application from the city of Maple Grove for protective buy of four lots within TH 610 right-of-way; south Washington County Local Transit Feasibility M--7- Study; setting of public hearing date for Roseville Area Circulator service adjustments; adoption of grant procurement and income policies; Twin Cities Water Quality Initiative grant funding recommendations; city of Stillwater Supply and Distribution Plan; 1995 Metropolitan Council Transit Operations capital budget; capital funding request for Burnsville transit hub; capital funding request for Eden Prairie transit hub; capital improvement project for MSP runway 4/22 extension; Transportation Development Guide Chapter/Policy Plan hearing report; Transportation Development Guide Chapter/Policy Plan final statement and resolution amending the Transportation Policy Plan; appointments to the Transportation Accessibility Advisory Committee; and other business. — Committee of the Whole - Thursday, May 25, immediately following the Council meeting, room to be determined. Robert Poole, president of the Reason Foundation will speak on privatization to Council members and staff. Legislative Coordinating Group - Friday, May 26, noon, Room IA. TENTATIVE MEETINGS THE WEEK OF MAY 29 THROUGH JUNE 2, 1995 MEMORIAL DAY/HOLIDAY - Council offices are closed. Transportation Advisory Board -Wednesday, May 31, 2 p.m., Chambers. Informational Meeting: On the "Draft" 1996-98 Transportation Improvement Program - Wednesday, May 31, 2:10 p.m., Chambers. Finance Committee - Thursday, June 1, 4 p.m., Room 2A. PUBLIC MEETING for Applicants to the Metropolitan Parks and Open Space Commission - Thursday, June 1, 7 p.m., Chambers. The Metropolitan Council is located at Mears Park Centre, 230 E. Fifth St., St. Paul. Meeting times and agenda are subject to change. For more information or confirmation of meetings, call 291-6447, (TDD 291-0904). Call the Metro Information Line at 229-3780 for news of Council actions and coming meetings. METROPOLITAN SPORTS FACILITIES COMMISSION Quarterly Breakfast Meeting with the City of Minneapolis Officials - Tuesday, May 23, 7:30 a.m., Normandy Inn, 405 S. 8th St., Minneapolis. The Metropolitan Sports Facilities Commission office is located at 900 South 5th St., Minneapolis, MN 55415. All meetings are held in the Commission office conference room, unless noted otherwise. Meeting times and agendas occasionally may be changed. To verify meeting information, please call Lori Peltier, 335-3310. METROPOLITAN PARKS AND OPEN SPACE COMMISSION Commission Meeting - Tuesday, May 23, 4 p.m., Room IA. The commission will consider: public hearing findings and recommendations to adopt Regional Recreation Open Space Capital Improvement Program; commitment to issue $2.5 million of Council bonds in 1996-97 and authorizing regional park capital improvement subgrants financed with environmental trust funds and Metropolitan Council bonds; fiscal year 1996 regional parks operations and maintenance grants; update on comprehensive plan amendments affecting regional parks and park reserves; proposed summer tour for the Metropolitan Parks and Open Space Commission; and other business. Metropolitan Parks and Open Space Commission offices are located at Mears Park Centre, 230 E. Fifth St., St. Paul, MN 55101. Meeting times and agenda may occasionally be changed. To verify meeting schedules or agenda items, call 291-6363. ami Ok. �1 CID N N d F �N� � e�mvi N rA w ANN FI `O�NN y � � _ F 00 p CL o z a z p o U y ou r a' q F v s w o N � 04 d cj l , W U �dH fs7 r OU U' H zU •aU m W F ao W °� w 42 Do >y F. q Off"'; • ,. Qsu Cu otu z ., ,z0-2 8 U- rye u FO x�o 01"o M 00 CD ami �uu 1� 0 M t LO m N N i7 O l� d- M O� o:_ a'OL°ao o `� _� CIA O O � w � O U � z a F QU C QV '�' � ° N 0 � N yu o ° u• _�� eMo a La w orri 0 83. a�� 8� acy.rA LO m N N i7 M- r DATE: MAY 25, 1995 TO: DWIGHT JOHNSON, CITY IMANAGER FROM: CARLYS SCHANSBERG DATA CONTROL/INSPECTION CLERK SUBJECT: BUILDING PERMIT ISSUED REPORT FOR COMMERCIAL/INDUSTRIAL/PUBLIC & CHURCH USE TYPES MAY 18, 1995 THROUGH MAY 25, 1995 Permit #66159 was issued to School District No 284 for an addition and remodel at 425 Ranchview Lane North, valuation $1,243,000.00. �k N 3k W r W o P co It W co fl- M �2 r Y Q I� 41 N It N 41 N O M Ln M O W r S F •rJ 1 10 C7 N .OZ 10 C7 41 10 10 C7 N •0Z 10 C7 P •0Z 10 C7 00 10z 10 C7 00 •02 10 C7 M HOZ Wfrr p 00 p J p o p P p N p o 0 Ln a ILw00 W r J .t PO �� �-j J O J N J 64 J O W PO PO PO M PO PO PO �T N m N m m m P m m m N p W W IA N N P P r r P v N Q 41 4\ 41 ac41 N 41 V1 41 p 41 Z •-+ O_ O O O O MS O V) O O O O O O O O O O O O O O r O 0 0 •O 1t O O O ¢� o a- CD {. 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Q O LL J O O W O O pp O p J O O J Z O m O J O ZN M ce= NJE M Q �t O M� N W d M W 0: W N U N r v1r r 3 4/z r z toU N> aLU x N c f Z O C\j_ -j r1l U g> he ED N p Q NOW N O e- N O M N U •-• N O N O Q 4I OUQ COJ x .0 JX OUST UQ O d O 4) Y•0 co x0 00 _ Z _ O 1 n W O Z 1 n ZLA O u 41 0!O J P J W p=1 ^YO peN `�0. �r0 �S� N r\ ZO r•• i •+41 �\ '-•0. •-•Z O.Q410 MU M N N..M Nf Ln �t Lu ems- W SUM O d� rUIt W41 a0 NORTHWEST COMMUNITY TELjFVISION 6900 Winnetko Avenue North Brooklyn Park, MN 55428 (6 12) 533-8196 N E W S R E L E A S E For Immediate Release 5/22/95 For More Infer on Contact Tom Hayes 533-8196 TUNE IN TO LEGISLATIVE WRAP -IIP ON CABLE 12 What decisions were made by local state senators and representatives in the 1994-95 legislative session? Tune in for an overview of the session on this Cable 12 Special. Representatives H. Todd Van Dellen (IR) and Phil Carruthers (DFL) and Senators Don Kramer (IR) and Ember Reichgott Junge (DFL) share legislative successes and failures and how these affect you and other residents of the northwest suburbs. Join host Tom Hayes and these area legislators as they assess the legislative session of 1994-95 on Thursday, May 25, 9:00pm, and Friday, May 26, 9:00pm, on Channel 12. Cable 12 is a service of Northwest Community Television, an independent, nonprofit organization which manages public access and local origination operations in the northwest suburbs of Minneapolis. The service area includes 50,000 homes in Brooklyn Center, Brooklyn Park, Corcoran, Crystal, Golden Valley, Hanover, Maple Grove, Medicine Lake, New Hope, Osseo, Plymouth, Robbinsdale, and Rogers. - 30 - Brooklyn Center • Brooklyn Park • Corcoran • Crystal • Golden Valley • Hanover • Maple Grove • Medicine Lake • New Hope • Osseo • Plymouth • Robbinsdale • Rogers Neighborhood Traffic Control NCITEINSTITUTE OFTT ALNSPOROTATION ENGINEERS January 1994 Neighborhood Traffic Control, prepared by the NOTE Neighborhood Traffic Control Committee, is a summary of neighborhood traffic control techniques which have been implemented, particularly in the NOTE area (Minnesota, North Dakota, South Dakota). The volunteer members of the committee are employed by governmental offices and private enterprise. Their participation in the development of this report does not constitute endorsement by these agencies and organizations. NATE %MnDOT Traffic Engineering Water's Edge Building, Suite 250 1500 W. County Road B2 Roseville, MN 55113 Neighborhood Traffic Control Committee/ Writers Chairperson Tom Sohrweide Short Elliott Hendrickson Inc. Tom Becker Rick Dahl City of Minneapolis Scott Brink City of Golden Valley George Calebaugh City of Brooklyn Park Del Gerdes Minnesota Department of Transportation Dave Rossman City of Rochester Don Sobania City of Saint Paul Graphics by Jim Dahlseid, City of Minneapolis Production Assistance by Short Elliott Hendrickson Inc. Additional information is available from the: Institute of Transportation Engineers (ITE) 525 School Street S.W., Suite 410 Washington, D. C. 20024-2797 Telephone: (202) 5544050 Fax (202) 863-5486 (See Appendix for ITE listing of pertinent publications) Z a -b - Table of Contents Chapter Introduction Tool Box Truck Restrictions .......................... 1 Increased Enforcement ................ 2 Speed Watch ................................... 3 Variable Speed Display ................. 4 Watch for Children ........................ 5 Pavement Markings ...................... 6 Street Narrowing ........................... 7 Turn Restrictions ............................8 Private Streets ................................. 9 Basket Weave Stop Signs ............10 Yield Signs....................................11 Do Not Enter.................................12 Speed Limit Changes ..................13 Parking Restrictions ....................14 All Way Stop.................................15 .One Way Streets ...........................16 Stop Sign Removal ......................17 Chokers.........................................18 Partial Diverters ...........................19 Street Closure ............................... 20 Full Diverters ............................... 21 Traffic Circles ............................... 22 Median Barriers ........................... 23 Speed Bumps/ Humps ................ 24 Curvilinear Reconstruction......... 25 Appendix - ITE Publication Listing INTRODUCTION Almost every City has experienced neighborhood traffic problems, whether real or perceived. In dealing with these problems, traffic engineers and other problem solvers have come to recognize that there is often no single solution. The North Central Section of the Institute of Transportation Engineers (NCITE) has compiled a list of Neighborhood Traffic Control Techniques and their effects on traffic volumes, speed, environmental issues and safety. These techniques offer a variety of potential alternatives with which to creatively solve problems in partnership with the neighborhoods and elected officials. Information on these techniques was compiled from experiences in existing neighborhoods. This has allowed us to list community reactions to the various techniques. Even with their past use in existing neighborhoods, some of these techniques are applicable to designs in developing areas. The techniques have been compiled from literature searches, and more importantly, those people who have tried and used the various techniques. In some cases, quantitative data is lacking, so more subjective judgment was applied. Further research is needed to collect the missing data. This compilation is being presented as a tool box. To make the tool box understandable and usable, we have organized it by ease of implementation. We suggest that the decision makers using this tool box begin with the easiest and least costly techniques, then proceed to the more difficult and expensive alternatives. The tool box is also intended to be used as a communication link to the neighborhood. It is recommended that the information provided in this publication become part of a problem solving and public involvement process. A model process could proceed as follows, with public involvement as appropriate throughout: a Receive request or complaint o Define problem o Conduct data collection/ analysis/ field review of existing conditions (include surrounding area) o Verify the actual problem and causes o Review "tool box" options o Develop alternative solutions o Select solution based on feasibility/ acceptability o Implement trial solution o Review o Finalize solution as appropriate In developing a solution, the user of the "tool box" must maintain an awareness that steps taken, although generally aimed at motor vehicles, may also affect pedestrians, bicyclists, disabled individuals, emergency vehicles, school buses, and utilities. Design efforts should attempt to accommodate the needs of these users. -j.b O \` pr OC OQ / TOOL BOX �� ~° / 'o y c i v c o �c r , 1 Truck Restrictions 10 I G 0 (> I• I G 1 O O • I O 2 increased Enforcement Q• I Q G O G( G n/a I• I Q 3 Speed Watch O• Q G O G G n/a • Q 4 Variable Speed Display O I • I Q O I O O I G I n/a • Q rj I Watch for Children O I O I O O I O G I O( n/a • O 61 Pavement Markings Q I Q I O G O O I O 1 n/a • O % Street Narrowing I O Q C O I O O I O 1 n/a Q Q 81 Tum Restrictions • I C I Q () • G I O 10 I G O 91 Private Streets C i C C • j C • 1 G 1 n/a O I• 101 Basket Weave Stop Signs j Q I C I• G O G O 10 • I O 111 Yield Signs Q Q Q G O O G Q • O 121 Do Not Enter Q Q I Q o • O O Q Q Q 13 Speed Limit Changes O O O O Q O O • • O 14 Parking Restrictions O O • O O O O O O O 15 All Way Stop Q I Q Q O O O O Q • O 16 One Way Streets Q O Q O • O O O p Q 17 Stop Sign Removal Q I Q I Q • I Q Q Q n/a • Q 18 I Chokers Q I Q Q O Q O 1 O 1 n/a • • 191 Partial Diverters Q I Q Q o f • • 1'0 10 Q • 20 street Closure Q I • Q • • • • I n/a Q • 21 Full Diverters Q Q Q (> • • • n/a Q • 22 Traffic Circles O I Q Q O O • Q n/a O • 231 Median Barriers • O I• U I• • O n/a Q Q 24. Speed Bumps/Humps Q• 1 O O O • Q I n/a+0'0' 251 Curvilinear Reconstruction Q I Q Q O O O O I n/a I Q LOW. UNLIKELY. NO MID, MODERATE. POSSIBLE • HIGH. LIKELY. YES <) SHIFT TRUCK RESTRICTIONS Truck route ordinances, or weight restrictions are placed on streets and roadways for various reasons. Among these are noise, ex- cessive traffic volumes and speeds, and safety concerns. Residents often feel that their con- cerns can be alleviated or eliminated by restricting or eliminating truck traffic. This is normally accomplished by posting the road- way with specific load limit requirements or by establishment of a specific ordinance, with positive signing of truck routes. Effects Based upon surveys from other communities, the reactions from the establishment of such restrictions are generally very positive from the residents. Generally, it is felt that noise, complaints, and volumes are reduced. The restrictions are viewed in a positive manner by the neighborhoods and often times by political bodies as well. However, there are sometimes negative consequences as well. Some general results and experiences are as follows: Volumes. Positive effect - volumes are often reduced (Heavy Commercial). Traffic Noise, Air Quality and Energy Con- sumption. Positive effect - Noise is often reduced. Complaints. Mainly reduced, although restriction and reduced accessibility for busi- nesses can cause other complaints. CHAPTER 1 Accidents. Little or no effect. Enforcement. Negative effect in that addition- al manpower is required to enforce the regula- tions. Accessibility. Negative for businesses that have used the restricted street. Other acces- sibility options for those businesses may be few or none. In addition, other heavy ve, ,:,:les that serve the neighborhood residents (school buses, garbage trucks, delivery vehicles, etc.) may be restricted as well. Community Reaction. Generally positive, al- though negative consequences and com- plaints can result. Many times, the "undesired" traffic is simply shifted to a dif- ferent street where the same complaints and concerns are again repeated. Businesses that generate the heavier traffic will sometimes complain of hardships and inconveniences caused by the restrictions. Neighborhood Traffic Control January 1994 1-1 Additional Considerations 1. Load Capacity of Street - In many cases, heavier traffic may be using a street that was not designed for heavy volumes. Estab- lishment of weight limits not only pleases the neighboring residences, but also preserves the structural integrity and life of a street that rapidly deteriorates from the heavier loads and volumes. 2. Legal and Other - In some instances, desig- nated collector streets designed to carry heavier vehicles traverse through local residential areas. Residents seeking to ban trucks from such streets may find that restric- tions are not realistic or even possible in es- tablishing for legal and practical reasons. Case Study No specific case study is provided in this report. The information provided is a result of the experiences of many different com- munities. Most experiences in this report deal with actual posting limitations of in- dividual streets, rather than citywide or- dinances. s-mab In establishing a Truck Route Ordinance, or Citywide Plan for controlling truck move- ments, cities will often designate certain streets as truck routes as part of their Com- prehensive Plan. This Ordinance of Plan restricts truck travel to established truck routes. The establishment of truck and heavy vehicle restrictions on streets can be a very sensitive and complicated issue. Many stakeholders in the community, including residents and businesses, may be significantly impacted by such restrictions. Politicians, residents, busi- nesses, and technical staff must thoroughly weigh the impacts and effects on the com- munity as a whole when considering such restrictions. Neighborhood Traffic Control January 1994 1-2 INCREASED ENFORCEMENT Increased enforcement involves the effective use of public safety/police personnel to en- courage reduced speeds in residential areas. The enforcement procedure usually involves the use of radar to identify speeders and sub- sequent ticketing of speed violators. Effects Volumes. Little or no effect. On higher volume streets used as "bypasses," there may be a slight reduction. Speed. Studies have shown that enforcement operations result in appreciable speed reduc- tions. However, speeds are usually reduced only as long as the enforcement is maintained. Traffic Noise, Air Quality and Energy Con- sumption. Little effect in most cases. How- ever, in areas with higher volumes, especially larger percentages of heavy commercial and truck traffic, there may be some reductions. Traffic Safety. The number of accidents is generally reduced and overall safety is im- proved while speeds are reduced. May have significant impact if sustained enforcement is present. Community Reaction. Residents support and encourage enforcement on "their" street. There is often a negative reaction if enforce- ment results in citation to local residents. This results in reduced police interest in enforce- ment. Neighbors should be encouraged to view enforcement as a system wide proce- dure. CHAPTER 2 Additional Considerations 1. Impacts of enforcement can have a longer lasting effect when enforcement is repetitive on a non -routine basis and this is communi- cated to the neighborhood and the driving public through signing and/or brochures. 2. Budget and manpower constraints. Use of personnel for speed enforcement is typically not a high priority for police departments. Manpower time and wages can be costly for this type of speed reduction technique. 3. "Photo -Radar". has been implemented in some cities. This can be more cost-effective and safer method of enforcement on higher volume streets. Case Study No specific case study is provided for this report. However, surveys have shown that police enforcement for speed reduction is a widely accepted and effective method nation- wide. It is also accepted positively by the general public. However, as previously stated, the negative aspects of this method are the following: priority and expense concerns of law enforcement agencies, and enforcement must be administered continuously for long term to be effective. Studies have generally shown that people speeding in neighborhoods tend to be local residents. Neighborhood Traffic Control January 1994 7_1 SPEED WATCH The Neighborhood Speed Watch Program, which borrows some of the Neighborhood Crime Watch concepts, relies on neighborhood participation to create awareness and thus help control speeds in neighborhoods. A per- sonal letter may be sent to local residents as- king for their cooperation and personal visits by neighborhood committee members may in- clude an appeal for cooperation if a self con- tained subdivision is involved. Signs may be erected. Radar observations by transportation personnel or neighborhood residents trained in the use of a radar unit are then made. One runs the unit and one records vehicle and speed information. Speeders are sent letters by the Traffic or Police Department pointing out the inconsistent speeds relative to stand- ards adopted by their friends and neighbors. In many cases, the speeders turn out to be local residents. When neighborhood residents run the unit, they learn first hand about the prob- lem or lack thereof. This technique could be a part of a low cost initial phase attempt to slow speeders. Later phases could involve physical design or other changes if this technique fails to produce lasting speed reductions. Effects Volumes. Essentially no change since traffic is local. Speed. In two Georgia subdivisions, 85th per- centile speeds were reduced from 45 to 35 mph and the total number of vehicles exceeding 50 mph was reduced from 56 to 13 vehicles daily. CHAPTER 3 WSPEED� WATCH" z"� In others, the speed reductions were evidently not significant. Speeds typically go down during the watch, but may not remain down later. Data is needed. Traffic Noise, Air Quality and Energy Con- sumption. Little or no effect. Traffic Safety. Possibility of improved safety through reduced speed. Community Reaction This program has been perceived positively by the neighborhoods - even in areas where significant speed reduc- tions were not measurable. Residential speed complaints virtually ceased in the Georgia case. In many cases, the neighborhood resi- dents may find that no significant problem exists. Cost This technique can typically be fairly low in cost requiring a radar gun and some data processing and training (staff time). Neighborhood Traffic Control January 1994 3-1 Additional Considerations This is a rather new technique. This synopsis was taken from a single county in Georgia as documented in the ITE Journal and from in- formation about the Bellevue, Washington and Portland, Oregon programs. The county program cited is managed by a single technician. Possible concerns with causing conflict be- tween citizens involved -- "vigilantism". Case Study There is no local case study to cite. However, the Gwinnett County Georgia article, upon which this synopsis is based, is essentially a case study. References Feb. 1990 ITE Journal Article Gwinnett County, Georgia Portland Neighborhood Speed Watch Program Portland Office of Transportation 1220 SW 5th Street, Room 730 Portland, Oregon 97204-1%9 City of Bellevue Department of Public Works P.O. Box 90012 Bellevue, Washington 98009-9012 WARNING NEIGHBORHOOD SPEED WATCH ata tm� t�+ttt� ■ srtm wa n�oal�++ OMS PROSECUTED "T•, ;"Ib Neighborhood Traffic Control lanuary 1994 3-2 VARIABLE SPEED DISPLAY BOARD A portable speed display board wired to a radar unit is aimed at passing motorists. It may be mounted on a trailer or be designed to stand alone. It displays the driver's travel speed as well as the speed limit. The intent is to alert motorists of their speed compared to the speed limit, and thereby improve com- pliance. An educational campaign should ac- company the use of the display board. Neighborhood residents may be asked to "run" the board themselves, or it may be run by police or traffic departments. It can be used to target times of the day when enforcement is needed as well as to educate the public as to whether there is or is not a speeding problem. Effects Volumes. Little or no effect. Speed. Lower observed speeds when device is present. Can be used to target police enfor- cement times if a problem is evident. Traffic Noise, Air Quality and Energy Con- sumption. Little or no effect. Traffic Safety. There is the potential for sud- den braking by some motorists. Community Reaction. The display board reception has been positive in the short term both to the neighborhoods and to local elected officials. Cost About $2,000 - $11,500 equipment per unit (depending on sophistication and whether a traffic counting computer unit is included) plus volunteer time to "run" the board. CHAPTER -2 Additional Considerations This is a relatively low cost approach which requires police, traffic engineers, and neigh- borhoods working together to reduce speeds on residential streets. Data on effectiveness is needed. Possible concerns with causing conflict be- tween citizens involved -- "vigilantism". Use of this device may challenge a certain group of drivers to speed if not monitored. Case Study The City of Brooklyn Center has a speed dis- play board which counts traffic as well as displays motorists' speeds relative to the speed limit. They use this both as an educa- tionaI device (to let motorists know their speeds and to let residents know if a speeding problem exists) as well as an enforcement aid. They can target when to have police enforce- ment if data shows speeds are excessive at a certain time. They are quite pleased with the results. The unit cost is $8,500 without a com- puter for traffic data and $11,500 with a com- puter (which they have). They use it both on residential and arterial streets. They make the unit, which is manufactured by Custom Signal - Company, available to other communities for a rental fee which was $20 a day at this writing. References Madison, Wisconsin Bellevue, Washington Neighborhood Traffic Control January 1994 4-1 WATCH FOR CHILDREN /warcH FOR A variety of signs exist to try and warn of the presence of children, "Watch for Children," "Slow, Children at Play," etc. The request for these signs generally stem from parents' con- cern for their children's safety in the streets near their home. Unfortunately, the request for this type of signage is based on a widespread but false belief that traffic signs provide protec- tion. - Effects Volumes. No effect Speed. Little or no effect. Traffic Noise, Air Quality and Energy Con- sumption. Little or no effect. Traffic Safety. Little or no effect. SLOW �km CHILDREN PLAYING 10Z4iJ 4z:NPLb CHAPTER 5 Cost Minimal for one installation. May become significant if installed at a large number of locations. Additional Considerations There is no indication that signs of this type achieve the desired safety benefits. Since children live in virtually every neighborhood, signs would have to be posted in all blocks, or drivers might assume that no children !: where the signs are not posted. Signs of this type might indicate that the street is an acceptable place to play. There is no evidence or documentation that . this type of signing has any legal consequence. SLOW )LIN CHILDREN Neighborhood Traffic Control January 1994 5-1 PAVEMENT MARKINGS This low cost use of painted lane markings is a very simple attempt to change the pattern of driver behavior on any roadway, but par- ticularly on collector or minor arterials. This concept utilizes the painted lane line to develop a parking reservoir and, in turn, creates the impression of a narrowed road- way, even if parked vehicles are not present. It is generally used where the roadway width is greater than one lane, parking is allowed, and no lane is present. Effects Volumes. It is very unlikely that any reduc- tion in volume would be realized because, in reality, the capacity is not reached. Speed. The impression of a reduced roadway width does appear to affect drivers in a man- ner that tends to slow them down. The reduc- tion may not be dramatic, but it is a noticeable improvement. Traffic Noise, Air Quality and Energy Con- sumption. As the level of speeding and potential hazardous driving is reduced, an accompanying reduction in noise is possible. However, there should not be high expecta- tions for major reductions in noise levels. Air quality or energy consumption improve- ments are not expected. Traffic Safety. The use of the painted line to delineate the parking area not only creates the impression of a narrowed roadway reducing speed, but also discourages vehicles from driving in or along the parking lane (especial - =.-� b - CHAPTER 6 ly when parked vehicles are not present). This, in turn, reduces the frequency of at- tempts to pass on the right, use of the parking lane as a thru lane, and other hazardous action by irresponsible drivers. The net result is fewer lane conflicts, more defined driving patterns, and reduced potential for accidents of the pedestrian, passing on right, sideswipe, and parked vehicle variety. Community Reaction. Generally speaking, the reactions have been very positive. This application is low cost, easy to do, involves no construction and does not have negative im- pacts on the adjacent property owners. Neighborhoods have indicated that driving patterns have improved and speeds are reduced. Only complaints (from drivers) have been that traffic moves slower thru the area. Additional Considerations The use of pavement markings may denote a major street. Case Study The City of Minneapolis has used this applica- tion on two collector roadways in residential areas (Portland Avenue South and Sunset Blvd.) with the result being a better channel- ized vehicle flow and reduced speeds. There has not been adequate time to evaluate impact on accidents. Reference Improving the Residential Street Environment, May 1981, FHWA Neighborhood Traffic Control January 1994 6-1 olio STREET NARROWING CHAPTER 7 Old Curb Line Pavement Martttngs �— — — — — — — — —t \j J __j t New Curb Line Street narrowing involves the reduction of the typical pavement width along a roadway. The narrowing can be achieved physically by removing part of the pavement surface or psychologically by using pavement markings that indicate narrow travel lanes. Effects Volumes. Little or no effect. Speed. Minimal changes. Most studies have shown actual speed changes in the range of one to two mph, both positive and negative. Traffic Noise, Air Quality and Energy Con- sumption. Little or no effect. Traffic Safety. Minimal effect on overall acci- dent experience. There is the possibility of improved pedestrian safety due to shorter street crossing times, but there is also the pos- sibility of reduced pedestrian safety if there are many parked cars which obscure the vision of drivers. Bicycle safety may be com- promised by physically removing part of the pavement surface. It should be noted that the studies did not involve any pavement widths narrower than 22 feet nor any travel lanes narrower than nine feet wide. Narrowing roadways to less than 22 feet wide and narrowing travel lane widths to less than nine feet may have adverse traffic safety impacts. Community Reaction. Mixed. Most residents feel safer due to the narrower street. Loss of pavement width has resulted in on -street parking being prohibited and the loss of on - street parking has caused some hardship and inconvenience for residents. Cost Costs can vary considerably. Physically nar- rowing the street may be very expensive ($50.00 per lineal foot) if concrete curb and gutter must be replaced and extensive landscaping is involved. Narrowing the street by the use of pavement markings is relatively inexpensive ($0.20 per lineal foot). Additional Considerations Typically, physical narrowing of the street is accompanied by street beautification programs which provide landscaping, wider sidewalks, or other amenities along the street. These amenities are generally perceived as having a positive effect on the neighborhood. Neighborhood Traffic Control January 1994 7-1 Case Studies A. In San Francisco, California, six locations on three different streets were physically nar- rowed in connection with a street beautifica- tion program. Street width reduction ranged from 8 to 18 feet, but still left two lanes of substantial width (the narrowest, 11 feet wide). Before and after studies showed that there was no consistent or material reduction in the speed of traffic after street narrowing. The table below shows the results of the before and after speed studies: B. In Brooklyn Park, Minnesota, four collec- tor streets in residential neighborhoods were narrowed through the use of pavement mark- ings. On France Avenue, 74th Avenue, and Xerxes Avenue, the 44 -foot width of the road- way was narrowed by marking a five-foot wide bike lane on both sides of the road. On Brookdale Drive, the 44 -foot width of the roadway was narrowed by marking 8 -foot T -fib wide parking lanes on both sides of the street. Before and after studies indicated no change in the speed of traffic, volume of traffic or accident rate on any of these streets due to the street narrowing. On -street parking was prohibited along with providing bike lanes, and these parking regulations have resulted in several complaints from the neighborhood. Comments on the parking lane lines have been somewhat mixed, but the majority have been positive. References William Marconi, "speed Control Measures in Residential Areas, "Traffic Engineering, ITE, March 1977. Harry S. Lum, "The Use of Road Markings to Narrow Lanes for Controlling Speed in Residential Areas, "ITE Journal, ITE, June 1984. D. T. smith, Jr., and D. Appleyard, "Improving the Residential Street Environment," Report No. FHWA/RD-81/031, Federal High- way Administration, Washington, D.C., May 1981. Before and After Speed Studies at Locations Where Streets Were Narrowed in San Francisco, California 95th Percentile Speed Net Location Before After Chane (mph) (mph) (mphf Bryant at 21st Street 34 33 -1 Bryant Street, 22nd to 23rd St 28 25 -3 Bryant at 23rd Street 26 27 +1 Harrison at 23rd Street 35 30 -5 Harrison St, 23rd to 24th St 32 30 -2 Sanchez, 14th to Duboce St. 27 28 +1 Neighborhood Traffic Control January 1994 7-2 TURN RESTRICTIONS Turn restrictions are a passive traffic control technique involving the use of regulatory sign- ing which prohibits certain traffic movements generally where an arterial and local street meet. It can be used in neighborhoods where "cut through" traffic is a problem. Turn prohibitions involve the use of standard ":No Right Turn" or "No Left Turn" sign with or without time (rush hour) limitations. They are most effective when used during rush hours only if that is the time when "cut through" traffic occurs, thereby reducing neighborhood inconvenience. They should be used at the periphery of neighborhoods rather than within them. Where a turn prohibition sign is installed and no reasonable alternative exists in the driver's eyes, violations are likely. Without regular enforcement or where fre- quent flaunting of regulations occurs, they will not work well. Effects Volumes. Where turning movements onto local residential streets are reduced, volumes on those streets are lessened. However, volumes on other streets where traffic diverts to will go up. Speed. To the extent that traffic cutting through is diverted, speeds on the local residential streets will be reduced. Traffic Noise, Air Quality and Energy Con- sumption. Noise and air quality on residential streets is generally improved with impacts transferred to other streets. Energy use may be -r --Zoo CHAPTERS L Y C i MAIN ST N NO Left a Turn 7-9 4-6 the same or higher depending on alternate route directness of travel. Traffic Safety. Safety should be improved on the restricted volume street, but effects on al- ternate routes need to be evaluated. Community Reaction. Generally positive if a reasonable alternate route(s) exists. The neigh- borhood residents need to be aware of the potential inconvenience. Complaints may rise on routes traffic is diverted to. Cost Very low in cost and construction effort. Additional Consideration Where arterial street constraints are the cause of cut -through traffic, consideration should be given to eliminating or reducing these con- straints. Case Study Various streets around the Twin Cities includ- ing the Kenwood, East Isles, and Lowry Hill neighborhoods of Minneapolis use turn restrictions with some success. St. Paul has used this technique at Juliet and Lexington. It reduced traffic volume from about 250 to 50 during a peak period. Neighborhood Traffic Control January 1994 8-1 PRIVATE STREETS Streets can become private either through the platting process or through the vacating of a public street. Both of these concepts will be discussed. The concept of a private street is to restore more use of the right-of-way to the adjacent property owner while still maintain- ing vehicle access to the adjacent property via the private street. The concept works best when the private street has only one entrance, thus, through traffic is eliminated. The entrance needs to be designated so as to look private, thus a driveway works better than a street opening. For a vacated street, a sup- plemental sign may be needed to advise pre- vious users that the street is now private. Fencing may be required. The benefits for the adjacent land owners are many. The street can be built to narrow widths, tight curves, etc. to force traffic to a slow speed. Portions of the right-of-way can be used for parking, landscaping, and other uses. The area of the right-of-way can be used in the calculations for floor area ratios, thus allowing higher density development. The benefits to the road agency are also many. The land is returned to the tax rolls, often as a high tax rate. The agency is relieved of main- tenance duties, lighting, snow removal and other responsibilities of public roads. Effects Volumes. The through traffic volume is dras- tically reduced. The volume is reduced to that generated by the adjacent property. Adjacent PRIVATE PROPERTY NO TRESPASSING PRIVATE DRIVE NO THRU STREET .SS- =.b CHAPTER TRESPASSING NO THRU TRAM streets need to be studied for the impact of displaced traffic, if any. Speed. The reduction of speed is also drastic as the private street is reconstructed to a nar- row standard, or modified as a parking lot. Traffic Noise, Air Quality and Energy Con- sumption. There is a reduction in noise on the private street due to the decrease in volume. This is accompanied by an improvement in air quality, especially if more trees and grass are introduced. This may be a good requirement to be placed upon the property owner. Traffic Safety. There will be substantial in- crease in traffic safety on the private street. Community Reaction Reactions from people who live on the street is usually posi- tive, since they have control of eliminating outside traffic. Minnesota state law requires Public Hearings in the platting of property and vacating of public streets so public input is obtained from the start. Neighborhood Traffic Control January 1994 9-1 ..mala b Case Study The City of Rochester, Minnesota has 26 private streets that were developed through the platting process. These streets are marked in a dashed code on the city's street map. A majority have been constructed to look like a private driveway. The owner is now responsible for all maintenance which previously was a city responsibility including snow plowing, signing, lighting. During the platting process a document is filed with the Zoning Administrator outlin- ing who is the responsible person or persons. A recent example is Baihly Estates Lane lo- cated with a plat called Baihly Estates 1st. This street is a private street serving 18 single family homes. Additional Considerations Public utilities such as sewer mains, water mains, hydrants, electric conduits will need easements. Neighborhood Traffic Control January 1994 9-2 BASKET WEAVE STOP SIGNS STOP 11"Identlal St. STOr STOP N y~j The use of alternating two-way stop control within an area of local residential streets can reduce accidents. The stop control is alter- nated every other block creating a "basket- weave" effect of traffic control. Traffic can proceed through one intersection, but must then stop at the next. Effects Volumes. The impact on the traffic volume is minimal. Some vehicles may be diverted to adjacent collector or arterial streets to avoid the stop signs. Speed. For those portions of roadway which do not have the right-of-way, speed is reduced within 200 feet of the intersection. On the portions of roadway which have the right-of- way, there is a potential increase in speed, especially when fairly long stretches of uninterrupted roadway are on either side of the intersection. The increase in speed fre- quently leads to requests for all -way stop con- trol. Traffic Noise, Air Quality and Energy Con- sumption. There is an increase in noise and energy consumption from starting and stop- ping of vehicles. Air quality is negatively af- fected as well. -r„ aQ b CHAPTER 0 6 O STOP L____J N STOP sror d N ` Traffic Safety. Depending on the accident patterns without control, a significant positive change in accidents could occur. If there are a number of right angle accidents, a significant reduction will possibly occur. This is the result of a more clear definition of who has the right-of-way. If there are few right angle acci- dents, there will probably be a less significant effect on accidents. Community Reaction. The reaction is primarily positive, especially by those citizens who live in or near the area of control. Some drivers express concern of over -control; but in areas they drive, not where they reside. Additional Considerations In a northern climate, the approaches to the intersection become icy more easily because of the additional starting and stopping with the use of stop signs. In the case of hilly terrain, there will be difficulties in stopping and start- ing at intersections in snowy or icy conditions. Neighborhood Traffic Control January 1994 10-1 Cost The cost of area wide control can be significant. While the cost of stop signs at one intersection is affordable, an area wide or city wide pro- gram can be a serious fiscal commitment. Additional tree trimming will probably be necessary to maintain sign visibility. Drivers that are in an area of basketweave stop signs are not surprised by unexpected control. They either have the right of way or have to yield to the other street. In areas where there is a need for parking, the supply will shrink because of parking distan- ces required by State law in advance of stop signs. There is some possibility of creating a dis- respect for all stop signs and traffic control in general because the drivers frequently do not encounter another vehicle, view the control as unnecessary, and "run" the stop sign. Case Study In 1980, Thomas Ave., a collector in St. Paul, Minnesota, had its second fatal accident in- volving young pedestrians in two years. The City was asked to install yet another all -way stop. It was decided that Thomas Ave. was a low enough volume collector that all -way stops = 0-:07 could be used at one-quarter mile spacing. In the residential areas adjacent to this collector, there was no control at the intersections. It was determined that rather than piecemeal reacting to each accident, it would be better to have a traffic plan. This plan included: 1) all - way stop control at one-quarter mile spacing, on Thomas Ave. for it entire 3 mile length; 2) improve the adjacent arterial street to accom- modate any traffic that might be diverted off of Thomas; 3) basketweaving the area of local intersections so that the local residential streets would not become more attractive to drivers than the Thomas. This plan was implemented late in 1981. The area included 108 local inter- sections which were basketweaved. In the year before the installation, there were 49 right angle accidents; in the year after the basektweaving, there was one right angle accident. The overall number of accidents at these intersections was down 68% (171 to 55). For other intersections in the area that already had control, the number of accidents was down 3% (404 to 392). As a follow-up, the City reviewed the right angle accidents at the basketweaved intersec- tions in 1990. There were 5 right angle acc• dents at the 108 intersections. Neiehborhood Traffic Control lanuary 1994 10-2 YIELD YIELD signs are a passive traffic control tech- nique which assigns right-of-way at an inter- section. This technique can be used to address right angle type accidents at uncon- trolled intersections. Effects Volumes. The impact on the traffic volume is minimal. Some vehicles may be diverted to adjacent collector or arterial streets to avoid the yield signs. Speed. On the portions of roadway which have the right-of-way, there is a potential increase in speed, especially when fairly long stretches of uninterrupted roadway are on either side of the intersection. For those por- tions of roadway which do not have the right-of-way, speed is reduced within about 50 feet of the intersection. Traffic Noise, Air Quality and Energy Con- sumption. There is an increase in noise and energy consumption from the accelerating and decelerating of vehicles. Air quality is negatively affected as well. Traffic Safety. Results are mixed. A study in Jurie 1981 for the FHWA indicates that yield signs reduce accidents on low volume streets and do not cause unnecessary stops. A study conducted by the City of St. Paul in February of 1983 indicates that the YIELD signs at the intersection of low volume local streets actually increased the accident rate. CHAPTER 11 The City no longer uses Yields to control low volume intersections. A close engineering analysis is recommended before using Yield signs, and evaluation of the results of the installation should be conducted if they are used. Community Reaction. Generally positive, but frequently followed by requests for stop sign control after accidents or near misses. Additional Considerations The cost of area wide control can be sig- nificant. While the cost of yield signs at one intersection is affordable, an area wide or city wide program can be a serious fiscal commitment. Additional tree trimming will probably be necessary to maintain sign visibility. Neighborhood Traffic Control January 1994 11-1 DO NOT ENTER DO NOT ENTER signs are a passive traffic control technique which prohibits vehicles from entering a roadway. This technique can be used when "cut through" traffic is or might be a problem. Effects Volumes. The impact on the traffic volume can be dramatic. Many vehicles may be diverted to adjacent streets. Speed. To the extent that traffic cutting through is diverted, speeds on the local residential streets will be reduced. Traffic Noise, Air Quality and Energy Con- sumption. Noise and air quality on residen- tial streets is generally improved with impacts transferred to other streets. Energy may be the same or higher depending on the alternate routes directness and the congestion on that route. Traffic Safety. Safety should be improved on the restricted street, but effects -on alternate routes need to be evaluated. Community Reaction.. Generally positive if a reasonable alternate route exists. The amount of inconvenience to the neighbors and the degree of the amount of cutting through that is occurring determine the extent of the reac- tion. The residents of the streets that have diverted traffic could object, especially if the traffic increase is large either in volume or in the percentage of increase. -3--' o� b CHAPTER Z 2 Additional Considerations If there is a significant degree of congestion on the alternative routes, the signs will be ig- nored and a significant enforcement effort will be required. This control works best when implemented at the same time as an arterial improvement eases congestion on alternative routes. The cost is very low. This control is more restrictive than turn restrictions, but less so than one-way streets.f This control can prohibit traffic through an area and at the same time, allow emergency vehicle access. Case Study A Target store was constructed on Pacific St. in St. Paul, Minnesota. An adjacent neighbor- hood did not want any commercial traffic cut- ting through their neighborhood, yet blocking the street would have seriously increased the response time of fire vehicles. The DO NOT ENTER signs were installed for both ap- proaches to a very short segment of street (20 feet). During the break in period, there were many violations, but with enforcement and time, the neighborhood had it's emergency protection and peace and quiet from excessive commer- cial traffic. Neighborhood Traffic Control January 1994 12-1 SPEED LIMIT CHANGES Speed limits should be determined by an En- gineering and Traffic Study of the street sec- tion involved. Of consideration in reviewing a speed limit change should be the 85th per- centile speed ( at which 85% of the traffic is traveling slower than this speed), the location of sidewalks, driveways, obstructions, the horizontal and vertical alignment of the street, the use of the street by pedestrians and the existence of hazards which are not easy to detect by drivers. Effects Volumes. Little or no effect. Speed. Drivers generally ignore posted speed limits, and travel at speeds which the drivers consider reasonable, comfortable, convenient and safe under existing condi- tions. Drivers appear not to operate by the speedometer, but by the conditions they meet. A speed limit change accompanied by enforcement may see a speed reduction (see Chapter 2 on enforcement). Traffic Noise, Air Quality and Energy Con- sumption. Little or no effect. Traffic Safety. Effects of speed limit changes on traffic safety on local residential streets have not been reported. Community Reaction. If speed limit signs posted are significantly lower than prevailing CHAPTER 13 traffic speed, residents normally place some hope in them, or in subsequent enforcement. However, if the posted limits are within a few miles per hour of the previously prevailing traffic speed, they really don't address the residents' problem. Since residents may feel that speeds of 25 to 35 m.p.h. are too fast (limits which are enforced on roughly 80% of the residential streets in the United States), the basic issue is not whether the signs are effective, but the way in which the speed limits themselves are set for local streets in the United States. Cost Minimal for a section of street. Reference Institute of Transportation Engineers, Residential Street Design and Traffic Control Neighborhood Traffic Control January 1994 13-1 SPEED II ZONE AHEAD I SPEED SPEED LIMIT i LIMIT �O �O traffic speed, residents normally place some hope in them, or in subsequent enforcement. However, if the posted limits are within a few miles per hour of the previously prevailing traffic speed, they really don't address the residents' problem. Since residents may feel that speeds of 25 to 35 m.p.h. are too fast (limits which are enforced on roughly 80% of the residential streets in the United States), the basic issue is not whether the signs are effective, but the way in which the speed limits themselves are set for local streets in the United States. Cost Minimal for a section of street. Reference Institute of Transportation Engineers, Residential Street Design and Traffic Control Neighborhood Traffic Control January 1994 13-1 PARKING RESTRICTIONS NO PARKING 7-9 AM iF- NO PARKING -i LTJ \ ' U a Es NO PARKING 4-6 PM -- Residential St -- i< NO PARKING --� Parking restrictions can improve residential street safety in two ways: 1. Clearance No Parking Zones to im- prove sight lines at intersections and crosswalks. 2. Extended No Parking zones to im- prove visibility of and for pedestrians along the length of the block. Effects Volumes. No effect on traffic volumes. Speeds. Clearance No Parking Zones have minimal effects on speed. Extended No Park- ing Zones create potential for increased speeds dependent on street width. Safety. Clearance and extended No Parking Zones improve safety. Clearance No Parking Zones which increase sight line distances reduce right angle conflict between vehicles at intersections, alley and driveways. Clearance No Parking Zones improve visibility of and CHAPTER 14 NO PARKING OPEN PARKING--> a ------------------------------------ E-- NO PARKING OPEN PARKING --� for pedestrians in a crosswalk- States and municipalities often set a standard man- datory clearance for School Crossings and sidewalks for this purpose. Extended No Parking Zones eliminate parked vehicles which obstruct visibility of your pedestrians along the block. Traffic Noise Air Quality, Energy Consump- tion. Parking restrictions will have insig- nificant effects in these areas. Community Reaction. Community accep- tance and feasibility of parking restrictions varies with the demand for on -street parking. In areas on -street parking is at capacity and there is no alternative off-street parking, ad- ditional parking restrictions, including short clearance zones, can be controversial. The potential for increased speeds can also create opposition from residents. It can be difficult to convince residents that the safety ad- vantages of parking removal are real and jus- tify the inconvenience from the restrictions. Neiehborhood Traffic Control lanuary 1994 14-1 Additional Considerations Removal of parking does reduce other types of accidents. On many streets, late evening hit and run parked vehicle accidents are the major accident type and these accidents are reduced by the extended parking restric- tions. Accident types related to parking maneuvers are reduced by parking restric- tions. Extended No Parking Zones can prove an effective deterrent to some crime and social problems which can equal traffic safety in importance to residents. Case Study Library search found no case studies involv- ing clearance or extended parking zones for the improvement of residential street safety. Extensive research exists on the importance of sight distance to intersection safety and these define the value of corner clearance No Parking Zones. Z ab The City of Minneapolis has conducted a ten year study of all pedestrian accidents involv- ing pedestrians between 5 and 15 years of age. This study found the major accident type was a mid -block accident involving a child darting out from behind a parked vehicle leaving motorists inadequate time to respond. This study found that pedestrian accidents at intersections rated third behind mid -block and alley accidents and that high speed and negligent driving were not the attributable cause of the accident. (Studies of all age pedestrian accidents show a similar pattern only less pronounced than for younger pedestrians). What is relevant to this report is that the one factor in young pedestrian safety over which the traffic en- gineer has the most potential control is the presence of the parked vehicle visibility obstruction. Neighborhood Traffic Control January 1994 14-2 ALL -WAY STOPS The Manual on Uniform Traffic Control Devices (MUTCD) and Traffic Engineers Handbook (TEH) have established specific warrants for installation of 4 way or all way stops. These warrants were developed to assist in determining whether or not 4 way stop signs could help assign right of way at higher volume intersections reduce an acci- dent problem, or fill in as an interim measure until traffic signals could be installed. Con- siderations outside established warrants are restricted intersection sight distances, and school crossings. Studies have shown that 4 way stop signs are not an effective technique for controlling speeds and should not be used to reduce traffic volumes, or simply to satisfy citizen demands. It should be remem- bered that stop signs constitute one of the most significant means of separating and controlling traffic movements and should be carefully considered. Effects Volumes. Four-way stop signs produce no net reduction of traffic volumes if traffic is primarily local in make-up. Where there is existing shortcutting thru traffic, stop signs may reduce volumes; however, the effective- ness of the 4 -way stop as a deterrent to thru traffic is dependent on stop sign saturation, heavy enforcement and the availability of useful alternative routes. Often the alterna- tive route is another adjacent residential street, and problem traffic is merely dis- placed, not eliminated. =-_=Lb CHAPTER. Z 5 out Speeds. Studies have typically shown 4 -way stops do not have a significant impact on vehicular speeds. Overall area speeds have shown minimal reductions near the intersec- tion. In midblock areas, where most acci- dents involving young pedestrians occur, speed increases are frequently the result. Safety. It is not clear whether 4 -way stop signs will improve safety when they do not meet established warrants. In some cases accidents actually increase, possibly due to the stop signs being_ unexpected or deemed unnecessary thereby encouraging rolling stops, or by instilling a fax;.. snse of security in crossing motorists and pedestrians. Studies have shown that stop signs that do not meet warrants are basically ignored by many drivers. Also as mentioned before, speeds tend to increase in the mid block areas where most young pedestrian accidents occur. However, if warrants are met or where sight distances are poor - an all way stop may increase safety. T�(P;�i,hn+hnwi Traffic C ontroi tanuary 1994 15-1 Traffic Noise, Air Quality, Energy Consump- tion. Noise is increased near the intersection due to the increased activity of acceleration (many drivers speed up to make up for time lost at the stop sign) and added braking. Ad- jacent residents may complain about the addi- tional noise. Air quality is worsened and fuel consumption is increased due to added deceleration, ac- celeration and idling. Unnecessary stops reduce the efficient movement of traffic flow, by increasing travel time on the route. Community Reaction. Mixed. Some resi- dents would feel "anything is better than noth- ing" or are misinformed about the potential impacts. Some view this measure as a safety improvement. Others view this measure as an unnecessary impediment to reasonable move- ment thru the area and an encouragement to "blow the stop signs" in the area. Many resi- dents in the immediate vicinity of all -way stop signs view them in a positive manner. It is up to traffic engineers or other governing agents to responsibly determine the best traffic con- trol under the specific circumstances based on reasonable guidelines. Additional Considerations Installation of all -way stop signs is often used by a governing body as an immediate, tan- gible and inexpensive response to a neighborhood's concern about safety on a local residential street. The use of stop signs creates a solution which is one of perception rather than effective improvement. This misuse of stop signs should be resisted by the local traffic engineer and governing body. Some studies have shown that the warrants for stop signs can be expanded to include other considerations such as presence of 2� -.a b designated school crossings and sight dis- tance problems. The failure to follow the es- tablished warrants, to install stop signs without specific justification, may have legal implications to the local government agency. vca.aavaa u�ua, 1*­....:.,5.W.V-ehi es': i ............................_........................................... .............................................................................................................................. abave requirements......... •;: •:::::.:. Reference Manual on Uniform Traffic Control Devices Neighborhood Traffic Control January 1994 15-2 ONE-WAY STREETS Conversion of two-way streets to one-way operation for purposes of residential street traffic control takes three forms: 1. Divergent and convergent one-way residential streets to reduce direct through routes impacting the neighborhood. 2. Alternating one-way streets throughout a portion of a grid system to gain safety advantages of one-way opera- tion. 3. Creating a one-way couplet by pairing a residential street with a nearby thru street to create a corridor for thru traffic which will draw traffic away from ad- jacent residential streets. Effects Volume. Divergent/ Convergent one-way (#1) effectively reduces traffic volumes where thru traffic is a problem Alternating one-way OPTION #1 Divergent/Convergent > > < < O N P1 Raatdantlal St t l t 1 main M �► E'EtL'EtE CHAPTER 16 (#2) has no significant effect on traffic volumes. One-way pairing (#3) increases traffic volumes on one street and reduces, volumes on adjacent streets. Traffic volume change is determined by level of shortcutting thru traffic and effectiveness of one-way couplet. Speed. Conversion to one-way often results in increased speeds. One-way streets im- prove comfort level for motorists at higher speeds. Safety. One-way streets improve safety, despite higher speeds. They result in fewer potential conflicting movements. Studies show safety improvement greater midblock than at intersections. One-way streets which reduce traffic volumes (#1, #3) on residential streets improve safety on these streets by means of traffic reduction. OPTION #2 .Alternating One -Ways v Reabder l St EtFlEto'E Main St EtE'Lt 1 OPTION #3 One -inlay Pair Rtaswmt al St t M&M U �► Neighborhood Traffic Control January 1994 16-1 Traffic noise, air quality, energy consump- tion. One-way generally creates minimal ef- fect in these areas. One exception is under convergent/ divergent one-way streets (#1) which create longer, circuitous routes for local traffic. Community reaction. Community reaction to one-way streets is heavily mixed. Studies show opposite reactions by residents on the same one-way converted street. The higher speeds are perceived by residents to increase accident hazards, however accident analysis often proves that this increased speed does not equate to a higher accident rate. Upgrad- ing of a residential street to create a one-way couplet for thru traffic (#3) has a negative impact on livability and property value on that street. Residents may object to reduced access created by one-way streets (#1 & #2). Additional Considerations One-way streets create a secondary, or primary benefit, of increasing parking on residential streets where parking is limited by street width. One-way streets are relatively inexpensive to implement. One-way streets have a high compliance / low violation rate due to the fact that deliberate violation results in prolonged exposure to detection by resi- dents and police. One- way streets are less of an obstacle to emergency vehicles than are physical barriers. One -ways work effectively in combination with other measures to com- bat increased speeds. One-way streets can require additional signing measures to ac- commodate two-way bicycle traffic. Case Study Most case studies of one-way streets are re- lated to improving capacity and operation of arterial and collector thru streets. Most of the studies done on one-way streets to resolve residential traffic problems were conducted in foreign countries, including Netherlands, Israel, Germany, Canada and Australia. Traf- fic, roadway, neighborhood conditions and study conclusions differ greatly limiting use- fulness of these case studies. The City of Minneapolis has used all three types of one-way street applications. How- ever, experience in each is not extensive, and the city does not have conclusive before /after studies. On this basis we comment that one- way streets have been well enough received and effective for the purpose installed that it has not been necessary to remove any one- way application and we continue to offer and use this measure to resolve residential traffic issues. Neighborhood Traffic Control January 1994 16-2 STOP SIGN REMOVAL In many communities, stop signs are often installed in locations where they are not war- ranted. The MUTCD (Manual on Uniform Traffic Control Devices) has established specific warrants for such installations. How- ever, due to political or other reasons, unwar- ranted stop signs are still installed. The signs are often installed with the perception that speed and traffic volume will be reduced, safety will be enhanced, etc. After installa- tion, it is often found that the unwarranted signs are not solving the problems, and in some cases, have created new problems. The questions of then removing the unwarranted stop sign(s) becomes a new issue. Removal of a stop sign can often be as sensi- tive an issue as installing a new stop sign, sometimes even more so. Different percep- tions and objectives often exist between in- dividuals who reside by the street and the motorists from outside the neighborhood who drive the street on a regular basis. When considering the removal of a stop sign, care- ful consideration of MUTCD warrants, acci- dent histories, and traffic counts and speeds must be studied carefully. In addition, the general public and decision makers must be educated as thoroughly as possible. Effects Volumes. Little impact. CHAPTER 17 Speed. Speed at or near intersections may increase. However, mid -block areas will ex- perience little impact. Traffic Noise, Air Quality and Energy Con- sumption. Usually improves. Traffic Safety. Not clearly defined as to whether or not safety will improve or worsen. Each situation is unique. Typically, safety im- proves in the long run when unwarranted signs are removed. Community Reaction. Mixed. Differing view points are often expressed between citizens residing adjacent to the roadway and motorists traveling on the roadway daily. Removal of inplace stop signs is often very difficult to accept for residents used to having them there, even when the signs are unwar- ranted. It is imperative that traffic engineers and other decision makers determine the best traffic control measures under specific cir- cumstances based on reasonable guidelines. Neiehborhood Traffic Control January 1994 17-1 CHOKERS A choker is a narrowing of the street, either at an intersection or at midblock, to constrain the width of the traveled way. Chokers may consist of curb bulbs or median islands. Effects Volumes. Little or no effect if the same num- ber of travel lanes are retained for both the before and after situation. Significant reduc- tions may occur if narrowing limits use of section to one direction at a time or reduces capacity of an already congested street. Speed. Little or no effect. Traffic Noise, Air Quality and Energy Con- sumption. Little or no effect. Traffic Safety. Possibility of improved pedestrian safety due to improved visibility of crossing point and to shorter street crossing time. Possibility of improved vehicular safety at intersections due to physical parking limitations. CHAPTER 18 Community Reaction. Generally positive. Residents feel safer crossing the street at the choker and feel the choker provides some "protection" for vehicles parked on -street. Cost Cost per installation for typical street with concrete curb and gutter is approximately $5,000.00. Cost can vary significantly depending upon the need for adjustments to drainage facilities, the type of sidewalk/ boulevard material used, and the amount and type of landscaping/ pedestrian amenities provided. Additional Considerations The chokers can provide landscaping oppor- tunities and definition of neighborhood entry which help enhance the aesthetics of the neighborhood. Reference D. T. Smith, Jr., and D. Appleyard, "Improving the Residential Street Environment," Report No. FHWA/RD-81/U31, Federal High. way Administration, Washington, D.C, May 1981. — Residential St — Neighborhood Traffic Control January 1994 18-1 PARTIAL-DIVERTERS The Partial-Diverter is the narrowing of a two- way street in order to eWnir-4e one direction of travel. The concept is el..- v when used at an intersection. Trafti, ;.,g to use the protected street is reroute. 'er roadways. Only one direction of trait:,. fected, thus the term "partial-diverter" is u54_ , The concept of a partial-diverter as a residen- tial traffic management device is well docu- mented in Federal Highway Administration Research Documents. Reference is made to "Residential Street Design & Traffic Control" published by Prentice Hall (1989). The partial-diverter is shown as shaded in the above diagram. The partial-diverter is made as large as possible for visibility and landscap- ing. It leaves a simple exit lane and stops short of the closest driveway. It physically prohibits mainline left and right turns onto the side street. A partial-diverter may also be designed to eliminate the exit lane. Effects Volumes. The impact on traffic volume is drastic. The volume in the closed direction at the partial-diverter is zero. Beyond the par- tial-diverter, the volume in the closed direc- tion is reduced to that generated by the land use on the adjacent properties. Some reduc- tion in volumes may also occur in the opposite directions as drivers learn what alternates are available. Traffic volumes on the alternate routes will increase. CHAPTER 19 Main St NO Right' Turn A CL A iv �Q Speed. Traffic speed will be changed. The traffic in the closed direction will be only those residents who are leaving their residences and this type of traffic is usually slow, although some speeding may occur. Traffic speed in the unaffected direction most likely will not be affected. Traffic Noise, Air Quality and Energy Con- sumption. There is a reduction in noise on the protected street, accompanied by an improve- ment in air quality; both attributed to the decrease in volume. There is no change in energy consumption since trips are not eliminated, merely diverted. Traffic Safety. There will likely be a substan- tial increase in traffic safety on the protected street. This can be expected to change in traf- fic volume and speed. Before and after studies are needed to measure these effects. Accident data should also be compared. Neiehborhood Traffic Control January 1994 19-1 NO Left Do Not Entergy, / Tum Main St NO Right' Turn A CL A iv �Q Speed. Traffic speed will be changed. The traffic in the closed direction will be only those residents who are leaving their residences and this type of traffic is usually slow, although some speeding may occur. Traffic speed in the unaffected direction most likely will not be affected. Traffic Noise, Air Quality and Energy Con- sumption. There is a reduction in noise on the protected street, accompanied by an improve- ment in air quality; both attributed to the decrease in volume. There is no change in energy consumption since trips are not eliminated, merely diverted. Traffic Safety. There will likely be a substan- tial increase in traffic safety on the protected street. This can be expected to change in traf- fic volume and speed. Before and after studies are needed to measure these effects. Accident data should also be compared. Neiehborhood Traffic Control January 1994 19-1 Additional Considerations This technique in neighborhood traffic control must be limited in use to those streets designed as local streets on the area's thoroughfare plan. They should not be local streets that are serving as access to portions of the community that are part of the neighbor- hood, such uses include schools, churches, parks, etc. The residents need to be involved from the beginning in the decision process. They need to show their support via petitions, attitudes, surveys, meetings and public hearings. A two-thirds majority in favor of the partial- diverter installation is recommended. Some education on its use is needed since it is not a common traffic device. A six to twelve month trial period is recommended before per- manent construction work is done. Expected costs can vary depending upon if curb and gutter is used, the amount of landscaping, if any, if catch basins are involved, etc. Additional Consideration Enforcement may be necessary to keep traffic from entering the prohibited street. Case Studies 16th Ave. N.W. (1700 & 1800 Blocks) This is a residential avenue in N.W. Rochester in close proximity to a diamond interchange of T.H. 52 and 19th St. N.W. Due to traffic congestion at this interchange, this avenue had traffic volumes exceeding 3800 ADT. It had geometric constraints consisting of nar- row pavement, narrow right-of-way, tight horizontal curves and vertical crest sight restrictions. A "partial-diverter" was installed in November, 1985 based upon a strong majority petition. A six month trial basis was conducted resulting in a 589o' reduction in traf- fic in the six peak hours. An after survey indicated the majority in favor had increased. The permanent installation cost was $8,000.00. Pre -accident studies showed an average of six accidents per year over a three year period. Typical accidents include side swipes at the crest of the hill and at two tight horizontal curves, hits on parked cars; hits on vehicles backing out of driveways. Post accident studies showed several years where no acci- dents occurred on the street. The accident average per year dropped to below 1.0. 37th Street N.W. Frontage Road (1800 Block) This is a residential street in N.W. Rochester, in close proximity to a signalized intersection at 18th Ave. & 37th St. N.W. The frontage road intersects 18th Ave. too close to the signal. It was recently reconstructed with a "partial- diverter" to eliminate traffic from entering the intersection from the frontage road. A pre - survey of the residents indicated a majority of travel occurred at the opposite end, but an entrance from 18th Ave. was desired for larger vehicles; such as garbage trucks, snow plows, delivery trucks. Reference Residential Street Design & Traffic control, Prentice -Hall, 1989 Neighborhood Traffic Control January 1994 19-2 STREET CLOSURE CHAPTER Z O 7 A street closure, for the purpose of the Residential Neighborhood Traffic Control Tool Box, is defined as closing a street either at one end or the other, or at a mid -block location. The purpose is to eliminate un- wanted through traffic. Street closing is a fairly common traffic con- trol technique. It is well documented in the "Residential Street Design & Traffic Control" published by Prentice Hall (1989). There are two basic types of closure to consider. Type 1 is defined as being near to the main street. The closed street can no longer gain access to or from the main street. Type 2 is defined as being a far closure. The closed street can only gain access to the main street. Type 1 is most effective at reducing through traffic volumes. Effects Volumes. The impact on traffic volume is drastic, reducing traffic volume to that which is generated by the land use on the abutting properties. To be most effective, the closure must be visible to the drivers, so that the driver does not run onto the street and then finds it to be a dead-end. A "dead-end" sign may be needed. Sufficient capacity on the alternative route is also needed. Speed. Again, the impact is drastic, reducing the speed to that normally associated with short dead-end residential streets. Traffic Noise, Air Quality and Energy Con- sumption. There should be a dramatic reduction in noise directly related to the reduction in traffic volumes. This is also ac- complished with an increase in air quality. Energy Consumption. No change in energy consumption is expected since vehicle trips are not eliminated, but merely rerouted to main streets. Traffic Safety. There is a substantial increase in traffic safety. The ,neighborhood abutting the closed street has less traffic and the traffic that remains is all local, usually well known amongst themselves. There is also a safet ;r improvement to the main street. Traffic entering or exiting the main street is eliminated at the closed street and relocated at adjacent intersection with better traffic con- trol. This portion of traffic safety has been the driving force in the majority of street closures described in the case study section. Community Reaction. Reaction from people who live on the street is usually very positive. It is important to have all the residents in - Neighborhood Traffic Control January 1994 20-1 volved in the decision process from the start. There is some inconvenience to these resi- dents since they are restricted to access only from the open end. A negative reaction can be expected from the traveling public until they understand the nature of problems as- sociated with through traffic in a neighbor- hood. Capacity on the main routes should be avail- able for the relocated traffic. Additional Considerations The reduced access to the closed street should be reviewed prior to the actual closing, espe- cially for emergency services such as police, fire and ambulance. A proper turn around area is needed at dead-end for vehicle turn around and snow storage. Cost can vary from $5,000 to $10,000 depending upon size of the cul-de-sac and drainage facilities. Case Studies 2nd Street S.E. (16th Ave. to 19th Ave.) This is a residential street in S.E. Rochester. The east end of the street was the 5th leg in an unusual intersection. During preliminary studies on the intersection for a possible traf- fic signal, the undesired 5th leg was recom- MEDICAL FACILITY W N Y Cul-de-sac 2nd St E a W N CAMPUS < q NO t �a i mended for a street closure. The issue was pursued by using a survey of abutting resi- dents. A strong majority were immediately in favor. The street was closed following a public hear- ing and approved by the Common Council. Since the closure, only one objection from the public has been received. The closure reduced the traffic volume on 2nd Street S.E. from 1200 ADT down to less than 100. Other Locations: This technique has been used in Rochester for many years. The following is a list of streets that were cut off from main streets: N.E. 32nd St. N. E. @ Broadway S.E. 2nd St. S.E. @ C.R. #9 13th Ave. S.E. @ 6th Street S.W. 7th Ave. S.W. @ T.H. 14 N.W. 2nd Ave.N.W. @ Civic Center Drive 3rd Ave.N.W. @ Civic Center Drive 5th Ave. N.W. @ Civic Center Drive 4th St. N.W. @ Civic Center Drive 12th St. N.W. @ 4th Ave. 19th St. N.W. @ 4th Ave. 3rd Ave. N.W. @ West River Road 21st Ave. N.W. @ 37th St. N.W. Neighborhood Traffic Control January 1994 20-2 FULL DIVERTER The full diverter is defined as a raised L. r placed diagonally across an intersection _. physically divides the intersection and forces all traffic to make a sharp turn. In some localities, it is called a "diagonal diverter." The full diverter is a technique which can be used in older well established neighbor- hoods, that are experiencing substantial out- side cut through traffic. Both intersecting streets must be minor local streets and there needs to be good visibility approaching the full diverter. Drivers need sufficient reaction time to see the diverter, slow down and make the turn. Effects Volumes. Through traffic volumes reduced due to diversion to other streets. The intent is to divert the traffic to arterial and collector streets. Speed. It is reduced due to the obstruction in the roadway and forcing the driver to make a tight turn. Minimal reduction in speed at mid -block is experienced. Traffic Noise, Air Quality and Energy Con- sumption. No realistic impact on noise is experienced. Minor increase in energy con- sumption is caused by the circular routes, thus air quality is also. Traffic Safety. Increase in safety due to diver- sion of through traffic. Intersection safety is increased as all the conflicting moves are eliminated. CHAPTER 21 b4 Residential St Community Reaction Community reaction is very controversial. The amount of con- fusion for visitors and delivery vehicles is siderable. Residents tend to be either strongly in favor or opposed. A strong peti- tion from the neighborhood should be ac- quired. Some residents perceive a loss of neighborhood cohesion. Additional Considerations Drainage needs to be considered in the design of the diverter. Bicycle traffic can be accom- modated through the diverter if desired. Diverters generally need to be put in as a group or cluster to route traffic to collector roadways. Above all, emergency access for police, fire ambulance needs to be nreserved. Costs can be reasonable if done as part of a paving project, but can be expensive as a retrofit only. Neighborhood Traffic Control January 1994 21-1 TRAFFIC CIRCLE A traffic circle is a raised geometric control island, frequently circular, in the center of an intersection of local streets. A typical traffic circle would be about 20 feet in diameter. Traffic traveling through the intersection must avoid the island. This affects the path and speed of the traffic. Traffic circles can be used with or without stop sign control of the inter- section. The approach roadway widths should be 30 feet wide or wider. Frequently, the island is landscaped with low growing shrubs and a tree. Effects Volumes. The impact on the traffic volume is minimal. Some vehicles may be diverted to adjacent collector or arterial streets to avoid the islands. Speed. Speeds near the intersection are reduced so that the vehicles can avoid the traffic circle. This is especially true of left turning vehicles. Speed in the middle of the block may increase as some drivers try to make up for lost time. Traffic Noise, Air Quality and Energy Con- sumption. There is an increase in noise and energy consumption from the deceleration and acceleration of vehicles. Air quality is negatively affected as well. Traffic Safety. Depending on the accident patterns, a positive change in accidents could occur. If there are a number of right angle accidents, a significant reduction will possibly occur. This is the result of a slowing of traffic at the point of conflict. If there are few right _<:Z CHAPTER 22 C>M. angle accident or there is stop control at the intersection already, there will probably be little effect on accidents. Community Reaction. The reaction is mixed. Some drivers express concern about an un- necessary obstruction and potential hazard. There are a few complaints regarding noise, air quality, or energy consumption. Depend- ing on the kind of construction and landscap- ing, the traffic circle can receive varying opinions on their aesthetic value. Loss of parking in areas of heavy parking can cause complaints. The ability to maneuver around the traffic circle before the streets are cleared of snow can also cause complaints. Cost The cost of a typical traffic circle with concrete curb and gutter and landscaping can ap- proach $5,000. Neighborhood Traffic Control January 1994 22-1 Additional Considerations In areas where there is a need for parking, the supply will shrink because of parking distan- ces required by State law in advance of crosswalks and stop sign will need to be en- forced and probably signed. Some confusion over the correct way to make a left turn can occur. Both methods, in ad- vance of the circle and around the circle, are acceptable. The questions of whether to landscape and who will care for it must be addressed. Snow plowing is slowed by the fact that the plows must adjust for the traffic circle in the street. Case Study Traffic circles are widely used in Portland, Oregon and Seattle, Washington. Seattle has over 300 local intersections with traffic circles. There is a waiting list of over 300 more inter- sections. The City of St. Paul has two intersections with experimental traffic circles. They were in- stalled in the fall of 1992. An evaluation of the effects is currently underway. Snow plowing worked well through one winter. The largest snowfall that St. Paul had was 12 inches and the experimental intersec- tions appeared to be in better condition than the adjacent "normal' intersections. Neighborhood Traffic Control January 1994 22-2 MEDIAN BARRIERS CHAPTER23 Local Street Major Street Median Barrier The use of median barriers for neighborhood traffic control is a physical means for preventing left turning traffic on a major street from accessing a local street and through traffic from continuing on that local street. In using this technique as with other traffic diversion techniques, the impact of the diverted traffic should be assessed. Alter- nate routes for the diverted traffic should be analyzed with regard to traffic carrying cap- ability and desirability. Effects Volumes. The degree to which traffic volumes will be reduced on the minor street will vary dependent upon the proportion of traffic that is prohibited by the median bar- rier. If left turns onto and off of the local street are a significant part of the traffic volume, there will be a significant volume reduction. If through traffic on the minor street is sig- nificant, there will also be a significant volume reduction. Speed. A median barrier is usually used to prohibit through traffic in a residential neighborhood. When thethrough traffic is reduced or eliminated, there will more than likely be an accompanying reduction in vehicle speeds. Traffic Noise, Air Quality and Energy Con- sumption. Reduced traffic volumes on the street closed to through traffic by the median barrier, will result in reduced noise and im- proved air quality. However, the noise and air quality may worsen in the surrounding area which is handling the diverted traffic. Energy consumption could improve through more controlled flow of the major street traffic at controlled intersections or it could worsen if the diverted traffic volumes exceed nearby intersection capacities. Ener- gy consumption could also increase by eliminating what may have been a shortcut for through traffic. Traffic Safety. It is anticipated that a reduc- tion in traffic volumes created by the median barrier will also bring with it an associated reduction in accidents. A benefit to pedestrians may result by providing a safety island to help in crossing the major street. Neighborhood Traffic Control January 1994 23-.1 Community Reaction. The reaction from the people on the affected residential street is generally positive, since they are typically the ones generating the complaints leading to the controls. Cost Costs for the construction of a median barrier will vary dependent on the need to widen the roadway on which the median barrier is in- stalled. Costs could vary from $1,500 to $25,000 dependant on the need for roadway widening. Incidental to the roadway con- struction costs are signing and pavement marking costs. Additional Considerations The use of median barriers may impact local access and emergency vehicle access. Case Study The construction of a median barrier on a major street in Appleton, Wisconsin reduced the traffic volume on the minor residential street where the median barrier prohibited left turns. The neighbors on the residential street supported the change. The restrictions started with turn restrictions which reduced the residential street traffic volume by 49 percent. A change was made to construct the median to create a self -enforcing situation. The residential street traffic volume was fur- ther reduced for a total reduction of 55 per- cent. A noted benefit was the relocation of a school crossing to this intersection to be able to use the median for a safety island. Neighborhood Traffic Control January 1994 _ 23-2 SPEED BUMPS/ HUMPS CHAPTER 23 Speed Hump Speed Bump Speed bumps and speed humps are raised areas in the roadway surface which extend across the roadway perpendicular to the traf- fic flow. Speed bumps are generally 3 to 6 inches high with a length of 1 to 3 feet (shorter than the wheel base of an automo- bile). They are typically used in low speed parking lots and alley situations. Speed humps, on the other hand, are generally 3 to 4 inches high with a length of approximately 12 feet (longer than the wheel base of an automobile). Effects Volumes. Speed bumps and speed humps will often reduce traffic volumes on the streets where they are employed. The degree of traffic reduction is dependent upon the number and the spacing of the bumps/humps, the amount of cut through traffic, and the availability of alternate routes. Speed bumps/humps have been used to deter trucks and larger vehicles from using a street. Speed. A speed bump causes significant driver discomfort at residential traffic speeds and generally results in vehicles slowing to 5 mph or less at the bump. At high speeds, bumps tend to have less overall vehicle im- pact because the vehicle suspension quickly absorbs the impact before the body can react. At typical residential speeds, speed humps cause some driver discomfort and result in most vehicles slowing to 15 mph or less at each hump. At higher speeds, the hump tends to act as a bump and severely jolts the vehicle suspension and its occupants or cargo. Speed bumps or speed humps should only be installed on streets where the prevailing speed limit is 30 mph or less. These devices generally have a continuous effect on vehicle speeds if spaced at less than 800 feet. Once spacing exceeds 800 feet, the effect on speed is only in the immediate vicinity of the bump/hump. Traffic Noise, Air Quality and Energy Con- sumption. Traffic noise is generally reduced slightly between the bumps/ humps on low volume local streets. At the speed bumps/humps, experience has shown Neighborhood Traffic Control January 1994 241 anywhere from a slight reduction in noise level to an increase in noise level. The noise level at the bumps/humps is dependent upon the speed at which the vehicles traverse them. Because of their effect in slowing traffic, bumps/humps tend to have a negative im- pact on air quality and energy consumption. Traffic Safety. Traffic safety has not been found to be compromised with speed bumps and speed humps as long as proper design and installation procedures are followed when they are installed. Traffic safety benefits can be gained if speeding is involved. Community Reaction. The initial reaction of the people living in the area of the installation is generally positive, while negative reaction can occur from those people who produce through traffic trips in the area. The reaction of the people living in the area can change over time. Legal As defined by the Manual on Uniform Traffic Control Devices, speed bumps and speed humps are not traffic control devices. They are geometric design features and should be designed and installed accordingly using accepted engineering principles and judgement. Cost The cost of constructing a speed hump has been found to be in the range of $1,000 - $2,000. Speed bumps cost approximately $500- $1,000. Z:ab Additional Considerations The impact on maintenance activities such as snowplowing and street sweeping is mini- mal. Speed bumps/humps can significantly im- pact large trucks, transit and school buses. If used on regular routes of these vehicle types, attention should be given to informing these drivers of proper operation necessary to min- imize impacts. Case Study A series of three speed humps were installed on Homestead Drive in Appleton, Wisconsin From a technical standpoint, the speed humps were effective in reducing the 85th percentile speed from 34 mph to 26 mph. One year and five months after the installation of the speed humps, they were removed. The removal was prompted by a survey of the neighborhood residents who directly abutted the street that the speed humps were on. This experience allowed for two winters of main- tenance and found that their presence di _- -,': create any unusual street maintenance problems. It is interesting to note that the vehicle speeds found to exist prior to the installation of the speed humps returned after the speed humps were removed. References Institute of Transportation Engineers Residential Street Design and Traffic Control A Proposed Recommended Practice of the Institute of Transporta- tion Engineers by the Technical Council Speed Humps Task Force Guidelines for the Design and Application of Speed Humps. Neighborhood Traffic Control January 1994 24-2 CURVILINEAR RECONSTRUCTION . _ — — O{d Curb Llne — — — E 50th St CHAPTER 25 Curvilinear reconstruction involves the in- troduction of curvatures on previously straight alignment. The introduction of cur- vature into straight streets may take two dif- ferent forms: 1. Reconstruct the street with a curved centerline alignment and a uniform road- way width. 2. Introduce chokers or other types of barriers on alternate sides of the street to create a serpentine travel path. Effects Volumes. Little or no effect if the same num- ber of travel lanes are retained for both the before and after situation. Significant reduc- tions may occur for alternating barrier type of construction if barriers limit use of section to one direction at a time or reduce capacity of an already congested street. Speed. Little or no effect for curved align- ment, uniform width construction. Some reduction in vicinity of barriers for alternat- ing barrier construction; the closer the spac- ing of the barriers the greater the likelihood of speed reductions. Traffic Noise, Air Quality and Energy Con- sumption. Minimal effect. Traffic Safety. Mixed results. One study indicated accident reduction for alternating barrier construction. Some concern that cur- vilinear alignment and associated landscap- ing creates a more hazardous situation, especially for pedestrians, by limiting visibility. Community Reaction. Mixed. Some studies indicate favorable community reaction, while other studies indicate residents are concerned about traffic safety due to poor visibility conditions. Cost Can vary considerably. Street reconstruction is very expensive ($250 per lineal foot). Al- ternating barriers cost approximately $5,000 per barrier. Additional Consideration The curvilinear reconstruction provides landscaping opportunities. References Edwin Von Borstel, "Controlling Neighborhood Traffic," APWA Reporter, APWA, November 1985. P. H. Bowers, J. C. Thomson, and L Baher, "Shard Space and Child Safety," Traffic Engineering & Control, November 1984. Institute of Transportation Engineers, Traffic Engineering Hand- book, 4th Edition, Prentice Hall, Englewood Cliffs, NJ, 1992. Neighborhood Traffic Control January 1994 25-1 S: ab APPENDIX Institute of Transportation Engineers Publications Listing m F=. w ts 3c c CD m G COD LS6 _ � Q O �gj °N a m u o Ina o o O O 0 0 0 0 0 0 0 Ln (D LO -- N fA M df O C7 l27 N N m (D Ln N O Q i ^ m N m U) N cn cm n N cn Cf N m C7 C> N (7 In to m m m m m °) O O O O N N m m m m m m m m m M Crj o, rn on cb M (n CD o rn rn cn rn cl m r rn m r C5 0, co •- C7 0 m N 1,170 0 0 o O o O O co O O o m CD m O U aa 0,. ��.. CL H t U U U U mLU w w m i m o V s _ _ m D 2 _ a r E X o > Q y m U� U m m c m m ' — V= — CA l7 u tti c m �- >> cc m � a d ui m r Ua- E U� m `s C c L e� m d C . 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MEMBERS PRESENT: Chairman Mike Stulberg, Commissioners Saundra Spigner, Linda Oja, Virginia Black, Allen Ribbe and Christian Preus MEMBERS ABSENT: Commissioner Barb Stimson STAFF PRESENT: Director Anne Hurlburt, Planning Supervisor Barbara Senness, Planner Shawn Drill, City Engineer Dan Faulkner and Planning Secretary Denise Hutt MINUTES Commissioner Oja pointed out that on Page #79, paragraph 13 should read "...proposes more parking spaces than required... " MOTION by Commissioner Preus, seconded by Commissioner Black to approve the April 26, 1995 minutes as amended. Vote. 6 Ayes. MOTION carried unanimously. CONSENT AGENDA MICHAEL KNUTSON. (95039) MOTION by Commissioner Preus seconded by Commissioner Spigner recommending approval of the request by Michael Knutson for a Blanket Site Plan Amendment to permit a three season porch at the end unit of each building in the Fernbrook Manor Development located at 14205 -44th Place North, subject to all conditions listed in the April 28, 1995 staff report. Vote. 6 Ayes. MOTION carried unanimously. LUNDGREN BROS. CONSTRUCTION, INC. (94090) Chairman Stulberg introduced the request by Lundgren Bros. Construction, Inc. for a PUD Preliminary Plan/Plat, Rezoning to R-lA and Conditional Use Permit for 132 single family Planning Commission Minutes May 10, 1995 Page #88 homes and up to 90 multiple family homes referred to as Soo Line East at the northeast quadrant of County Road 9 and Peony Lane. Planning Supervisor Senness gave an overview of the May 3, 1995 staff report. Planning Supervisor Senness presented a revised approving resolution indicating different setbacks for Condition #9. Planning Supervisor Senness stated that Condition #12 indicates interior street widths of 33 feet instead of 28 feet as proposed by the petitioner. She added that the street widths could be revised before the final plat is approved. City Engineer Faulkner gave an overview of the drainage problems that occur from Hollydale Golf Course brought to light by the Nanterre development proposal. He stated that an engineering analysis has been done on Plymouth Creek Channel and it was determined that the channel had to be cleaned out, as it was blocking the water flow. The Contractor got started, but had to quit because of the warmer weather and heavy equipment used. City Engineer Faulkner stated that staff has obtained some survey information regarding Hollydale Golf Course, but the clean out work won't be completed until next winter. City Engineer Faulkner stated that any new development can not cause an increase in the rate of water runoff. He added that the development being proposed by Lundgren Bros. estimates reducing the post development water runoff by 70 percent. Chairman Stulberg introduced a letter dated May 9, 1995 and pictures from William Peterson & Associates, Ltd. representing Marge Sabourin and a Clarification of Resolution Conditions from Lundgren Bros. Chairman Stulberg introduced Terry Forbord, the petitioner. Mr. Forbord stated that he agrees with the staff report, but he had some issues with the approving resolution. Mr. Forbord stated that the street width should be 28 feet as previously approved by the Planning Commission for the Soo Line West development. He added that if the City is serious about storm water management then they should be looking at narrowing of street widths. Mr. Forbord commented that there is no documentation of any deaths attributed to narrowing street widths and that neighborhoods should have narrower street widths to slow and quiet traffic. Mr. Forbord assured that there will be disclosures and exhibits on site for this development. Chairman Stulberg introduced John Uban of Dahlgren Shardlow Uban, representing the petitioner. Mr. Uban suggested the wording on Condition #5 of the resolution stating that "The City of Plymouth is contemplating the purchase of the property between the Soo Line Railroad and the northeastern portions for the proposed Soo Line East plat for park purposes. If there is to be a public park on this property, the proposed plat shall show a trail easement to the north in the Planning Commission Minutes May 10, 1995 Page #89 Im' 3 northeast corner of block 8 between lots 18 and 19. Should the City not purchase this land for park purposes within a reasonable period of time, the trail easement will be vacated. " Mr. Uban requested that Condition #12 of the resolution and item #25 of the Engineer's Memo be changed to 28 feet street width. Mr. Uban also requested that Condition #21 of the resolution state "The Developer or the Homeowners Association should sign an agreement with the City for future maintenance of the storm water treatment ponds in accordance with standard City policy." Planning Supervisor Senness stated that staff did not get Lundgren's request for resolution changes until the end of the day and were not able to discuss Condition #5 with Park Director Blank. She stated that staff did discuss Condition #21 and that the Homeowners Association will automatically take over maintenance of the storm water treatment ponds without changing the wording in the resolution. Mr. Forbord stated that during the Development Review Committee meeting, park staff indicated that if the City did not build the park, the easement could be vacated; therefore, it should be stated in the resolution. Director Hurlburt stated her concern for the wording "reasonable period of time", as the future of the area is unsettled. Mr. Forbord stated that he felt comfortable that staff and Lundgren Bros. could work out a reasonable arrangement with the Park Department if the purchase of the property has not occurred within a certain time frame. Chairman Stulberg suggested that the wording remain as is in the resolution and Lundgren Bros. continue working with staff and the Park Department and reach an agreement before the proposal goes to the City Council. Chairman Stulberg introduced Gary Anderson of 4520 Holly Lane North. Mr. Anderson stated he was concerned with the proposed entrance on Holly Lane as traffic is extremely high already from the golf course and there is a hill that would be difficult to see over. Mr. Anderson stated he did not think that a project of this size necessitates three entrances and asked if there is a stop light proposed on Holly Lane. Mr. Anderson was also concerned for the water runoff that this project could create and wanted to know if there was any guarantee that this proposal would not affect his property. Chairman Stulberg introduced Bill Deziel of 4540 Holly Lane North. Planning Commission Minutes May 10, 1995 Page #90 Z3 Mr. Deziel stated he was concerned with the trail easement and who would be responsible for falling trees and increased water runoff on his property. Mr. Deziel asked how much more water volume do you have after property is developed. Chairman Stulberg introduced a letter from James Teller, representing Hollydale Golf Course. Chairman Stulberg introduced George Faue of 4425 Holly Lane North. Mr. Faue stated he was concerned with the increased water runoff from the proposed project as the culverts don't handle the water now. Chairman Stulberg closed the public hearing. City Engineer Faulkner stated that staff suggested the ingress/egress on Holly Lane, as it is designated as a major collector and is able to handle major traffic (2,000 to 10,000 trips per day). Director Hurlburt commented that eventually Holly Lane will connect with Schmidt Lake Road and will take pressure off County Road 9. She added that at full development Holly Lane may have a few thousand trips per day, but not in its present condition. City Engineer Faulkner stated that there are no plans to signalize Holly Lane at this time. City Engineer Faulkner stated that staff was not aware of a hill on Holly Lane that could cause a visual obstruction, but staff would investigate it to see if it would have to be lowered. City Engineer Faulkner stated that the water runoff can not be worse at post -development then at pre -development. He added that according to the engineering analysis, the water runoff should be substantially less than it is today after the development. Director Hurlburt stated the City requires a "hold harmless" clause in the Development Contract so that the City is not held liable. Director Hurlburt asked if Mr. Anderson could have public sewer as to alleviate his concern about backup from his septic tank. City Engineer Faulkner replied that public sewer is not available for Mr. Anderson's property at this time. Chairman Stulberg stated that if Mr. Anderson has a problem caused by the proposed development, he can come in and discuss it with City staff and/or Lundgren Bros. Construction. Mr. Anderson stated he was concerned with being assessed for street improvements to Holly Lane. T_-3 Planning Commission Minutes May 10, 1995 Page #91 City Engineer Faulkner stated that Holly Lane is not an improved street and the developer will incur costs to improve the street. Mr. Forbord stated that Lundgren Bros. has submitted all water calculations as part of the required Environmental Assessment Worksheet and is part of the public record. Chairman Stulberg introduced Ken Adolf of Schoell and Madson, Inc., representing the petitioner. Mr. Adolf stated that a development of this type with single family dwellings will typically increase the volume of water by one-third. City Engineer Faulkner stated that a consulting engineer will be looking at the ditch that goes under County Road 9 at Holly Lane to ensure water flow. He added that the trunk sewer near Kimberly Lane Elementary will serve the Soo Line East development. Commissioner Black questioned what parcels are referenced on Page #7, Condition L in the Engineer's Memo. City Engineer Faulkner responded that the parcels referenced in the Engineer's Memo are owned by Marge Sabourin of 17740 Old Rockford Road as referenced in the letter from William Peterson & Associates, Ltd. Commissioner Black questioned if the condition places the burden on the developer or does it just relieve the City. City Engineer Faulkner replied that the developer can not change the existing condition to the listed parcels with respect to current water runoff. Commissioner Black asked who would be responsible for the maintenance of the storm water treatment ponds as stated in Condition #21 of the resolution. City Engineer Faulkner replied the City requires annual certification that the ponds are working in accordance with the Development Contract. Commissioner Black asked which ponds have to be certified. Mr. Adolf responded that all ponds on the site are required to be certified. Commissioner Black questioned if the City could be held liable for drainage problems since the EAW stated if a property experienced water problems, the developer would install a perimeter sump system. Planning Commission Minutes May 10, 1995 Page #92 �3 Planning Supervisor Senness responded that the City did not approve the EAW only a Finding of Fact that there was no need to do any further environmental analysis. She added that the EAW does contain statements that there are no guarantees of dry basements. Mr. Forbord stated that all Lundgren Bros. homes have drain tile and sump pumps and that there are many other factors that contribute to wet basements. Commissioner Black commented that some people experience water problems year round and that maybe drain tile along the curbs should be considered. Director Hurlburt stated staff will be investigating homes in the City that have their sump pumps draining into their floor drain and evaluating alternatives for them. She added that the proposed development will be constructed properly and drained correctly. City Engineer Faulkner stated that as the proposal advances into final design stated, staff will address the issue and possibly drain tile could be placed under the curb, thus giving the homeowner a place to hook into. Director Hurlburt asked if this would change the City's street requirements. City Engineer Faulkner stated staff would have to consider this on a case-by-case basis. Commissioner Preus stated that 28 foot width streets were approved by the Planning Commission for Soo Line West, but rejected by the City Council for staff to do further research on the issue. He asked if 28 foot width streets is a possibility for this proposal. Director Hurlburt replied that the street width can changed any time up to the final plat and development agreement stage. Chairman Stulberg stated if the Planning Commission can recommend 28 foot street widths if they choose to do so. Commissioner Oja asked if there was any research or study findings supporting Lundgren's claim that a reduction in street width produces slower and quieter traffic. Mr. Uban responded that all materials regarding street widths have been given to staff to review. He added that people tend to drive according to what the street looks like. If streets are wide, people will drive faster. Mr. Forbord added that a transition is occurring to narrow street widths in residential areas. City Engineer Faulkner stated that he could not find anything to support narrowing a street slows traffic speed. Planning Commission Minutes May 10, 1995 Page #93 Director Hurlburt stated the City Council will postpone decisions on changing street widths until staff has completed their research. Commissioner Black commented that she would like to see the information that staff has received on the street widths. Director Hurlburt replied that staff will prepare a report for Commissioners. Commissioner Black asked if there were to be a problem with the neighbors from this development is there a potential of adjusting the outlets of these ponds. City Engineer Faulkner answered that staff has not yet reviewed the design of the control structures. He added that staff would be more with surface ground water rather than the rate of outflow. Mr. Adolf stated that the applicant intends to fully utilize the storm water basin to alleviate water going under Holly Lane. Also, it is the intent to maintain water level and ground water level for the west part of the site. He added that there are adjustable rears on the southwestern portion. MOTION by Chairman Stulberg, seconded by Commissioner Spigner to recommend approval of the request by Lundgren Bros., Inc. for a PUD Preliminary Plan/Plat, Rezoning to R -IA . and Condifional Use Permit for 132 single family homes and up to 90 multiple family homes referred to as Soo Line East at the northeast quadrant of County Road 9 and Peony Lane. Construction, subject to the conditions listed in the May 3, 1995 staff report and revised resolution. MOTION by Commissioner Preus, seconded by Chairman Stulberg to amend Condition #12 of the resolution and Condition #25B of the Engineer's Memo to indicate 28 foot width for all interior streets. Commissioner Preus stated the street width should be changed to be consistent with the Planning Commission's recommendation for Soo Line West. Commissioner Black stated her concern with safety issues and no sidewalks. She stated that it is already difficult to navigate on 33 foot street widths when it is fully parked. Commissioner Preus asked if staff's research would include the issue of parking. Director Hurlburt responded affirmatively and also the research would encompass the pedestrian issue. Planning Commission Minutes May 10, 1995 Page #94 T 3 Commissioners Oja and Spigner commented they would vote no on the amendment proposed to narrow the street widths until the research is completed by staff. - Roll Call Vote on Amendment. 2 Ayes. MOTION failed on a 2-4 Vote. (Commissioners Black, Spigner, Oja, Ribbe voted nay.) Roll Call Vote on Main Motion. 6 Ayes. MOTION carried unanimously. Chairman Stulberg called a recess at 8:38 p.m. and the meeting reconvened at 8:52 p.m. CITY OF PLYMOUTH. (95028) Chairman Stulberg introduced the request by the City of Plymouth for a Comprehensive Plan Amendment to add trails to the Sidewalk/Trail System Plan. Planner Drill gave an overview of the April 28, 1995 staff report. Commissioner Black asked if these trail segments relate to the 11 miles of trail segments proposed on the bond referendum. Planner Drill responded that the trail segments are part of the bond referendum. Commissioner Black asked what the time frame would be for completion of the trails. Director Hurlburt responded that the trails are scheduled for completion within 18 months if the bond referendum is approved. Commissioner Oja commented that she would like to see more money available by bond referendums for trails. Chairman Stulberg opened and closed the public hearing as there was no one present to speak on the issue. MOTION by Commissioner Preus, seconded by Commissioner Spigner recommending approval of the request by the City of Plymouth for an Amendment to the Sidewalk/Trail System Plan of the Plymouth Comprehensive Plan. Roll Call Vote. 6 Ayes. MOTION carried unanimously. Planning Commission Minutes May 10, 1995 Page #95 LAWRENCE BEGIN. (95030) Chairman Stulberg introduced the request by Lawrence Begin for a Conditional Use Permit to allow Reclamation of property located south of 43rd Avenue North and east of Fernbrook Lane. Planner Drill gave an overview of the April 28, 1995 staff report. Planner Drill stated this request is a result of a court order to clean up the site. Commissioner Preus asked if there has been information obtained related to Condition #6 of the resolution regarding soil tests. Commissioner Oja asked how many trees would be removed from the site. Chairman Stulberg introduced Roger Anderson, civil engineer for the petitioner. Mr. Anderson stated the City forester walked the site and indicated which trees were lower quality and should be removed. He stated that the current condition of the site is rough with concrete debris and initial grading will be done are the slopes that are proposed should provide adequate grading. Mr. Anderson stated the petitioner concurs with the staff report but is concerned with Conditions #4 and #6 of the resolution. Mr. Anderson stated that Condition #4 does not give an amount for the letter of credit and wanted to know if the letter of credit could be reduced or released after items are in place. Mr. Anderson was concerned as to what approach to take to work with staff regarding Condition #6 regarding the soil tests. Mr. Anderson asked if the December 1 completion date was required by the court or by City staff. Mr. Anderson stated he does not anticipate problems completing it, and could use less than 11,000 cubic yards of structural fill if it would not be in violation of Condition V. Mr. Anderson asked if the project could be carried over until Spring if the applicant encountered problems. Director Hurlburt stated that a letter of credit guarantees that certain items will be completed. If items are not completed by the applicant, the money is used to complete them. She added that a letter of credit can be reduced after certain items are completed, but not released until all conditions are met and the project is completed. Planner Drill responded that staff set the December 1 completion deadline, but the applicant could apply for an extension if needed. He added the only timeline required by the court addressed when the applicant would have to apply for the Conditional Use Permit. Planning Supervisor Senness stated that any amendment to the Conditional Use Permit would have to be reviewed by the Planning Commission. Planning Commission Minutes -T--3 May 10, 1995 Page #96 Commissioner Black asked what was dumped on this site. Chairman Stulberg introduced Larry Begin, the petitioner. Mr. Begin replied that site has been a rubbish dump since the late 1950s and used generally as a construction dump site containing ashes and glass. Commissioner Oja asked what the plan would be if hazardous materials are found as a result of the soil testing. She asked if the applicant is responsible because of the court order. Mr. Begin responded that the results of the soil tests would be given to City staff and it would be discussed at that time. Chairman Stulberg stated that Mr. Begin as the property owner would be responsible for any hazardous material clean up. Commissioner Oja again asked how many trees would be cleared from the site. Mr. Anderson replied approximately 20 trees six inches or larger and 30 trees smaller than six inches. Commissioner Oja wondered if the trees should be replaced. Mr. Anderson responded that the City Forester indicated that most of the trees that would be removed are volunteer trees. Commissioner Oja asked what the petitioner plans on using to re -seed reclaimed areas. Mr. Anderson replied that a standard seed mix would be used. Commissioner Oja suggested the applicant consider adding wildflowers to the seed mix. Commissioner Black commented that a seed cover is used to absorb moisture and you would not want a planting that creates a deep root. Chairman Stulberg opened the public hearing. Chairman Stulberg introduced Chuck Dillerud of 4100 Berkshire Lane. Mr. Dillerud stated that he represents the Tony Eiden Company which owns the adjacent Plymouth Oaks development next to the applicant's property. Mr. Dillerud stated that the applicant's property was used for junk automobiles that were removed by the City. Mr. Dillerud stated the applicant should be made to adhere to the December 1 completion date, as Planning Commission Minutes May 10, 1995 Page #97 S 3 there is a history of noncompliance by the applicant. Mr. Dillerud suggested a condition be added to the resolution for checking the progress of the applicant. Chairman Stulberg closed the public hearing. MOTION by Commissioner Black, seconded by Commissioner Spigner to recommend approval of the request by Lawrence Begin for a Conditional Use Permit to allow Reclamation of property located south of 43rd Avenue North and east of Fernbrook Lane subject to the conditions listed in the April 28, 1995 staff report. MOTION by Commissioner Oja, seconded by Commissioner Black to amend Condition #13 of the resolution adding the seed mixture shall include wildflowers natural to the State of Minnesota. MOTION by Commissioner Oja, seconded by Commissioner Ribbe to add Condition #14 requiring the applicant to plant 15 evergreen trees, at least six feet in height to be placed on the site according to the City Forester's recommendation. Commissioner Black asked what the distance of the site is. Planner Drill replied the site is 300 feet east to west and 317 feet north to south. Commissioner Black cautioned the trees should be planted according to the City Forester as not cause a root system for conduit of water. Director Hurlburt stated that planting would be more appropriate along the northern property line, as the south side has existing hard wood trees and the west side would not be appropriate. Mr. Anderson stated the lots east of the site are entirely wooded and the northern side is the townhome development with a limited amount of their own landscaping. Commissioner Preus commented that input from the City Forester should be obtained as to placement of the trees and if it is necessary to replant trees. Chairman Stulberg stated the City Forester had already walked the site indicating which trees should be removed and if he thought trees should be replanted, he would have had a condition added to the resolution. Commissioner Oja stated that maybe the City Forester never thought about reforesting the site, only indicating which trees should be removed. Roll Call Vote on First Amendment. 6 Ayes. MOTION carried unanimously. 3 Planning Commission Minutes May 10, 1995 Page #98 Roll Call Vote on Second Amendment. 4 Ayes. MOTION carried on a 4-2 Vote. (Chairman Stulberg and Commissioner Preus voted nay.) Roll Call Vote on Main Motion as twice amended. 6 Ayes. MOTION carried unanimously. OTHER BUSINESS Chairman Stulberg commented that the work plan previously submitted by the Planning Commission to the City Council may change as there are other priority issues to deal with. Director Hurlburt gave an overview of the moratorium adopted by the City Council prohibiting platting of land for industrial/commercial until November 1 or until a new Zoning Ordinance amendment is adopted. Commissioner Spigner stated her preference for additional meetings instead of longer meetings. Chairman Stulberg stated that there will be more meetings and possibly longer as some issues can not wait such as Northwest Plymouth. Director Hurlburt stated that the Commission many only have to adopt pieces of the Zoning Ordinance in order to lift the moratorium. Commissioner Spigner suggested having study sessions in order to absorb information necessary before a Planning Commission meeting. She also asked if it would be possible to receive the agenda packet earlier than the Friday before the Planning Commission meeting. Chairman Stulberg stated he would not like to have a study session before a public hearing on an issue. Director Hurlburt stated packet information is on the same time frame as the City Council and it would be extremely difficult to get the packet information out any sooner. Director Hurlburt stated the City Council has some study sessions, but not routinely. Commissioner Spigner questioned if there is a way to get past information pertaining to a proposal. Director Hurlburt replied that information needed can be obtained on an individual basis. Commissioner Black stated that when the City Council has a study session it is noticed in the paper. She suggested that staff identify in the staff report what ordinance the items pertains to. Planning Commission Minutes May 10, 1995 Page #99 T3 Director Hurlburt stated staff will identify areas of the Zoning Ordinance that need to be looked at and that there will be major changes required to the subdivision regulations. Commissioner Oja asked if a new landscape plan is required for the Armstrong High School site. Director Hurlburt stated a subcontractor working on the new stadium for Armstrong High School cut down trees that should not have been. Director Hurlburt stated that staff will be conducting a tree inventory and fencing has taken place to protect the trees. There will be meetings with the residents and the item will come back for staff to review. No additional Planning Commission or City Council action is anticipated at this time. Commissioner Oja commented this should come back to the Planning Commission to review. Director Hurlburt stated if the project gets delayed for too long, the stadium would not be completed on time. Commissioner Preus asked what the status is of the tree preservation committee. Director Hurlburt stated the committee got delayed and has not met since last fall. She stated after next Monday, the group will get back together to look at a draft Tree Preservation Ordinance. MOTION by Commissioner Preus, seconded by Commissioner Oja to adjourn. Vote. 6 Ayes. MOTION carried unanimously. Meeting adjourned at 10:00 p.m. Julie Hoyme 5930 Annapolis Lane Plymouth, MN 55446 SUBJECT: WATERING RESTRICTIONS Dear Julie: I am responding to your May 6, 1995 letter to the Plymouth City Council concerning the watering restrictions within the City. As you state in your letter, the City has an odd/even watering restriction which goes into effect each May 1. The purpose of this watering restriction is to relieve pressure placed upon the city by the large demand which we have during the summer months from our users wanting to use water at the same time. During winter months when watering is not taking place, the City has a water demand of approximately 7 million gallons per day. During the summer months during dryer weather our demand increases to 18 to 20 million gallons per day. Our watering restrictions are to help control this demand in order that it is not even higher. To supply water to our users, wells are necessary. The cost of each well is approximately $500,000. Each well can supply approximately 2 million gallons per day. There is a very large capital investment required to meet peak demands which occur only a few days during the year. This is the reason the City has implemented the watering restrictions that we currently have. During the next few months the City is required to prepare and provide to the State a plan for water conservation and also emergency supply for the city. During this plan preparation we will be considering our current restrictions. These plans will be prepared in accordance with criteria established by the Minnesota Department of Natural Resources and the Metropolitan Council. I would suggest you contact me during the latter part of this year and I can inform you of the proposed changes to our current watering restrictions. If you have any additional questions at this time, please do not hesitate to contact me. Sincerely, Fred G. Moore, P.E. Director of Public Works cc: Kathy Lueckert, Assistant City Manager We Listen • We Solve • We Care xon�E.noc 3400 PLYMOUTH BOULEVARD • PLYMOUTH, MINNESOTA 55447 • TELEPHONE (612) 550-5000 May 6, 1995 5930 Annapolis Lane N. Plymouth, MN 55446 Plymouth City Council 3400 Plymouth Blvd. Plymouth, MN 55447 Dear Sirs, N 112 =-"4=" �a d' w 9 9 This letter is written in opposition to the odd/even watering ban that came in to effect May 1. My husband and I purchased our home in Plymouth in May 1993. We had previously lived in Maple Grove for 10 years. Having only experienced one watering ban period in those 10 years, we were surprised that Plymouth had a watering ban every year. Being new to Plymouth, we chose to see how the watering ban really affected us before we judged it. In the two years that we have lived here there has not been any official communication why there is a watering ban. We would like to know the cost/benefit to the community of the watering ban and what circumstances would be necessary to have the council reevaluate the ban. We have found the watering ban to be a significant problem for us. We have a love of flowers and enjoy the hobby of gardening. Watering our gardens and lawn is something that we take seriously. We appreciate the need to conserve water and try to water only when necessary. What we have found is that the watering ban actually causes us to water more often then is always necessary and is a problem for us for the following reasons: 1. We frequently end up completely watering our yard even when rain is predicted for the next day. Everyone knows that predicting the chance of rain is not an accurate science and when the gardens will suffer without the water, we are forced to water sooner then is necessary. It is frustrating when the rain does arrive, and we realize that we could have waited. Without a ban, we could wait and only water when rain does not come. 2. There are 3 months during the watering ban season with 31 days. This can cause hardship for those of us on even sides of the street because there are two odd days in a row, consequently, the problem explained in #1 is exacerbated. 3. We do not have the luxury of a sprinkler system. Consequently, when the lawn needs water, it is a big job to get to all areas of the lawn properly in the 24 hours that are allotted to us. This also creates the need to water during times of the day when it is not desirable to water in order to complete the job. If we had the luxury of watering ad lib, we would be able to only water the areas that needed it, when it needed it. 4. Many people do have sprinkler systems. It is highly improbable that these systems have controllers that account for the three months with 31 days. Controllers capable of this are very expensive. Consequently many sprinklers are not likely set properly for the right day. Surely, it is the responsibility of the homeowner to reset the controller, but how many are doing this? Most sprinkler systems are set to water in the predawn hours and homeowners are not likely subject to enforcement due to the early hour. This causes a double standard for the home owner forced to manually water during the day when enforcement is likely. We would like the council to reevaluate the odd/even watering ban. We would appreciate understanding what is the benefit of this ban to the community. We have not perceived the benefits of the ban and wonder if it is an example of excessive government. Perhaps the ban could be eliminated in an experiment to see how it really affects water usage. Sinc rely, ;Julie Hoyme May 23, 1995 H. B. "Bud" Hayden Jr. Metroquip, Inc. 2340 Fernbrook Lane Plymouth, MN 55447-3493 Dear Mr. Hayden: Z 6Ab I am responding to your letter dated May 12, 1995, concerning financial guarantee requirements by the City of Plymouth. Your question concerned the purpose of the financial guarantee. The City's Zoning Ordinance requires a Site Improvement Performance Agreement (SIPA) between the developer and the City for all commercial and industrial projects. The purpose of the SIPA is to ensure that the work approved by the City is completed in accordance with the approved plans. If a developer fails to complete a project, for whatever reason, the City would use the financial guarantee to complete the project. The City has used the SIPA and financial guarantee to complete projects that developers have failed to complete. For example, in 1993, the City used the financial guarantee of a multi family development to complete the private recreation area in the complex. In addition, the financial guarantee requirement provides assurance that projects are completed in a timely manner. It is not in the City's interest to have construction projects extend over lengthy periods of time. The Site Improvement Performance Agreement financial guarantee may be submitted to the City in various forms. The City will accept letters of credit, bonds, cash, certificate of deposits and other financial guarantees as approved by the City. You may at any time request the financial guarantee be changed to a different type upon City approval. You can request an inspection of your project once you have completed particular elements of the project. City policy allows a reduction of the financial guarantee as the elements are completed. The City does require that all landscaping survive one winter season. At a minimum, 25 % of the cost of landscaping is held until the plantings have survived one winter season. I hope this letter has answered your questions concerning the financial guarantee for building projects within the City of Plymouth. If you have any questions please feel free to contact me at 550-5059. Sincerely, � Z�2 Anne Hurlburt, AICP Community Development Director cc: Kathy Lueckert (cones/5057/bhayden.doc) We Listen • We Solve • We Care 3400 PLYMOUTH BOULEVARD • PLYMOUTH, MINNESOTA 55447 • TELEPHONE (612) 550-5000 Metroquip May 12, 1995 IT% Metroquip, Inc. 2340 Fernbrook Lane • Minneapolis, MN 55447-3493 612/559-0541 • FAX:612/559-3833 Mayor Joycelyn Tierney City of Plymouth 3400 Plymouth Boulevard Plymouth, MN 55447 Subject: Requirements to obtain building permits Ref.: Letter of Credit Dear Mayor Joy: Hopefully you will have some more forums this year during which time business people can meet and ask questions. In the interim, I would like to bring the following to your attention. I am in the process of accomplishing work at both the 2340 and 2440 Fernbrook properties I own. In order to obtain a permit, I needed to provide the City with a Letter of Credit. In light of the following, I am wondering why this is necessary: 1 . Development of plans. The Planning Commission process is quite thorough. I engaged the services of an architect (George Klein) and spent several thousand dollars in developing a plan which was eventually approved by both the Planning Commission and the City Council. 2. Award of contract. Utilizing a bid process, I did select G.L. Contracting to accomplish the work. If I go to the expense of having an architect draw plans and if a contractor accepts my purchase order to accomplish the work, why do you think this work will not be completed per the agreed upon plans? Perhaps I am misinterpreting what the Letter of Credit is for, but when was the last time a project was not completed as agreed? The invoice enclosed represents basically one-half of what I will pay, inasmuch as it covers the LOC through October of this year. I have agreed to provide a LOC for the balance of the project, and taking into account the landscaping needs to survive a winter, this basically will prolong it through the fall of 1996. Duluth Minneapolis Omaha Mayor Joycelyn Tierney May 12, 1995 Page 2 What value does this bring? This requirement adds to the expense without, in my opinion, adding value to the project or to the City of Plymouth. I am curious as to why you have this requirement. How many times have builders not complied? There must be a basis for asking an owner to provide the LOC and incur this expense, but what is it? I look forward to your response. Sincerely, H.B. "Bud" Hayden, Jr. President Enclosure cc: John Keho, City of Plymouth 2w\2440\Itjt.12 NORWEST BANK 1IINNESOTAI NA CL PROCESSING P.S. 0108 P.O. Box 1450 {MINNEAPOLISI MN 55479 HENRY B HPYCEN 2340 FERNBRCCK LN N MPLS MN 55447 PAGE 1 042S 301801 00 403.393 05 03 95 2.0000 BR I DIV ACCOUNT COMM. NOTE .00 1331200.00— INTEREST NUMBER NUMBER NO. NUMBER DUE DATE RATE INTEREST DUE REPRESENTS LETTER OF CREDIT FEE DUE TOP PORTION MUST ACCOMPANY PAYMENT 0429 I 30180191 00 I 4033931 105 08 95 I 2.0000 BR /DIV ACCOUNT COMM NOTE NOTE FACE AMOUNT DUE DATE INTEREST RATE 11339-40 $11339.40 BALANCE BROUGHT FORWARD PRINCIPAL DUE INTEREST DUE MISC DUE TOTAL DUE EFFECTIVE DATE BALANCE INTEREST AMOUNT PRINCIPAL AMOUNT PRINCIPAL BALANCE 05 02 9.5 1331200.00 BROUGHTFORWARD 10 30 95 1331200.00— .00 1331200.00— PRINCIPAL DUE TCTALS 1331200.00— 1331200.00— INTEREST DUE 113 3 9.4 0 P A Y MISCELLANEOUS 15-I-9 J /O-3p-yS TYPE CHARGES PAY THIS AMOUNT $1,339.40 31 INTEREST DUE REPRESENTS LETTER OF CREDIT FEE DUE TOP PORTION MUST ACCOMPANY PAYMENT 0429 I 30180191 00 I 4033931 105 08 95 I 2.0000 BR /DIV ACCOUNT COMM NOTE NOTE FACE AMOUNT DUE DATE INTEREST RATE 11339-40 $11339.40 BALANCE BROUGHT FORWARD PRINCIPAL DUE INTEREST DUE MISC DUE TOTAL DUE EFFECTIVE DATE TRANSACTION AMOUNT INTEREST AMOUNT PRINCIPAL AMOUNT PRINCIPAL BALANCE 05 02 9.5 1331200.00 10 30 95 1331200.00— .00 1331200.00— .00 TCTALS 1331200.00— 1331200.00— THIS BILLIi,T- REFLECT FEES DUE 15-I-9 J /O-3p-yS FROM TO r i Bradley F. Kalin ALLSTATE 10700 Old County Road 15 Suite 290 Plymouth, MN 55441 SUBJECT: SCHMIDT LAKE ROAD Dear Mr. Kalin: I am responding to your letter to Mayor Tierney concerning Schmidt Lake Road. In that letter you stated that you wanted Schmidt Lake Road changed back into a two lane roadway. Schmidt Lake Road is a major component of the City's Transportation Plan. In order that there is a network of roadways to provide access for residences, industries, and businesses within the City, this plan has been developed to provide the system needed as land is developed in accordance with the adopted plans. Schmidt Lake Road is a part of this plan to provide access for the major residential areas in northeastern Plymouth. Schmidt Lake Road was originally constructed in 1.978 with a width for the four lanes of traffic which was projected in the future. Since it would take numerous years for this traffic to develop, the road was marked as a two lane facility with a bike lane on either side. With the connection of Schmidt Lake Road to Highway 169 on the east and Fernbrook Lane on the west, it is serving more traffic. In preparation for this the City constructed a separate walking/bike trail along the northern side of the roadway. At the time this bike trail was constructed, the marked bike lanes on the roadway were removed and the street marked for two lanes of traffic in each direction. The design of Schmidt Lake Road has considered the residential developments within the area. None of these residential developments have been allowed to have direct property access to the street. All access is by other residential streets connecting to Schmidt Lake Road. The curves in the roadway were designed in order that there would be a lower speed limit through the area (35 m.p.h.). We Listen - We Solve - We Care KAUN•DOC 3400 PLYMOUTH BOULEVARD - PLYMOUTH, MINNESOTA 55447 - TELEPHONE (612) 550-5000 Z -A C... Bradley F. Kalin Page Two The roadway as currently constructed is necessary to provide for the existing and projected future traffic as this area of Plymouth continues to grow and develop. Decreasing the roadway width will only overload the street's capacity to safely handle the traffic. For this reason, I cannot recommend to the City Council to reduce the street from its current four lane capacity to two lanes. The City has established a traffic enforcement unit within the Public Safety Department. The purpose of this unit is to do enforcement in order that we can get compliance with traffic laws within the City. Schmidt Lake Road is only one of many streets where motorists do not obey traffic laws. I am sure this street will be one of the locations where you can expect to see more enforcement by this traffic unit. If motorists obey the laws, it is a safe roadway within the area. Sincerely, Fred G. Moore, P.E. Director of Public Works cc: Kathy Lueckert' Assistant City Manager Craig Gerdes, Public Safety Director V-UJN.DOC C, Alitshale" Bradley F. Kalin, LUTCF Neighborhood Office Agent 10700 Old County Road 15, Ste 290 Plymouth, MN 55441 Bus.: 612/540-0140 9.,., 5s 1 - � _ .2 �:, Mayor.Joy Tierney 3400 Plymouth Blvd. Plymouth, Mn. 55447 Dear Mayor; It has been a number of months since I addressed you and the city council in person regarding the matter of Schmidt Lake Road remaining a four lane highway. I would like to reiterate in the strongest possible manner my concern that a child will be killed or maimed on Schmidt Lake Road unless it is changed back into a two lane roadway. Schmidt Lake Road is a RESIDENTIAL road. Bicyclists, children and joggers use it and cross it frequently. It is just too hard for children pushing bicycles to cross four lanes of traffic safely. The section of Schmidt Lake Road west of Zachary and east of 494 has some sharp curves and pronounced hills which obstruct a driver's vision. This vision is especially impeded when there are four lanes of traffic speeding by at 35 plus mph. Aerial photos of this stretch of Schmidt Lake Road are enclosed to bring this to your attention. A number of neighbors have had their dogs struck and killed on this stretch recently. Check animal control. In conclusion, the City of Brooklyn Park recently reduced Brookdale Drive from four to two lanes and also Xerxes Ave was reduced from four to two lanes. Please help us make our Plymouth Roads as safe as Brooklyn Park is mak- ing theirs. cc: David Anderson Tim Wold Nicholas Granath John Edson Chuck ILymangood Carole Helliwell City Attorney Sincerely Yours, Bradley F. Kalin D �J�s c�ll� yv�r'u� Scz�trw� e- �.i; -�}.. �,. ►moi � �'. 't � ' ./ �r. VV • ' 1 nt . r""'t . �, ; • P � '� �• , 4'�1� *�� .::�� tel. , , ' � ` r w10, 7 • a .�.� •�: - ' ' • ,r''' :. • : ray Ole. DID _ ' a .�_ i,�-.!•v/rw-tri.':-i•• tea 4WD ,a -��=`3 �+ Pro 471 �"', !T�' •i 'ice•. - '� 'J -.lNn! R a� 1 .v-' b �s .r •.Qt�. ,At w ` �lp15 Iii leW C> �. PrDof ?,e w G- P Gl /ifs .0> � � `� V-4 r s -s Au C. ke fK S { y,A e, h�Ur�E oai� Gt'2u � /Jo s sl � /P it '�-,��� �� "1�•.% JJ A)ve- 4k- p2�t Deni w S. -%PA d . May 4, 1995 Kerry Anderson 2016 Oakview Lane Plymouth, MN 55441 Dear Ms Anderson: The City Manager has forwarded your letter regarding a community center/pool to me for review and comment. There are three items of interest that I can share with you at this time. First, the City does own property in the vicinity of City Hall where such a facility could be built. Second, as of the writing of this letter, an outside consultant is doing a survey of the interests and attitudes of Plymouth residents. That survey will help judge the overall interest in the community for the development of facilities such as a swimming pool. Third, the Council has appointed a committee to review youth facility needs in our community. This committee is meeting with all the organized groups, including the swim clubs, to determine the adequacy of current facilities and future needs. It is possible that by the end of the year, the Council will have enough information to move forward with a plan of action to address the community's needs. Thank you for your time and interest with this matter. Copies of your letter have been forwarded to the City Council and the Park and Recreation Advisory Commission. Sincerely, Eric Blank, Director Parks and Recreation EB/np cc: City Manager PRAC U April 26, 1995 To whom it may concern: I am a Plymouth resident who moved here 5 years ago. I have recently found out that once upon a time, there were proposals for a recreation center here in Plymouth. I am wondering what happened to those plans, if we can re -open the issue. I am appalled at the process in Wayzata for swimming lessons. There is INCREDIBLE DEMAND, and no-one seems to build another pool to meet these demands!!! People stand in line to fight for lessons at 4 am!!!!! Many don't even get lessons! This is a basic skill that children need We are not a poor suburb, lets get a pool!!! Please let me know what I can do to help get one going here in Plymouth! Thank you, Kerry Anderson 2016 Oakview La. Plymouth, MN 55441 Mary Jo Asmus 2545 Troy Lane North Plymouth, MN 55447 Dear Ms. Asmus: This letter is in response to your letter of May 15, 1995. I am very sorry that you feel you have been harassed or badgered by our office. That was definitely not our intent. Our office strives to discuss and share information about the property tax system and the valuation process in a courteous and professional manner. I will attempt to answer your questions and hopefully explain the valuation process better. January 2 of each year is the assessment date. The responsibility of the City Assessing Staff is to determine the market value of each property in the City. With approximately 20,000 parcels to value, it is impossible to perform an individual appraisal on each property each year. The property valuation system used is a mass appraisal process. State laws and basic appraisal practices regulate the way property values are determined through this mass appraisal process. The elements used to determine valuation are the land value, the size, age, style, condition and amenities that each property has. The number of bedrooms a home has may affect the sales price to some degree. Generally speaking a four or five bedroom home would be larger in square feet and valued more than say a three bedroom home, and should also sell for more. However, this is not always the case. Depending on the location of these bedrooms could make a difference, for example, a home with two basement bedrooms and two main floor bedrooms may not be as desirable to some buyers as a home with three bedrooms on the main level. Using bedroom count solely as a valuing component as some realtors do can be very misleading. Home repairs don't usually add value. However, improvements to the home would. An example would be replacing a 15 year old asphalt shingled roof with a new asphalt shingled roof. This would be a repair and no improvement value would be added. However, if that asphalt roof was replaced with 3/4" cedar hand split shingles, that would be considered an improvement to the property. We Listen • We Solve • We Care 3400 PLYMOUTH BOULEVARD • PLYMOUTH, MINNESOTA 55447 • TELEPHONE (612) 550-5000 T„A4L- Page Two If a home has had little to no repairs done and its in a condition of disrepair, the valuation should be less than an identical home which has had average to good maintenance. Depreciation depends on the overall condition of each home. This could range from a poor to excellent condition. Not all homes depreciate at the same level each year. During a reinspection of your entire neighborhood this summer, the current condition of your home along with all other homes in the area will be considered. Sales of homes in similar condition will be the basis used in determining depreciation to establish any change in market value for the 1996 assessment. Licensed appraisers must use both objective and subjective factors when appraising properties. Most real estate agents are not certified appraisers and perform market analysis based on their knowledge of the market. You are correct in stating that the State of Minnesota mandates we are to value at market value. Each year we study the sales that occur in each neighborhood in the City. If adjustments to valuation are necessary, they are applied to all properties in that neighborhood based on the sales not just to the properties that sold. Your property took the same percentage increase as the rest of the properties in your neighborhood. Plymouth's average sale ratio on 581 sales in the sales study this year was 93.5. That does not mean that every sale or every property in Plymouth is or can be at that ratio. It is the mathematical average of those 581 sales. To answer your question, why am I at 100? I'm not sure you are because in actuality your property has not sold and a sale's ratio has not been determined. I hope this letter has answered your questions. You are definitely not considered the enemy and I would invite you to contact me personally if you have any further concerns, questions or comments. Sincerely, Nancy Bye, CAE City Assessor NB: gk cc: Dale Hahn, Director of Finance Dwight Johnson, City Manager Mayor and City Council May 15, 1995 Dwight Johnson City Manager 3400 Plymouth Boulevard Plymouth, MN 55447 Dear Dwight: _-A 4L.— I recently went through the 1995 estimated property market value with the city assessor's office and the City Council meeting. I would like to express my sincere disappointment and thorough frustration with the assessor's office. I called this year because I was sure our home was way above retail value. The assessors office could not give me any computations or comparisons for my file. I thought it strange that they have figures but no idea how they came about. When my husband called back, he was given 5 examples that were all substantially below our assessed value. That's when we went before the board. Once the board presentation was done, the assessor's office went from general harassment to badgering. They used one set of figures and items to prove a point, then changed them the next day to counter questions you brought up! Could you create policies to regulate things like: - do the # of bedrooms affect the retail price of a home - what home repairs add value to the home - what lack of home repairs deduct value from the home - if a garage has extra storage space, what value per sq.ft. should that have - decks have what value per sp.ft. in good repair vs. poor repair - property with underground springs that require more maintenance -- are they given the same value as less costly grounds - what depreciation is used as a home gets older so you can rightly compare newer homes to older ones These are only a few of the items the assessor's office used to their advantage without giving any guidelines or explanations to me. Real estate agents have dollar values to all aspects of the home. Couldn't that be applied to the assessor's office as well so that the figures they use are objective vs. subjective? T—* -k `R._. I also proved, using the assessor's comparisons, that homes like mine in the city of Plymouth are assessed at 91.25% of the retail value. My home was put in at 100%. I know by law, the State of Minnesota wants everyone at 100%, but you cannot pick out one person and assess them higher that the average in the area. Isn't Plymouth's goal to be at 94% across the board? Why am I at 100%? Shouldn't the assessor's office concentrate on the comparisons they use, or homes sold in the area to bring them up to at least 94% instead of harassing home owners already at 100% with threats for the next year? I thought it was our taxes that paid the salaries of the city employees. I would have thought, after the process I went through, that I was the enemy not the one paying the way! There certainly is a difference in the helpful attitude of the council members than that of the assessor's office. Perhaps you could also refer to the council members for input. Feel free to call me at home if you have any questions. I would like a follow up letter so I know what I can expect for next year! Sincerely, �- Mary Jo Asmu 2.545 Troy Lane N. Plymouth, MN 55447 473-5547 cc: Chuck Lymangood City Councilman May 2, 1995 Allen and Mary Jo Asmus 2545 Troy Lane North Plymouth, MN 55447 Re: 1995 LOCAL BOARD OF REVIEW Dear Mr. and Mrs. Asmus: =-A-t.- Your property has been reviewed in response to your request at the Local Board of Review. Based on our review and recommendation, it was the decision of the Board that the 1995 estimated market value of your property be adjusted as follows: Property Identification 1995 Original 1995 Reviewed Number Market Value Market Value 30-118-22-21-0019 $160,900 $150,000 If you wish to appeal their decision you may call for an appointment at the Hennepin County Board of Equalization at 348-5076. All appointments must be made by June 12, 1995.0 _ -- �v A reinspection for repairs will be done for the 1996 assessment. �5 Sincerely, Michael Carroll, CMA Appraiser MC:gk cc: Nancy Bye, Plymouth City Assessor 3400 PLYMOUTH BOULEVARD, PLYMOUTH. MINNESOTA 55447. TELEPHONE (612) 559-2800 15348 Trillium Circle Eden Prairie, MN 55344 (612) 949-2085 May 22, 1995 Ms. Joy Tierney Mayor Plymouth City Hall 3400 Plymouth Boulevard Plymouth, MN 55447 Dear Ms. Tierney: As a dedicated ice hockey coach for the Armstrong Youth Hockey Association, I am writing to you to get a question answered that has been bothering me for sometime. Why doesn't the eighth largest city in the state of Minnesota, Plymouth, have an ice arena? Currently, over 60% of all the players in my hockey association live in Plymouth. Presently our primary ice arena is New Hope Ice Arena in New Hope. Given the increasing demand for ice time by the entire skating community, why isn't Plymouth stepping -up to help reduce some of the pressure it is significantly helping to create? Please don't misinterpret the tone of this letter as adversarial, I'm just extremely frustrated by what is currently happening in the area concerning adequate ice time availability. Speaking for my association, we currently purchase over 50% of our ice time from other sources. With ice time demand increasing all over the metro area, we will lose this vital ice time in the next two years, guaranteed. Bluntly, when this happens we'll be out of business without another source of ice. In closing, I understand that a presentation has. been made to the City of Plymouth regarding a community center with an ice arena. In my mind, with the number of skaters increasingly coming from Plymouth, the city is more then obligated to provide for these residents. I look forward to your response to my inquiry. Sincerely, Steven M. Bernhardt Assistant Coach & Goaltending Coordinator Armstrong Youth Ice Hockey May 25, 1995 Steven M. Bernhardt Armstrong Youth Ice Hockey Association 15348 Trillium Circle Eden. Prairie, MN 55344 Dear Mr. Bernhardt, Thank you for your recent letter to Mayor Tierney regarding the need to develop an ice arena in Plymouth. Mayor Tierney has asked Eric Blank to response to your letter. You can expect a response from Mr. Blank by June 2. In the meantime, your letter will be shared with all members of the Plymouth City Council. Thanks again for your letter. Please give me a call on 550-5013 if you have not received a response by June 2. Sincerely, Kathy Lueckert Assistant City Manager cc: Eric Blank, Director of Parks & Recreation C/R. file We Listen • We Solve • We Care 3400 PLYMOUTH BOULEVARD • PLYMOUTH, MINNESOTA 55447 • TELEPHONE (612) 550-5000 Co x Cl W Cr L!7 m m CL ..... LL7 C„ Ln Lo M Ln C„ Lf) rn LO Cn Ln rn Lo rn LO rn LL7 rn LO Ln rn LO a, LO rn M rn M o, M rn Ln rn Lf) o, Lr, Q, LO rn LO rn Ln rn Ln rn Lo rn � N � 7 N n 7 N 07 C7 n n �-- C N 07 N N LL7 OD M C7 f� C7 M M ZF N ;4 ;;4 N iT' O N Ln N E- EF5 N u7 N La .... 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O r y m V m CD 'i i Q V d ` d N d J C «. m m C m G y Q d O y yO m i+ U C J = N H m C 'O C� r �_ N E N E O! C7 y y 0 +" O •C7 d y :�'''': a`L U O is m o J O y� N N - O C at C7 O "o •C9 Q m Q m 3 m W - M > C7 m. Y y d Y►• Lo W :. :'t `i. ....: r CL,•m �>, O ta, •E C C f4 t O m c C Cq CD O N W '� F:* U C%7 N Q d• C 11 cL'> O _CD C N Q a >• OCM Z ;O .0 .~ O ` m E r Y d m 'c «. U y co co "' E °� .5 v s �' ` 25 c Q U O.. O U CA m 3 m u. 'O Q m 3 J V Q Q m CL m [L W y Q F- m ¢ V N W 3 X J CL. H ... a A2 cc L O u CL1 a r L 3 CD 3 CD 3 w o x m 3 E a R m C V CD' ": rL m c a m _ N Co O d m o N V 2 Y t y 61 U o c Y c .5 LL E F- A H aai r c Q c m a• `° o ' pmp CD o -o o c Lo Y a> c c a c > a`� G Co Co c - max v a� o, x c as O O O C7 O Lv 2 La tr Ca Z J [b .m, Co m LL S G .m. CA Lv Co `m Y to M d C7 m 2 m m y .. a m CDY o O Y .0 O o a c Q O m C Y Y Y m Y m S x U ccmcm G m G S m J m W N M sh L27 CD C� Cb m O N M eF L27 CD C� CD CA O N M Ln tD N N N N N m CL 05/19/95 16:55 MESSERLI KRAMER i 6125505060 L( MllNICIPAL LEGISLATIVE COMMISSION o - M N0.865 P02- 7--- �- 1800 Fifth Street Towers 1.50 South Fifth Street Minneapolis, MN 55402-4218 Telephone. (612) 672-3600 Facsimile: (612) 672-3777 DATE: May 19, 1995 TO: ' MLC Operating Committee FROM: Bob Renner, Jr. RE: Tax -Base Sharing Legislation Governor arlson was presented with HF431/SF277, the Orfield/Novak tax -base sharing proposal t day. He promptly vetoed this legislation. I have attached a copy of the veto message I y Governor Carlson for your information. Please contact me at 228-9757 if you need further information. r ler Cities: Apple Valley, Bloomington, Fagan, Eden Prairie, Edina, Lakeville, Maplewood, Minnetonka, Plymouth, Roseville, Shoreview, Wooabuxy 05/19/95 16:55 MESSERLI KRAMER -> 6125505060 612 224 4648 MAY, -19' 95 (FRI) 12136 MN GOV RELATIONS CNL ti ARKS K. CARLSON GOVERNOR May 19, 1995 TEL:612 224 4648 STATE OF MPtNESOTA OFFICE OF THE GOVERNOR 138 STATE CAPITOL SAINT PAUL 35155 The jlororable By Anderson Speaker of the House of Representatives 4633 State Ogee bAding Saint Paul, Minnesota 55155 Dear Speaker Anderson: N0.865 P03 P. 001 i have vetoed and I am returning Chapter 197, Mouse File 431/Senate File 277, a butt relating to property tax bast revenue sharing. House File 431 would pool property taxes c0Uected oa some ?tomes in metropolitan communities and redistribute them to other communities. Past leolatur+ have wisely rejected the concept of pooling residential property taxes. I axe also oppo ed to this tax - sharing approacb. I have three main concerns. First, this pooling approach sets many communities up for a property tax crease. Clearly, taking money from some suburban communities reduce& their re nue. Consequently, it creates tremendous pressure to increaea property taxes ' order to fund their priority needs. Worse, it creates this tax increase in a backdoor, dis genuous way, by promising tax cuts to others. Such tax increases may be the intent of mo in the Legislature, but as long as i am Governor, this redistnbutionist aapprp2a be vetoed. Second, this bill worsens an already grossly unfair, inequitable properly system. It punishes communities whicb arc succassu and rewards others for being efizcient- Tlb legislation creates perverse Incentives for Communities to Spend mo Inefficieptly. 'The message to these communities is: rely on others who have spent res nsibly to subsidize, you. We should be doing �t the raver8e: providing incentives cot unities which spend money efficiently. Third, the Legislature Zeas already compiled a poor track record when it 40ma3 to community revenue redistn-bution. Consider LOW Government Aid. In 991, Duke Univerdly professor Helen Ladd concluded in her seminal report "Meamring the Fiscal Condition of Cities in Minneso to tlletthe cldes that need help thew in aneso;& was most," the repot toal �d unfair, wL OA was not directed to concluded. "A well-designed a more g In would product discon0le P�emrn which ties with a � (needs) received moflnd correlative between the need-capac ty 9RR and aural I.GA." AN Z QUAL OppOaTt»W1'i'Y DAPLOYER (612) 3%4075 - Too (612) 2W335I • Voice(8M) 657.3598 - TDD (�tMl F17:7719 . Wice M"Trro ON RE�YCI Pam CONTAINING 10% POW CANS�MiP YA7/11J11L — -- -- 05/19/95 16:56 MESSERLI KRAMER 4 6125505060 N0.865 D04_ MAY.-19'95(FRI) 12:37 MN GOV RELATIONS CNL TEL:612 224 4648 F,002 . Z: 5�-- Veto Messago Chaptar 197 May 199 199S Pup, Two of Wo Little bas changed since that report was issued. If anythin& the situation has worsoned, in paq due to the Legislature's rejection of our plan to ensure more equitable dignibution of local aid through Aad Distnbution Councils. The one benefit of tWs legislation is that it exposeu the high -tax, wealth-rsd stnbution, social-en&acring agenda of soma is the Legislature. In contrast, Y want to reduce pressure to raise uxes, to build incentives for communities to spend money m6ponsibly, and to empower local-decWon makers. We could not have a more clear example of dh%nent view& I remain open to talking with all interested parties about wqs to help commlUnities spend their resources fairly and ef6fc featly. But as long aS I am Governor, more mandates for property tax revenue sharing will not be acceptable. Warmest r'e'ar, rJL CARWON Covemor c. Senator Allen Spear, President of the Senate &Uator roger Moe, Majority Leader senator Dean Johnson, Minority Leader Representative Steve Svigguro, Minority Leader Chief Senate Author(s) CWef House Autbor(s) Mr. Patrick E. Plahaven, Secretary of the Senate Mr, Edward A. Burdick, Chief Clerk of the )`louse M$, Joan Anderson Growe, Secretary of State I )ecisiun Wsvurces, 1.h1. May, 199i NORTHWEST COMMUNITY TELEVISION VIEWERSHIP SURVEY Findings Related to City and School District News Coverage Methodology: • 400 randomly selected households subscribing to cable television • Interviews by telephone between March 23-29, 1995 • Projectable to all cable subscribers within f 5.0% in 95 out of 100 cases Interest in Local Programming: 1994 1995 Local community news program 54% 57% Municipal or city information 57% 53% School District information 39% 41% Interest levels remained relatively constant during the intervening one year period. "Cable 12 News: " Viewership of the program increased by almost one-third from the previous year. Habitual viewers also doubled during this time period. Rating of Aspects of Program (5 Point Scale): Compelling/Interesting stories 3.47 Timely stories 3.63 Fairness/Balanced stories 3.66 Objective/Unbiased 3.80 Professional presentation 3.76 1994 1995 Viewership during past year 34% 46% Daily/Twice Weekly 9% 17% Weekly 90/0 12% Alternate Weeks/Monthly 9% 13% Less Frequently 7% 6% 1994 1995 News Segment Only 12% 20% Sports Segment Only 3% 4% Both Segments 17% 21% Viewership of the program increased by almost one-third from the previous year. Habitual viewers also doubled during this time period. Rating of Aspects of Program (5 Point Scale): Compelling/Interesting stories 3.47 Timely stories 3.63 Fairness/Balanced stories 3.66 Objective/Unbiased 3.80 Professional presentation 3.76 7 Balance/"good" and "bad" news Exploring controversial topics 3.56 3.11 1,' -Sb All aspects of the program were awarded moderately high positive ratings. The only aspect which lagged somewhat was the exploration of "tabloid" -type subjects. One Change or Improvement in Program: More updates More discussion of local issues Better/more professional productions More human interest stories The vast majority of viewers posted no suggestions for changes in the current format or coverage of the program. Those who commented wanted to see more "late -breaking" news in addition to more specific coverage of their community. Broadcast of Program Every Hour of the Day: 13% Favor 7% Oppose 41% No Difference Most viewers were indifferent to this schedule change. Likelihood of Watching a Morning Version: 15% Very/Somewhat Likely 46% Not Too/Not At All Likely Only about one-quarter of the current audience expressed interest in a morning version of the program. "Northwest Cities: " Viewership of this program increased by nearly two-thirds during the one year period between studies. The bulk of the increase was in sporadic viewership, rather than dedicated weekly viewers. 01 1994 1995 Viewership during past year 18% 30% Weekly 7% 8% Alternate Weeks/Monthly 10% 14% Less Frequently 2% 9% Viewership of this program increased by nearly two-thirds during the one year period between studies. The bulk of the increase was in sporadic viewership, rather than dedicated weekly viewers. 01 -r- .56 Rating of Aspects of Program (5 Point Scale): Compelling/Interestmng stories 3.54 Timely stories 3.51 Professional presentation 3.75 Each aspect of the program received moderately high evaluations from viewers. One Change or Improvement in Program: More discussion of local issues More professional productions More human interest stories More local advertising The overwhelming majority of viewers had no suggestions about changes in the format or content of the program. In fact, these comments greatly mirrored the improvements suggested about "Cable 12 News." City Council Meetings: Viewership of City Council Meetings decreased by almost twenty percent during the past year. School Board Meetings: 1994 1995 Viewership during past year 60% 49% Frequently 8% 7% Occasionally 7% 6% Rarely 30% 23% Viewership of City Council Meetings decreased by almost twenty percent during the past year. School Board Meetings: Viewership of School Board Meetings declined by almost one-sixth during the period between the two studies. Conclusions: In this study, while interest in local government and news has remained constant, a clear preference for structured programs over unstructured councilfboard meetings was noted. 1994 1995 Viewership during past year 31% 26% Frequently 2% 4% Occasionally 7% 6% Rarely 22% 17% Viewership of School Board Meetings declined by almost one-sixth during the period between the two studies. Conclusions: In this study, while interest in local government and news has remained constant, a clear preference for structured programs over unstructured councilfboard meetings was noted. May 22, 1995 Minnesota Department of Transportation Metropolitan Division Waters Edge Building 1500 West County Road B2 Roseville, Minnesota 55113 The Honorable Todd Van Dellen Minnesota House of Representatives 291 State Office Building 100 Constitutional Avenue St. Paul, Minnesota 55155-1298 Dear Representative Van Dellen: This letter is in response to your letter of May 9, 1995, regarding Plymouth Seven Ponds Business Park. Enclosed is a copy of our response to the City's request for direct access to Trunk Highway (T.H.) 55 from the proposed development. The Minnesota Department of Transportation (Mn/DOT) does not support direct access to T.H. 55. Our response does not address access to County Road 24. County Road 24 is under the county's jurisdiction and any changes in access would require their approval. Please feel free to contact me if you have any questions. Sincerely, Charles A. Siggerud, P.E. Division Engineer cc: Jim Grube, Hennepin County Dwight D. Johnson, City of Plymouth Enclosure An Equal Opportunity Employer 11 El kdj 0 You ire Ynuited to tke CitV olCokcoran Oea �Jqottje to SaturdaV., dune 3, / 9 9.5 1140M / 0 a.m. to 3p.m. att4i Corcoran if it 4afl ani Civic Center located ci 8200 Co. Pd. 116 f�.orcoran W General otfleee W Center St. Paul, MN $5144.1000 612/733 1110 { 24, 1995 3' s' W Dr Joy Tierney of Plymouth Plymouth Blvd. youth. Mn. 55447 Tierney, I want to congradulate you and the city o!' Plymouth for successfiilly passing your Open Space ferendum. The City of Plymouth has now jumped the first. hurdle. Now, the major issue of rmanenee protection, as well as useage ordinances will have to be addressed. I am a resident of Maplewood, and have been working to promote urban open space ;servation programs in greater St. Paul/Mpls My job takes me worldwide, and I have formed ang opinions on the necessity for managing growth, or what some call sustained development. an annual population growth rate in Mn./U. S. A, of 1 1 %/yr. Plymouth and similar suburbs will soon d themselves near the center of a much larger metro region. As a perspective, my grandfather used pheasant hunt just north of where Rosedale shopping center now is. How things change! Now, lets_hQpefor the success of Maple Grove on June 20. Director vood Open Space Campaign -porate Molding Technology Center g. $1$-1-01 Paul, Mn. 55114-1000 736-1176 736-3122 T00 -iT/eTS '1 'S '31 eT : eo 96/pe/90