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HomeMy WebLinkAboutCouncil Information Memorandum 03-02-2001Dummy MARCH 2, 2001 1. COUNCIL MEETING SCHEDULE: TUESDAY, MARCH 20, 5:3 0 PM TUESDAY, MARCH 20, 7: 00 PM TUESDAY, MARCH 27, 5:30 PM TUESDAY, MARCH 27, 7: 00 PM 2. MONDAY, MARCH 5, 7: 00 PM 3. TUESDAY, MARCH 6, 6:30 PM 4. WEDNESDAY, MARCH 7, 7: 00 PM S. THURSDAY, MARCH 8, 7: 00 PM 6. WEDNESDAY, MARCH 14, 7: 00 PM SPECIAL COUNCIL MEETING, Public Safety Training Room -Update on Hilde Performance Center -Surface Water Utility Fee Structure REG ULAR CITY COUNCIL MEETING, Council Chambers SPECIAL COUNCIL MEETING, Public Safety Training Room -Speed Bump Policy REGULAR CITY COUNCIL MEETING, Council Chambers YOUTHAD VISOR Y COUNCIL, Medicine Lake Room BOARD & COMMISSION RECEPTION, Plymouth Creek Center PLANNING COMMISSION, Council Chambers PARK & RECREA TION A D VISOR Y COMMISSION (PRA C), Council Chambers ENVIRONMENTAL QUALITY COMMITTEE (EQC), Council Chambers CITY COUNCIL INFORMATION MEMO March 2, 2001 7. 8. 9. 10. 11. 12. 13. 14. 15. THURSDAY, MARCH 15, 7: 00 PM THURSDAY, MARCH 15, 7: 00 PM WEDNESDAY, MARCH 21, 7: 00 PM TUESDAY, MARCH 27, 7:30 AM WEDNESDAY, MARCH 28, T 00 PM THURSDAY, MARCH 29, 6:30 PM FRIDAY, MARCH 30, S: 00 PM Page 2 HRA MEETING, Medicine Lake Room PUBLIC SAFETYAD VISOR Y BOARD Police Department Library PLANNING COMMISSION MEETING, Council Chambers LOCAL BUSINESS COUNCIL, Radisson Hotel PACT, Bass Lake Room MEDICINE LAKE WATERSHED (EQC) SUBCOMMITTEE, Medicine Lake Room PLYMOUTH FINE ARTS COUNCIL, PRIAM VERA ART SHOW begins, Plymouth Creek Center A List of future Regular Council Meeting agenda items is attached (M-14) February, March and April Calendars are attached (M-15) c) "Senators to Propose Referendum on Transportation Funding" article from Star Tribune 2/27/01 (1-1c) d) Articles on Traffic Congestion submitted by Barb Senness, Planning Mgr. presented as a follow-up to presentation on the I-494 Corridor Commission activities (1-1d) 2. STAFFREPORTS a) Report from Fred Moore, Director of Public Works regarding speed hump request/Traffic issues in Fox Run neighborhood at 24th Ave./Yuma Lane/25th Ave. (I -2a) CITY COUNCIL INFORMATION MEMO March 2, 2001 Page 3 b) Letter from Park and Recreation Director, Eric Blank, to City Manager Dwight Johnson, regarding current construction estimates and ongoing operating costs for the Millennium Garden as requested by Councilmember Scott Harstad. (I -2b) c) Letter from Senior Appraiser Jan Olsson to City Assessor Nancy Bye regarding 2001 Property Tax Summary. (I --2c) 3. CITIZEN COMMUNICATIONS POLICY—CORRESPONDENCE a) Letter From Eric Blank to Mr. & Mrs. Galvin regarding opposition to play area in the Estates of Fernbrook Manor along with his original letter. (I -3a) b) E-mail correspondence from Scott Grinde to Mayor Tierney regarding Traffic on Fernbrook Lane with a response back to Mr. Grinde from Public Works Director, Fred Moore. (I -3b) A summary report on the 2001 correspondence is attached (1-3) Tentative Schedule for City Council Non -Consent Agenda Items March 20 (M-14) • 2000 Unaudited Financial Report • Public hearing for liquor license for Wild Wings Grill and Bar • Review and comment on sketch plan for a 119 unit residential development to be called "Seven Greens" on 62 acres located on the northeast corner of Schmidt Lake Road and Vicksburg Lane (Swan Development LLC) • Comprehensive Plan Amendment to consider 1) removing Holly Lane as a minor collector from Old Rockford Road to Schmidt Lake Road and 2) eliminating the Holly Lane connection across the Canadian Pacific tracks (City of Plymouth) • Agreement with Pillsbury Neighborhood Services for "Job Stops" Transit Service (postponed from February 27) • Plymouth Boulevard parking bays and overlay improvements from 34,' Avenue to County Road 9 (postponed from February 27) March 27 • Presentation of after action report by CP Railroad on train derailment • Rezoning from FRD (Future Restricted Development) to RMF -2 (Multiple Family 2), Preliminary Plat and site plan for 98 townhome units "Townhomes at Nanterre" for property located west of the northwest quadrant of Vicksburg Lane and Schmidt Lake Road (Edina Development Corporation) April 10 Present Environmental Champion Awards Sunrise Park Development (M-15) OFFICIAL CITY MEETINGS March 2001 Sunday Monday Tuesday Wednesday Thursday Friday Saturday Feb 2001 S M T W T F S 1 2 3 Apr 2001 S M T W T F S 1 2 3 4 5 6 7 1 7:00 PM HUMAN RIGHTS 2 3 4 5 6 7 8 9 10 8 9 10 11 12 13 14 COMMISSION - 11 12 13 14 15 16 17 18 19 20 21 22 23 24 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Medicine Lake Room 25 26 27 28 29 30 4 5 6 7 8 9 10 7:00 PM 6:30 PM BOARD 7:00 PM 7:00 PM PRAC, YOUTH ADVISORY COUNCIL, Medicine Lake Room AND COMMISSION RECEPTION, Plymouth Creek Center PLANNING COMMISSION, Council Chambers Council Chambers 11 12 13 14 15 16 17 7:00 PM EQC, 7:00 PM HRA - Council Medicine Lake Chambers Room 7:00 PM PUBLIC SAFETY ADVISORY BOARD, Police Dept. Library 18 19 20 21 22 23 24 7:00 PM YOUTH ADVISORY COUNCIL, Medicine Lake 5:30 PM SPECIAL updaeonHEdePeW. co-. and Surface Water Utility Fee Structure, Public Safety Training Room 7:00 PM PLANNING COMMISSION, Council Chambers Room 7:00 PM REGULAR COUNCIL MEETING, Council Chambers 25 26 27 28 29 30 31 7:30 AM LOCAL BUSINESS COUNCIL, Radisson Radisson Hotel 5:30 PM SPECIAL COUNCIL MEETING: Speed Hump Policy, Public Safety Training Room 7:00 PM PACT - Bass Lake Room 6:30 PM MEDICINE LAKE WATERSHED SUB -COMMITTEE, Medicine Lake Room 5:00 PM THRU SATURDAY - PLYMOUTH FINE ARTS COUNCIL PRIMAVERA SHOW, Plymouth Creek Center 7:00 PM REGULAR COUNCIL MEETING, Council Chambers modified on 2/28/2001 OFFICIAL CITY MEETINGS April 2001 Sunday Monday Tuesday Wednesday Thursday Friday Saturday 1 2 3 4 5 6 7 DAYLIGHT 7:00 PM 7:00 PM 7:00 PM SAVINGS YOUTH PLANNING HUMAN COMMENCES - ADVISORY COMMISSION, RIGHTS set clocks COUNCIL, Council COMMISSION - ahead 1 hour Medicine Lake Chambers Medicine Lake Room Room 8 9 10 11 12 13 14 7:00 PM 7:00 PM EQC, 7:00 PM PRAC, REGULAR Council Council COUNCIL Chambers Chambers MEETING, Council Chambers 15 16 17 18 19 20 21 7:00 PM 7:00 PM 7:00 PM 7:00 PM HRA - 11:00 AM CITY YOUTH ADVISORY BOARD OF REVIEW, PLANNING COMMISSION, Medicine Lake Room EMPLOYEE RECOGNITION COUNCIL, Medicine Lake Council Chambers Council Chambers 7:00 PM PUBLIC LUNCHEON, Plymouth Creek Room SAFETY ADVISORY Center BOARD, Police Dept. Library 22 23 24 25 26 27 28 7:30 AM LOCAL BUSINESS COUNCIL, Radisson Hotel 7:00 PM PACT - Bass Lake Room 6:30 PM MEDICINE LAKE WATERSHED (EQC) SUB -COMMITTEE, Medicine Lake Room 7:00 PM REGULAR COUNCIL MEETING, Council Chambers 2" 30 7:00 PM YOUTH ADVISORY Mar 2001 S M T W T F S 1 2 3 May 2001 S M T W T F S 1 2 3 4 5 COUNCIL, 4 5 6 7 8 9 10 6 7 8 9 10 11 12 Medicine Lake Room 11 12 13 14 15 16 17 18 19 20 21 22 23 24 13 14 15 16 17 18 19 20 21 22 23 24 25 26 25 26 27 28 29 30 31 27 28 29 30 31 modified on 2/28/2001 OFFICIAL CITY MEETINGS May 2001 Sunday Monday Tuesday Wednesday Thursday Friday Saturday 1 2 3 4 5 Apr 2001 S M T W T F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 7:00 PM BOARD OF REVIEW RECONVENED) Council Chambers 8:00AM-1 PM HUMAN RIGHTS COMMISSION REGIONAL Creek Center WORKSHOP, Plymouth 7:00 PM PLANNING COMMISSION, Council Chambers 7:00 PM HUMAN RIGHTS COMMISSION - Medicine Lake Room 6 7 8 9 10 11 12 7:00 PM 7:00 PM EQC, 7:00 PM PRAC, 10:30 AM - 4:00 REGULAR Council Council PM COUNCIL Chambers Chambers PLYMOUTH MEETING, HISTORY Council FEST, Parkers Chambers Lake Park 13 14 15 16 17 18 19 7:00 PM YOUTH ADVISORY 7:00 PM PLMOUTH TOWN 7:00 PM PLANNING COMMISSION, 7:00 PM HRA - Medicine Lake Room COUNCIL, Medicine Lake Room MEETING, Plymouth Creek Center Council Chambers 7:00 PM PUBLIC SAFETY ADVISORY BOARD, Police Dept. Library 20 21 22 23 24 25 26 5:30 PM MILLENNIUM GARDEN GROUNDBREAKING CEREMONY, Plymouth Creek Center 7:30 AM LOCAL BUSINESS COUNCIL, Radisson Hotel 7:00 PM REGULAR COUNCIL MEETING, Council Chambers 7:00 PM PACT - Bass Lake Room 27 28 MEMORIAL DAY (Observed) - City Offices Closed 29 7:00 PM YOUTH ADVISORY COUNCIL, 30 31 Jun 2001 S M T W T F S 1 2 3 4 5 6 7 8 9 Medicine Lake Room 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 modified on 2/28/2001 MNSUN - News Archive No newspapers Select a Town: e ec a own y: , _.� s MNSun r r Archives Business News Classifieds Finance Calc Horoscope Market Place Net Directory Nutrition Calc Weather Contact Us How to Advertise Jobs At Sun Sun Slots Special Sections NET DIRECT Bridal Guide Senior Focus Search The Web People Search Business Search Local Forecast Click Here ge 1 of 4 Wednesday, Feb. 2 8:23:11AN Donated cars help needy families at PRISM By Sue Webber Sun Newspapers (Created 2/7/01 8:58:27 AM) A third -shift employee takes a bus to work, but the last bus runs before his shift ends. Another late -shift employee who doesn't have access to an after- hours bus may walk 10 miles a day getting to work. Enter Project Family Car, a Hennepin County -wide program that recently has shifted to People Responding in Social Ministry (PRISM). The agency provides a food shelf and clothes closet, plus support -based social service programming for people living in Brooklyn Center, Crystal, Golden Valley, New Hope, Plymouth and Robbinsdale. PRISM takes in reliable, workable donated cars and resells them to working families who don't qualify for bank loans or other financing. Payment schedules are based on their incomes and ability to pay. "We have eight families waiting for cars right now," said Liz Johnson, PRISM's vice president for programming. "We sell them a zero - interest loan at below market value. It's really about helping them stabilize over the 12- to 24 -month loan period. A case manager works with the family on a budget and on improving their credit report." Since 1994, the 28 -year-old non-profit PRISM has leased a building that formerly housed the rectory at St. Margaret Mary Catholic Church, 2323 Zenith Ave. N., Golden Valley. The agency serves an area populated by 150,000 people, geographically bounded by Interstate 494 on the west, 42nd Avenue on the north, Interstate 394 on the south and Theodore Wirth Parkway/Minneapolis border on the east. PRISM serves about 11 percent of the Hennepin County population. East Plymouth is the largest area served by the agency. Almost one- fifth of PRISM's clients are Russian immigrants who are living in Plymouth and Golden Valley, Johnson said. In addition to its food shelf and clothes closet, PRISM's offerings include case management services, Elder Express, emergency financial assistance, tax clinics, financial counseling, educational i DOCU&I. .A Tbe L Frk* Does Y, website-, i a facell Glick K nckl* Part ot the TwinG Network http://www.mnsun.com/archive.asp?display=story2&year=2001 &storyID=60231 2/28/01 MNSUN - News Archive scholarships, blood pressure clinic, support groups, classes and a referral networks A report called "Roadmap to the Future," issued by PRISM in October 1999, noted that welfare reform will impact many of PRISM's families. Some will lose food stamps; more legal immigrants will need service; some pregnant mothers who are immigrants may lose Medicaid access to prenatal care; many will enter the low-wage labor market without sufficient funding for childcare, job training or English language education. "We are seeing 12 to 15 new families a month," Johnson said. "We are seeing family situations that are so complex that they need a lot more hand -holding and problem -solving. They are in situations they haven't been in before. "Welfare programs are not doing very well with teaching people to handle their finances. The federal government helps with jobs and day care, but no one is teaching them to plan for the future. It's a big hole in the system." PRISM works through Lutheran Social Services and Family Hope to connect clients with financial counselors on an individual basis, Johnson said. Affordable housing has become a crisis for PRISM clients as well, said Dale Fagre, the agency's president and CEO since the end of 1998. "Rents are up 35 percent over the last 10 years, but the incomes for a lot of low income people is only up 9 percent," Fagre said. A salary of $12 an hour sounds good on paper, he said, but a single mother with a child can't make ends meet when an average one bedroom apartment rents for $694 per month. Rent consumes more than half of her $1,300 after-tax take-home pay, and there's still child care, gas, food and clothing to consider. Many families are spending 70 or 80 percent of their income on rent, Johnson said. PRISM's food intake and outgo has been significantly higher than last year, Fagre said. The agency dispenses about 12,000 pounds of food a month, but that figure rises substantially during the holiday season. Donations to the food shelf typically increase during the holiday season, providing supplies to carry PRISM clients until summer. "We're pretty empty by July," Johnson said. "Summer is the worst." Between 150 and 160 families a month receive food from PRISM. The agency also serves 750 regular riders through its Elder Express transportation program, giving a total of more than 10,000 rides last year. Riders are asked for donations, but none are refused rides for lack of money. Thirty percent of the Elder Express riders are from Robbinsdale, Fagre said. PRISM has added a case worker to do more in-depth work with Page 2 of 4 http://www.mnsun.com/archive.asp?display=story2&year=2001 &storyID=60231 2/28/01 MNSUN - News Archive families because today's complicated situations require more time, Johnson said. "Our strategy of walking alongside people on the road to self- sufficiency takes more time," Fagre said. "We have had to grow the staff and the budget." PRISM's budget, which has doubled since 1998, is projected at $862,000 for 2001. The agency has six full-time and eight part-time employees. About 12 percent of PRISM's income is derived from the 18 churches that support it. The six cities together supply 6 percent of the support. About 40 percent of the donations are in-kind contributions, Johnson said. Individual contributions have grown by 400 percent in recent years, Fagre said. But more business supporters are needed. "Giving from organizations has tripled in the last year," he said. "But giving from businesses has slowed, We're not high-profile." PRISM's fund-raisers include a golf tournament in June 2000 that netted $11,000; the second such event is set for June 20, 2001. The second Sock Hop 'n' Drop is set for April 21. A large annual fall benefit and silent auction also produces needed revenue. As heavy as the human service needs appear to be, Johnson said, it is comforting to work in partnership with other area agencies, such as CEAP, NEAR, STEP and Interfaith Outreach. "We can't help everybody, but with [the partnership] we have the sense we don't have to do everything," she said. The bottom line is that there will always be poor and disadvantaged people who need help, Fagre said. "This organization has been through booms and depressions since we started," Fagre said. "Even through the most recent good economic times, we didn't see a drop-off of families needing help. If anything, the need increased." For information on Elder Express, call 763-529-1252. For information on PRISM's food shelf and other services, call 763-529-1350, or visit the Web site at prism. godsnetwork.net. PRISM began at the Parish Community of St. Joseph in New Hope in 1972, later moved to Holy Nativity Lutheran Church in New Hope, then was housed in the former Robbinsdale High School building before settling in Golden Valley in 1994. Local churches, businesses, organizations, cities, foundations, and individuals support PRISM. Supporting municipalities are Brooklyn Center, Crystal, Golden Valley, New Hope, Plymouth and Robbinsdale. Supporting churches include Holy Nativity Lutheran, St. Joseph Parish Community and House of Hope Lutheran in New Hope; Brunswick Methodist and Olivet Baptist in Crystal; Calvary Lutheran, Church of the Good Shepherd, Spirit of Hope Methodist, St. Margaret Page 3 of 4 http://www.mnsun.com/archive.asp?display=story2&year=2001 &storyID=60231 2/28/01 MNSLN - News Archive Page 4 of 4 Mary Catholic, Valley of Peace Lutheran, Valley Presbyterian and Unity Christ churches in Golden Valley; Olivet Methodist and Robbinsdale United Church of Christ in Robbinsdale; and Mt. Olivet Lutheran, St. Mary of the Lake Catholic, Pilgrim Methodist and Beautiful Savior Lutheran churches in Plymouth. An 18 -member board of directors comprising representatives from member churches and the community -at -large governs PRISM. This site and its contents ©2000. Sun Newspapers - Main Office: 952-829-0797 - Created and maintained by Quantum Digital Interactive Email: jcorbo@quantumsite.com http://www.mnsun.com/archive.asp?display=story2&year=2001 &storyID=60231 2/28/01 U.S. Mayor Articles I Sayles Belton and Mortgage Bankers Confer on Escalating Hous.../O1 Pagel of 2 (I-1 b) Sayles Belton and Mortgage Bankers Confer on Escalating Housing Crisis New Study Shows More Working Families Unable to Find Affordable Homes by Dave Gatton February 12, 2001 Minneapolis Mayor Sharon Sayles Belton, trustee of the United States Conference of Mayors, called on the nation's bankers, developers, and homebuilders last week to work with mayors to launch a new federal housing initiative that would dramatically increase the availability of affordable housing for the nation's working families. Addressing the Mortgage Bankers Association Convention on Commercial and Multifamily Housing Development in San Diego on February 7, Belton said that the it was getting more and more difficult for families to afford housing. Citing the City of Minneapolis' one percent vacancy rate, she told an audience of 300 bankers, "The crisis is here and it will only get worse unless we develop a national program to increase housing production. We've got to work with the federal government, Congress and the private sector to find creative and viable solutions to America's housing crisis," she said. Belton's comments on behalf of the mayors came as the Mortgage Bankers Association of America (MBA) and the National Housing Conference (NHC) released a new study showing that working families are increasingly unable to find affordable homes in communities where they work. The study showed that the number of middle income families with critical housing needs increased by 38 percent between 1997 and 1999. Middle income families are those earning between 50 and 120 percent of median income. But in a surprising finding, the upper end of that group, those between 80 and 120 percent of median income, had a harder time finding affordable housing—increasing by 74 percent between 1997 and 1999. "These numbers should be a wake up call for policy makers in Washington. Teachers, firefighters, police officers and other moderate -income workers are finding it harder and harder to find or pay for housing," said Andrew D. Woodward, MBA President and Chairman of Bank of America Mortgage. Robert J. Reid, executive director of the NHC, said, "We must broaden the parameters of the housing debate in this country to include the housing of needs of working families, and we must produce new affordable housing to meet the needs of these families." Sayles Belton announced at the meeting a national summit that the Conference's Council for Investment in the New American City will hold in Washington, D.C. on April 4-5, 2001. One of the purposes of the summit will be to unveil the outlines of a national housing production proposal supported by the Council's members. Sayles Belton told the bankers that Minneapolis faces a shortage of 15,000 affordable housing units and that the city has increased funding for affordable housing programs by 44 percent. But she added that local resources could not come close to adequately addressing the problem. To demonstrate the need, she said that 45 percent of the city's homeless shelter residents were working individuals and families. "We can no longer engage in promoting the concentration of poverty," the mayor told the audience. "We must develop mixed income communities that fortify our neighborhoods and that means we can not be afraid to expand the national housing conversation to include the needs of moderate income families," she said. The bankers agreed. Woodward announced that MBA would join the mayors in pushing for a new multifamily housing production proposal in the 107th Congress that would also address the needs of moderate income families. His colleague, Shakir Narasimhan, managing director of the Prudential Mortgage Capital Company and a leading spokesman for the industry, called for substantial new appropriation of federal funds in housing that would drive new production under a http://www.usmayors.org/uscm/us_mayor_newspaper/documents/02_1.../mortgage_bankers.as 2/27/01 U.S. Mayor Articles I Sayles Belton and Mortgage Bankers Confer on Escalating Hous.../O1 Page 2 of 2 simplified delivery system. A representative from the San Diego Chamber of Commerce indicated that for every four new jobs created in the city of San Diego, one housing unit was being built. "There is an emerging political consensus that something must be done," Sayles Belton said. "We must speak with one voice. If you work hard all day, raise your kids, help them with their school, you should be able to afford a home. This is a fundamental part of our social contract with working Americans," she concluded. .c Return to Previous Page. U.S. MAYOR NEWSPAPER http://www.usmayors.org/uscm/us—mayor—newspaper/documents/02-1 ... /mortgage—bankers.as 2/27/01 U.S. Mayor Articles I San Francisco: Creating Affordable Housing Opportunities in A.../O1 Pagel of 2 San Francisco: Creating Affordable Housing Opportunities in America's Most Expensive Housing Market San Francisco is the country's highest cost and tightest housing market. The National Low Income Housing Coalition's report, Out of Reach, estimates that a household would have to earn $28.06 per hour to afford the HUD Fair Market Rent for a two bedroom apartment, putting it out of reach for approximately 56% of San Francisco renters. The challenge for low income renters is heightened by the extremely low vacancy rate, which has hovered around 1% for several years, making it difficult even for Section 8 voucher holders to find housing in the city. With only 35% of San Franciscans owning their own homes and the median sales price of a home or condominium soaring to $500,000, home ownership has become a distant dream for many. San Francisco is also the second densest large city in the United States and is virtually fully built -out, with scarce vacant land available for large- scale housing development and very few abandoned residential properties. And unlike some cities, San Francisco's population continues to grow, increasing competition for existing housing resources. Creating and maintaining affordable housing opportunities against this backdrop is a formidable challenge, but under Mayor Willie L. Brown's leadership, San Francisco has developed some of the nation's most innovative approaches, highlights of which are described below. Devote substantial local resources to affordable housing San Francisco devotes almost $100 million a year of local resources to affordable housing, including a portion of the hotel tax for the development housing for seniors and people with disabilities and nearly 50% of the tax increment generated by all redevelopment activities. In 1996, Mayor Brown supported a $100 million affordable housing general obligation bond measure which was adopted by the voters, generating $85 million for development of rental housing and $15 million for downpayment assistance of up to $100,000 per borrower to first-time homebuyers. The city also funds a dozen nonprofit developers that form the backbone of its affordable housing delivery system. Link affordable housing to development The city imposes a housing development requirement or linkage fee on the development of commercial offices, and Mayor Brown has proposed legislation adding the development of retail, entertainment, and hotels to the program. In addition, market -rate housing developments of 10 units or more are required to set aside 10% of the units as affordable under the city's Inclusionary Housing Program. Maximize housing opportunities in large scale development Mayor Brown negotiated the largest development project in San Francisco history, the 305 acre Mission Bay development. This new San Francisco neighborhood will include a new campus for the University of California at San Francisco, 5 million square feet of commercial office space, retail space, a hotel, open space, a school, a police and fire station, and 6,000 units of housing. The Mission Bay Plan requires 1,700 housing units to be permanently affordable. Under this unique program, the developer will contribute 16 scattered acres for the affordable housing, which will be developed by nonprofits and subsidized by tax increment generated by the entire development. The first 100 family units are under construction, with 140 senior units on the drawing board. The city is also using military base closures as an opportunity for affordable housing. The former Treasure Island Naval Base is reusing approximately 1100 units of housing, 218 of which are devoted to housing for formerly homeless families and individuals; the city funded 100 units of housing for homeless veterans at The Presidio; and plans are underway for at least 20% of the estimated 1700 units to be developed at the Hunters Point Naval Shipyard to be affordable. Preserve existing affordable housing Mayor Brown established the Affordable Housing Preservation Program to save HUD subsidized rental housing at risk of conversion to market rate. To date, the city has assisted in the acquisition of more than 1200 at risk units, leveraging approximately $40 million of local funds to attract over $110 million in private funds to purchase and rehab these units. The city also makes rehab loans available to existing nonprofit owned housing to extend the useful life of this permanently affordable rental housing and to low-income homeowners to preserve affordable homeownership. Use housing to add social infrastructure to neighborhoods San Francisco uses affordable housing development to help build communities by including child care http://www.usmayors.org/uscm/us_mayor_newspaper/documents/02_12_01/sanfranbp.asp 2/27/01 U.S. Mayor Articles I San Francisco: Creating Affordable Housing Opportunities in A.../O1 Page 2 of 2 centers, job training programs, health clinics, senior -programs and other community facilities. For example, in conjunction with development of three new housing developments in an underserved neighborhood, the city funded the development of four new child care centers, a senior center, and 2 multipurpose community center. In Mission Bay, the proposed senior housing development will include an adult day health center, a new branch library, and 20,000 square feet of nonprofit, neighborhood serving office space. The city has also pioneered new models for addressing housing and service needs, including intergenerational housing for seniors with on-site child care, supportive housing for homeless youth, families and individuals, and supportive housing for people with disabilities, including those with Alzheimers and dementia, HIV/AIDS, and developmental disabilities. Collaborate with private lenders and investors The city has partnered with the AFL-CIO Housing Investment Trust on several key affordable housing developments during Mayor Brown's term. In 1999, Mayor Brown and Fannie Mae announced a $16 million housing investment plan called "House Bay Area," under which $2 billion of investment will be dedicated to San Francisco. In 2000, the city also entered into a partnership with private lenders, nonprofit groups and HUD to create the San Francisco Homeownership Center. Prepared by The Council for Investment in the New American City •c Return to Previous Page. U.S. MAYOR NEWSPAPER http://www.usmayors.org/uscm/us_mayor_newspaper/documents/02_12_01/sanfranbp.asp 2/27/01 Printer version: Senators to propose referendum on transportation funding Page l of 2 (I-1 c ) Senators to propose referendum on transportation funding Laurie Blake and Robert Whereatt Star Tribune Tuesday, February 27, 2001 Metro -area voters would decide whether to raise their sales taxes to pay for road and transit improvements under a bill expected to be introduced in the state Senate on Thursday. The authors, Sen. Roy Terwilliger, R -Edina, and Sen. Dave Johnson, DFL -Bloomington, said they want to put the decision in the hands of voters because the Republican -controlled House and DFL - controlled Senate can't agree on a long-term funding increase for transportation. If the proposal succeeds, a referendum on whether to add a half -percent sales tax in the seven - county Twin Cities metro area would be held in November. The senators said the tax would cost about $62 a year for a single person earning $35,000, about $88 for a family of four earning $60,000 and $135 for a family of four earning $100,000. It would be in force for 12 to 13 years and would pay for 26 construction projects now in line for money. The last long-term funding increase for transportation was in 1988, when legislators raised the gas tax to 20 cents a gallon. Congestion has grown dramatically since, and people see the need for better roads and transit, Johnson said. The Minnesota Department of Transportation estimates that the state would need to spend $15billion on highway construction in the next 20 years to maintain metro -area travel times. The gas tax and automobile license fees are expected to bring in $5 billion. A half -percent sales tax increase could raise more than $2.5 billion over 10 years. "Our bill gives commuters the chance to make a relatively small 10 -year investment in exchange for spending more time at home and less time in traffic," Johnson said. "The constituents I talk to would gladly make that choice." Terwilliger said the bill would allow voters to correct Minnesota's historical lack of transportation funding. "The citizens who sit in traffic every day are the true experts and should have a voice in the solution. No politician knows the true state of the roads better than they do," he said. Mixed reaction House Tax Committee Chairman Ron Abrams, R -Minnetonka, took a dim view of the proposal. "This is dead before arrival," he said. "I'm more interested in empowering voters to lower their taxes." But Senate Tax Committee Chairman Larry Pogemiller, DFL -Minneapolis, called it "an interesting idea" and said he would give the bill a hearing. "I certainly think we need additional resources for metro transportation," he said. Transportation Commissioner Elwyn Tinklenberg said Gov. Jesse Ventura has agreed to consider any funding package sent to him by the Legislature. The governor will be looking for a long-term statewide plan encompassing both roads and mass transit, Tinklenberg said. http://www.startribune.com/viewers/gviewlcgilgview.cgi?template=print_a&slug=ROAD27 2/27/01 Printer version: Senators to propose referendum on transportation funding Page 2 of 2 Tinklenberg favors spending more and said voters agree with him. "Every poll that I've seen indicates the public is willing to spend additional resources on transportation, that they are supportive even of additional taxes," he said. The current statewide sales tax is 6.5 percent, though it is higher in some cities. Johnson said a gas -tax increase of 7 or 8 cents would be required to raise the same money the half - percent sales tax increase would. Details of bill The sales tax would be expected to raise a minimum of $215 million yearly. Of that, $20 million would be used to expand bus service and the use of bus -only shoulder lanes on 10 freeways. The rest would be used to complete 26 planned road -construction projects in 10 to 12 years instead of the 25 years anticipated with current revenues. The tax would end when the last project was underway. The legislation would set up a government board composed of one county commissioner from each of the seven metro -area counties to supervise the use of the money. One of the 26 projects would be the widening of Interstate Hwy. 494 between Minneapolis -St. Paul International Airport and I-394. If money for that were available, Tinklenberg said, he would consider postponing reconstruction of the common section of Crosstown Hwy. 62 and 1-35W, set to begin in August, in order to widen 1-494 first and make it a more suitable detour during what promises to be years of Crosstown reconstruction. The inconveniences likely to be caused by the Crosstown project have been a source of public concern. Terwilliger and Johnson have opposed both the design and schedule for the reconstruction. The writers can be contacted at lblake(Wstartribune.com and rwhereatff&startribune.com © Copyright 2001 Star Tribune. All rights reserved. http://www.startribune.com/viewers/gviewlcgilgview.cgi?template=print_a&slug=ROAD27 2/27/01 0--1 d) MEMO CITY OF PLYMOUTH 3400 PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447 DATE: February 28, 2001 TO: Plymouth City Council FROM: Barbara Senness, Planning Manager SUBJECT: Articles on Congestion As a follow-up to the presentation on the I-494 Corridor Commission activities, the attached articles provide further background on traffic congestion. Traffic congestion mounts in Twin Cities Page 1 of 4 WTVIEM 30 Tell us your F rite �' lllEl llo i�Ia(� Published Sunday, February 11, 2001 Traffic congestion mounts in Twin Cities srf Bob von Sternberg / Star Tribune It's probably scant consolation to freeway drivers in the Twin Cities, but Related items things could be worse. 0 Finding a way out of our traffic jam As maddening as driving has become for many Twin Citians, it's a whole tie Graphic: Traffic lot worse in a whole lot of other U.S. cities. In fact, the metro area isn't jams up in Twin Cities even close to the top 10 nationwide when the severity of traffic congestion tib Graphic: Gridlock is measured. nationwide a Talk: What should the state do about traffic But as metropolitan freeway congestion has become a near -universal fact congestion? of life nationwide, statistics show that the situation has deteriorated more severely in the Twin Cities since the early 1980s than in most metro areas. "We're moving up in the congestion rankings from previous years, so where we're headed compared to other cities concerns us," said Dick Stehr, the state Transportation Department's metro area engineer. "We must be investing less and growing faster than a lot of places because we're losing ground faster." At a time when Stehr and other Minnesota officials have warned that they're increasingly unable to keep up with ever -mounting levels of traffic, their counterparts nationwide are raising the same alarm. "No one's going to be able to completely get rid of traffic congestion, but you can try to get it to a level that's relatively tolerable," said Frank Moretti, research director of the Road Information Program (TRIP), a Washington, D.C.-based nonprofit group that supports highway construction. "People say you can't build your way out of congestion, but if you do no road expansion, you have a self-fulfilling prophesy and congestion just gets worse." 'A growth stock' The formula for ever-increasing gridlock, locally and nationwide, is simple: More people driving more cars more miles to more jobs on too few miles of road. In the past three decades, the nation's population has grown by 32 percent, the number of licensed drivers has increased by nearly twice that and the number of vehicles on the road has increased by 90 percent. Total road mileage nationwide has grown by just 5 percent. In the past five years, daily travel in the Twin Cities has increased by 17 percent, but road mileage has grown by 3 percent, Moretti said. ../article?thisSlug=GRID 11 &date=l l -Feb-2001 &word=congestion&word=congest&word=conga /23/01 Trattic congestion mounts in Twin Cities Page 2 of 4 The breadth of the nation's gridlock has been quantified by the Texas Transportation Institute at Texas A&M University. Since 1982, the institute's staff has measured congestion in 68 metro areas. Overall, the institute found that in 1997 the Twin Cities was the nation's 19th -most congested metro area. By population, the Twin Cities ranks 15th. One indication of how much the situation has worsened: In 1990, the Twin Cities had the 37th -worst congestion. Because of a lag in analyzing statistics, 1999 data won't be released until this spring, but institute researcher Tim Lomax confirmed the widespread perception that gridlock is worsening. "Congestion is a growth stock," he said. Institute researchers use a variety of measures to gauge congestion, including average freeway speed, time stuck in traffic, wasted fuel and the financial cost of gridlock. (They don't, however, calculate the effect of freeway ramp meters). For the Twin Cities, every measure is bad news. For example, the amount of time Twin Cities motorists spent stuck in traffic increased 22 percent between 1982 and 1997. The average for all 68 metro areas was 16 percent. Looked at another way, every Twin Cities driver on average spent 34 hours stuck in traffic in 1997. That's equal to the average for all metro areas and gave the Twin Cities the 32nd -worst rank. By comparison, drivers in Los Angeles, where every measure of congestion is ranked the worst, spent 82 hours stuck in traffic in 1997. In Corpus Christi, Texas, the area with the lowest congestion levels, drivers were delayed eight hours. By the researchers' reckoning, extra travel time and the cost of wasted fuel added up to $27 billion in the 68 metro areas, about $1 billion of that in the Twin Cities. That worked out to an average of $570 for every Twin Cities driver. Not surprisingly, the most horrendous traffic tieups occur in the nation's biggest cities. But the Texas researchers have found that the most dramatic growth in congestion has occurred in 30 metro areas with populations between 1 million and 3 million, which includes the Twin Cities. A correlation One way to put congestion in a clearer context is to compare the Twin Cities to the 10 metro areas that are closest in size to it. By that measure, freeway speeds were slower in seven of the other metro areas, topped by Seattle, where the average speed was about 40 mile per hour. .../article?thisSlug=GRID 11 &date= l l -Feb-2001 &word=congestion&word=congest&word=cong2/23/01 Traffic congestion mounts in Twin Cities Page 3 of 4 Metro areas with the healthiest job and population growth have tended to have the worst levels of congestion -- and vice versa. For example, of the 10 metro areas closest in size to the Twin Cities, the lightest levels of congestion were in Pittsburgh, which was the only one that lost population during the 1990s. "You could say that congestion is a good indication of how the economy's going," TRIP's Moretti said. "For the past 20 years, there's been a direct correlation between traffic growth and the growth of the gross domestic product. And some segments of society -- lower income people, older people, women -- have become more mobile. All of this is bringing more pressure to bear on the system." There's near -universal agreement that the best way to relieve that pressure is not to simply build more roads. Doing so can never keep up with ever- increasing volumes of traffic -- and can even generate more gridlock, a phenomenon discovered as long ago as 75 years ago. When New York City master builder Robert Moses began a frenzy of road and bridge construction in the 1930s, traffic jams materialized almost overnight. In the words of his biographer, Robert Caro, "planners could hardly avoid the conclusion that 'traffic generation' was no longer a theory but a proven fact: The more highways were built to alleviate congestion, the more automobiles would pour onto them and congest them and thus force the building of more highways -- which would generate more traffic and become congested in their turn in an inexorably widening spiral." As soon as freeways are built or widened, drivers tend to gravitate to them from other routes, such as city streets, said Stehr of the state Transportation Department. "It's not really new traffic, but it's a matter of people finding new routes," he said. "When new routes immediately fill up, it's clear you have pent-up demand." Department analysts have concluded that if no new freeway miles are built in the Twin Cities between now and 2025, the number of miles considered congested will grow from the current level of 32 percent to 84 percent. But even if the department is able to build as much as it hopes, Stehr said, the number of congested miles will still grow to 57 percent. "So you can't just build, or fix a little piece here and a little piece there and think you've solved the problem," Stehr said. "We've seen other cities where they've put all their eggs in one basket and ended up in pretty bad shape." The most commonly cited metro area in that category is Atlanta, where transportation officials for years relied almost entirely on highway construction, only to end up with the sixth -worst congestion in the nation. ../article?thisSlug=GRID 11 &date=l l -Feb-2001 &word=congestion&word=congest&word=cong2/23/01 Tratric congestion mounts in Twin Cities Page 4 of 4 There's a consensus that the best way to attack gridlock is with a broad Helated items array of weapons, such as road construction, mass transit improvements, 0 Finding away out carpool lanes, ramp metering and inducements to shift travel away from of our traffic jam rush hour. hic: Gridlock "You can never really catch up with it unless you have a longterm plan like What should that," Stehr said. "We've got a whole batch of programs we want to i about traffic implement in the next 20 years, but whether we can get them implemented fast enough to keep pace with the growth in traffic is another question. Bob von Sternberg can be contacted at vonste@startribune.com 40 statRKne.com OD Wro © Copyright 2001 Star Tribune. All rights reserved. .../article?thisSlug=GRID 11 &date=l l -Feb-2001 &word=congestion&word=congest&word=cong2/23/01 Finding a way out of our traffic jam Page 1 of 4 . 17#1124 1 I. fl I- Ate you s tt ng t ovm� 1 4 i s ,} 111E11�Q EGID� Published Sunday, February 11, 2001 Finding a way out of our traffic jam 40 Laurie Blake / Star Tribune Metro Stuck in jammed traffic day after day, Gwen Bachmeier of Minnetonka has Belated items begun to wonder what the state is doing about highway congestion. Q Graphic: Gridlock nationwide She lives just 5 miles from her job in Eden Prairie, but driving home on Q Graphic: Traffic Interstate Hwy. 494 in the evening takes 30 to 40 minutes. jams up in Twin Cities q:B Talk: What should the state do about traffic Bachmeier e-mailed the Minnesota Department of Transportation for an congestion? explanation and learned that work to widen the segment of I-494 that she 6 Traffic congestion travels is not scheduled to begin until 2007, largely because the state mounts in Twin Cities doesn't have money to do it sooner. To this, Bachmeier says: "I'd gladly give up my tax rebate for the 494 expansion to begin immediately." Bachmeier is not alone in wanting action. Years of delayed transportation improvements have left the Twin Cities area, like other cities nationwide, with serious traffic trouble. The state's short-term response is to spend $560 million of last year's budget surplus on road projects, including the removal of 10 metro bottlenecks in the next five years. Long term, transportation officials say another $15.5 billion in road projects and $1.7 billion in transit improvements will be necessary just to maintain today's commuting times. But existing revenue sources will deliver just $5.5 billion, and legislators have not made plans for additional funding. "We absolutely need more money," Transportation Department planner Tim Henkel said. "Without it, the situation will continue to get worse." "Worse," according to the department's 20 -year construction plan, would mean more delays, more accidents and more traffic on neighborhood streets. In short, the area's quality of life would decline, the report says. Transportation Commissioner Elwyn Tinklenberg says it's about time motorists start asking questions. He says that the state has neglected transportation needs for at least 15 years and that "the fact that there is a storm brewing ... is a good thing." But political agreement about increased transportation spending has eluded legislators for more than 10 years. "Every year we go through a lot of smoke and mirrors about needing to do something about transportation, and there is always a reason why it never ./article?thisSlug=ROAD 11 &date=l l -Feb-2001 &word=congestion&word=congested&word=cO-/23/01 Finding a way out of our traffic jam Page 2 of 4 happens," said Sen. David Johnson, DFL -Bloomington. Help may be headed Bachmeier's way from an unexpected source: fallout from the Crosstown Commons project. Tinklenberg recently told legislators upset by plans to close a portion of Crosstown Hwy. 62 for up to four years that he would consider delaying the project until I-494 was widened if they would make $500 million immediately available. The legislators seem to be interested in the deal, which would help ease congestion expected as drivers seek alternate routes. Politics and money Today, 65 percent of trips in the metro area are made under congested conditions -- defined as freeway traffic moving slower than 45 miles per hour -- and traffic is growing by 4 percent a year. The Transportation Department predicts a 38 percent increase in miles driven by 2025. How bad could it get? There are 190 miles of congested lanes during a typical weekday rush hour. The department predicts it will increase to 492 lane -miles by 2025 if no revenue sources are added. Money for road construction comes primarily from the gasoline tax and license tab fees. The last time there were enough votes to raise the gas tax was 1988. And Gov. Jesse Ventura last year succeeded in lowering license tab fees. That left a $150 million hole in transportation revenues that was made up with a transfer from the general fund this year. This legislative session, the disagreements continue about whether to use more of the state's surplus for transportation improvements and whether to raise the gas tax. Johnson and Sen. Roy Terwilliger, R -Edina, are working to introduce a bill that would authorize a metrowide referendum on a large investment in transportation spending -- either by giving up rebates or raising taxes. Building roads Some road work is on the way. Of the $560 million in additional spending approved last spring, $211.5 million was earmarked for 10 bottlenecks in the metro area and $40.2 million for improving highways that link the metro area to the rest of the state. The easing of bottlenecks will increase the capacity of the entire system, said Richard Stehr, the Transportation Department's metro -division engineer. When the 10 projects are finished, he said, "I think the motorist is going to see very noticeable improvements." For example, traffic on Hwy. 61 along the Mississippi River below St. Paul moves well until it hits the signals in Newport. Construction of a new Wakota Bridge and a new interchange between Hwy. 61 and I-494 is expected to relieve that traffic trap. The addition of a third lane in each direction on I-494 through Edina and Eden Prairie, on the other hand, will have only limited benefits. The 20 - year traffic projection would justify the addition of two lanes in each ... /article?thisSlug=ROADI I&date=l 1-Feb-2001&word=congestion&word=congested&word=c 2/23/01 Finding a way out of our traffic jam Page 3 of 4 direction, Stehr said, but money isn't available for that. Transit alternatives Roads will not be the only solution to traffic problems. Major transit projects are also in the works to give residents an alternative to congested roads. The area's first light-rail line will open the initial segment of its route along Hiawatha Avenue between downtown Minneapolis and the Mall of America in 2003. New all -day express bus service is planned to begin in each direction on Interstate Hwy. 35W south of downtown Minneapolis in 2002. And, if funding falls into place, the next five years may also produce a new bus transitway from downtown St. Paul to the Minneapolis -St. Paul International Airport and a new commuter -rail line linking the St. Cloud area and Minneapolis. The Metropolitan Council, the seven -county area's planning agency, has a 10 -year plan calling for a doubling of bus service, two dedicated busways, another light-rail line, a second commuter -rail line and more freeway shoulder lanes for buses. Those, too, would cost money not now available: an estimated $1.7 billion in capital spending and additional operating funds of about $150 million a year. Transit advocate Chip Welling of St. Paul said road projects have become so expensive that it won't be possible to have both transit and road improvements. For example, the Transportation Department has budgeted $205 million to add a lane in each direction along a 5 -mile stretch of Interstate Hwy. 35E north of St. Paul. "For that amount of money we have choices, and I am not sure how well we are considering the choices," said Welling, who represents St. Paul's Merriam Park neighborhood in efforts to revamp the University Avenue corridor. "As a transit advocate, I think we need to give serious consideration to providing transit service instead of widening the roads. You can't do both. If we make it easy to drive, people are going to drive." Stehr said the Transportation Department recognizes that transit must be part of plans. Compared with other cities that have six -and eight -lane beltways, there is room to grow on Twin Cities -area freeways, but after widening to six or eight lanes, "you have to ask what is the additional benefit of adding more," he said. 'Smart Growth' The Met Council is pursuing alternatives to more and wider roads under the umbrella of "Smart Growth." "What's really become clear in America is that just widening roads really induces more traffic," said Council Chairman Ted Mondale. "It's kind of like a dog chasing its tail. The two examples are L.A. and Atlanta. A roads- ... /article?thisSlug=ROAD I I&date=l I -Feb-2001 &word=congestion&word=congested&word=c 2/23/01 Finding a way out of our traffic jam Page 4 of 4 only approach will not work, has not worked and isn't going to work here. Nor would a transit -only approach work, either." Laurie Blake can be contacted at lblakegstartribune.com O wffa © Copyright 2001 Star Tribune. All rights reserved. ... /article?thisSlug=ROAD11&date=l l-Feb-2001&word=congestion&word=congested&word=c 2/23/01 The council is building a new traffic model to help cities plan for development that gives people transportation choices. It would allow cities to see what would happen, for example, if a busway were built instead of widening a road, Mondale said. Belated items Development patterns since World War II put homes in one location and 42 Graphic: Gridlock shops and businesses in another and connected them with roads, Mondale nationwide tib Graphic: Traffic said. But today those development patterns contribute to more and longer jams up in Twin Cities trips, he said. qB Talk: What should the state do about traffic "That, as much as anything, is why we are having the congestion co ®Traffic congestion problem," Mondale said. "Now we've come to the point where continuing mounts in Twin Cities on this pattern as the sole way we develop doesn't make sense." Laurie Blake can be contacted at lblakegstartribune.com O wffa © Copyright 2001 Star Tribune. All rights reserved. ... /article?thisSlug=ROAD11&date=l l-Feb-2001&word=congestion&word=congested&word=c 2/23/01 Editorial: State needs long-term commitment to buying transportation Page 1 of 2 DPIDIODPublished Friday, February 16, 2001 - Oe Editorial: State needs long-term commitment ,& ssarxNM.C= to buying transportation 40 °pi""' Construction of the Hiawatha Line demonstrates Minnesota's aspirations for a modern transportation future, but it says nothing about its commitment to sustain that future. Indeed, the state will remain stuck in the Oldsmobile era unless it finds a steady, reliable source to continue the improvements so badly needed in both roads and transit. It's simply impossible to plan big, long-range projects while begging for money each year. Gov. Jesse Ventura deserves high praise for progress made to this point. But his current budget falls short of sustaining that progress. With the governor no longer on their side, and with the likes of Sen. Dick Day, R - Owatonna, peddling homespun remedies like eliminating ramp meters and car-pool lanes, frustrated commuters must turn to serious players for meaningful, long-term solutions. Those players include transportation and tax leaders of both legislative houses, especially Republican Rep. Ron Abrams and DFL Sens. Larry Pogemiller and Dean Johnson. Commuters may be ahead of politicians in this regard. They know there's no free lunch; that without their willingness to forgo a tax rebate or pay an extra dollar to fill their gas tanks there can be no timely fixes to freeway bottlenecks or expansions of the transit system. Companies also are raising their voices. Clogged freeways and a vastly underbuilt transit system are bad for business and bad for the state's competitive future. Current funding can buy only one-third of what's required just to maintain current traffic levels as the metro area continues to grow. Official estimates show unmet needs each year of $785 million for highways and $250 million for transit over the next two decades. Eighty percent of these critical needs are in the Twin Cities, but the outstate economy also depends heavily on moving goods through an overburdened metro transportation grid. Here, the dilemma over the Crosstown Commons and Bloomington Strip provides an epiphany for shippers and commuters. Adding a fourth lane each way to Hwy. 494 sounds easy, but would cost the state $500 million. That's five times what it's spending on the Hiawatha light-rail line. Clearly there's no quick, cheap solution to congestion. The best course is a steady, long-term commitment that provides more pavement, more transit choices and a more efficient development pattern that puts living, working and shopping in closer proximity. Minnesota can provide this commitment by: . Dedicating proceeds from the sales tax on motor vehicles to highway ../article?thisSlug=ED16&date=l6-Feb-2001 &word=congestion&word=congested&word=conge2/23/01 Editorial: State needs long-term commitment to buying transportation Page 2 of 2 and transit projects. Not only would this refill the unfortunate hole caused by lowering license tab fees last year, it would add $360 million to leverage capital projects and augment transit operations that now depend too heavily on property tax revenues. Yes, such a voter -approved dedication would reduce the Legislature's flexibility, but two decades of neglect on transportation must be atoned for. . Raising the gasoline tax. Minnesota hasn't hiked the motor fuels levy since 1988 and hasn't adjusted the tax's outmoded funding formula since 1956. Phasing in a nickel -a -gallon increase could finance more than $600 million in highway improvements. . Providing Metro Transit with the $17 million needed to prevent the fare increase proposed by Ventura. The Legislature shouldn't punish the agency for meeting challenges laid before it in 1999. As the Legislature ordered, Metro Transit has made impressive ridership gains and management strides while holding costs reasonable. Among a dozen comparable cities, Minneapolis -St. Paul had the lowest per capita capital costs and the fourth - lowest operating costs in 1999. Minnesota devotes only half as much to transit as comparable regions. . Pursuing smarter growth. Any incentive for developers to reinvest in existing neighborhoods or to build new mixed-use communities that minimize the need to drive should be considered. These include tax advantages for restoring historic properties and building rental housing, and incentives for local governments to change zoning and building codes to allow a mix of commercial and residential uses and to allow people - friendly streetscapes, especially along transit corridors. Another worthy effort would adjust state aid formulas to reward suburbs with more efficient growth patterns. These elements -- better roads, better transit and a less auto -dependent growth pattern -- are the best ways to attack the mounting traffic congestion that has begun to threaten the quality of life that Minnesotans hold so dear. Qstartribune.cam 40 OpitioR © Copyright 2001 Star Tribune. All rights reserved. ... /article?thisSlug=ED16&date=l 6-Feb-2001&word=congestion&word=congested&word=cong 2/23/01 (I -2a) MEMO CITY OF PLYMOUTH 3400 Plymouth Boulevard Plymouth, MN 55447 DATE: March 1, 2001 TO: Dwight D. Johnson, City Manager FROM: Fred G. Moore, P.E., Director of Public Works' SUBJECT: SPEED HUMP REQUEST/TRAFFIC ISSUES FOX RUN NEIGHBORHOOD 24TH AVENUE/PUMA LANE/25TH AVENUE As you and the City Council are aware, a meeting was held with City staff and residents of the Fox Run neighborhood. This meeting was established after a petition was received requesting speed humps on the above referenced streets. This meeting took place on February 20. For your information I am attaching the following material: • March 1 letter to residents summarizing meeting. • February 28 memorandum from Dan Faulkner summarizing further actions. • February 20 memorandum from Carla Jones listing comments received at the meeting. • A letter received from one resident prior to the meeting. If you or any councilmembers have any questions on the information, please contact Dan Faulkner or me. attachments 1:\pw\Engineering\GENERAL\MEMOS\FRED\200I \SpdHump_2_28. doc March 1, 2001 SUBJECT: COMMENTS AND PROPOSED ACTIONS GENERATED BY THE 2/20/01 FOX RUN NEIGHBORHOOD INFORMATIONAL MEETING Dear Resident: Earlier this year a petition for the consideration of speed humps was received for the Fox Run neighborhood along 24th Avenue/Yuma Lane/25th Avenue between Dunkirk Lane and Vicksburg Lane. Since that time, some petitioners have withdrawn their support and the minimum percentage is no longer met. In addition, the City Council has placed a moratorium on speed hump considerations within the City, including the Fox Run development until the Council restudies the issue. Regardless of the moratorium, an informational meeting with the neighborhood was held on February 20, 2001 at the Plymouth Creek Center and attended by approximately 40 residents. Literature was sent to you prior to the meeting to explain the various alternatives, including speed humps and partial/full roadway closures, and their effectiveness on reducing cut -through traffic. The intent of the meeting was to discuss neighborhood traffic issues and possible alternatives that could reduce speeds and cut -through traffic in the neighborhood. Residents were encouraged to voice their opinion of the situation and what actions they feel the City should consider implementing. The purpose of this letter is to summarize the primary concerns brought forward by the residents during the 2/20/01 meeting and actions that the City will pursue as a result. There were several traffic enforcement, engineering and speed limit issues that were raised during the meeting. The traffic enforcement concerns include increasing enforcement in the Fox Run neighborhood for both speed and stop -sign compliance, as well as drivers not stopping for school buses with their stop arm out and flashing red lights. To improve the overall compliance in the neighborhood and further educate drivers, the police department will increase enforcement in the neighborhood and set out a speed trailer, as weather and personnel permits. Other measures that may be considered involve willing neighbors to record license plate numbers of driver's who "roll" through stop signs or appear to be speeding and report them to police. The police department will follow-up on those complaints with a letter or phone call to the registered owner and a ticket may be issued if the owner admits to driving the vehicle at the time of the report. An additional measure, which was not specifically discussed at the meeting but could be considered, is a "neighborhood pledge" where residents of Fox Run would personally pledge to comply with all traffic laws. The City's Public Safety Education Specialist, Sara Cwayna, could be contacted for more information. This may be an effective measure in improving compliance since some residents feel that many of the violators come from within the neighborhood. To address the issues of speeding and cut -through traffic under existing conditions, the engineering department will conduct a license -plate survey in Fox Run this spring to better determine the amount N:\pw\Engincering\GENEF-AL\LTRS\DANF\2001\FoxRun03O101.doc of cut -through traffic. In addition, City staff will collect speed data on straight sections of roadway to determine the 85th percentile speed and will use a device to determine a safe driving speed around the horizontal curves. Based on this data, we will consider installing advisory speed signs where necessary and agreeable to the affected property owners. If it appears that the all -way stop at 24th Avenue/Yuma Lane has significantly reduced cut -through traffic in the neighborhood, the City will look at the possibility of an additional all -way stop on 24th Avenue between Yuma Lane and Dunkirk Lane. The City's stop -sign policy will also be used in this evaluation. An evaluation of turn lanes on Vicksburg Lane has been done previously by the City's traffic consultant, and will continue to be considered as a way to improve safe movements to/from this roadway. Lastly, many of the residents were concerned with the speed limit in the Fox Run neighborhood and on Vicksburg Lane. The speed limit on Vicksburg Lane is set by MN/DOT, based primarily on the results of a speed study on the roadway, upon request from the local agency. The most recent speed study on this segment of Vicksburg was completed in 1999. From this study, 50 mph was considered the appropriate speed limit. Additionally, the speed limit on residential roadways continues to be mandated by the state, at 30 mph with some exceptions. There are two ways Fox Run residents could approach getting the speed limit lowered through your neighborhood. One alternative includes the addition of an on -street marked bike trail. With such a trail, the speed limit could be reduced to 25 mph. This option would require an amendment to the City's Comprehensive Trail Plan to include this segment on the Plan. Additionally, "No Parking" would be required on the street. There must be a trail on both sides to comply with traffic laws. The other alternative to get this speed limit changed is to go through the legislature to lower the overall speed limit on residential roadways in the state. If you are interested in pursuing the legislature to lobby for a lower residential speed limit, the State representative for your neighborhood is Jeff Johnson, who can be reached by phone: 651-296-5511 or e-mail: rep.jeffjohnson@house. leg. state.mn. us. The State Senator for your neighborhood is Gen Olson who can be reached by phone: 651-296-1282 or e-mail: sen.gen.olson@senate.leg.state.mn.us. The City Council has pursued this for several years but has been unsuccessful. Thanks to everyone who attended the meeting and those, unable to attend, who sent letters and/or contacted us by phone. The overall neighborhood involvement was very impressive and helpful in determining the most appropriate course of action for the City to pursue in your neighborhood. If you have any additional questions and/or concerns please contact Carla Jones at 763-509-5535 or me at 763-509-5520. Sincerely, A..J /4a- L,. Daniel L. Faulkner, P.E. City Engineer cc: Fred G. Moore, Director of Public Works Larry Holzerland, Sergeant Carla Jones, Traffic Engineer Sandy Hewitt, Ward 1 Councilmember N:\pw\Engineering\GENERAL\LTRS\DANF\2001\FoxRun030101.doc DATE: February 28, 2001 TO: Fred G. Moore, Director of Public Work FROM: Daniel L. Faulkner, City Engineer SUBJECT: COMMENTS AND PROPOSED ACTIONS GENERATED BY THE 2/20/01 FOX RUN NEIGHBORHOOD INFORMATIONAL MEETING As you're aware, Carla Jones, Larry Holzerland and I attended a neighborhood informational meeting with residents in the Fox Run neighborhood on February 20, 2001. The meeting was held at the Plymouth Creek Center at 6:30 p.m. Approximately 40 residents from the neighborhood attended, as well as Council member, Sandy Hewitt. The purpose of this memo is to summarize the primary concerns brought forward by the residents during the meeting and actions that may be pursued as a result. We also will be sending out another letter to all 96 households in Fox Run explaining the outcome of the meeting. There were several traffic enforcement, engineering and speed limit issues that were raised during the meeting. The traffic enforcement concerns include increasing enforcement in the Fox Run neighborhood for both speed and stop -sign compliance, as well as drivers not stopping for school buses with their stop arm out and flashing red lights. To improve the overall compliance in the neighborhood and further educate drivers, the police department will increase enforcement in the neighborhood and set out a speed trailer, as weather permits. Other measures that may be considered involve willing neighbors to record license plate numbers of driver's who "roll" through stop signs or appear to be speeding and report them to police. The police department will follow-up on those complaints with a letter or phone call to the registered owner and a ticket may be issued if the owner admits to driving the vehicle at the time of the report. An additional measure, which was not specifically discussed at the meeting but may be considered appropriate, is a "neighborhood pledge" program where residents of Fox Run will personally pledge to comply with all traffic laws. This may be an effective measure in improving compliance since some residents feel that many of the violators N:\pw\Engineering\GENERAL\M EMOS\DANF\2001 \24th_Yuma_25th_lnfoMeeting 1 _mem. doe come from within the neighborhood. This may be an area that Sara Cwayna could coordinate but, as I understand, there is not an active homeowner's association. The following traffic engineering issues were raised: an accurate determination is needed of cut -through traffic on 24th Avenue/Yuma Lane/25th Avenue since the recent installation of an all -way stop at 25th Avenue/Yuma Lane; the high speed of drivers both coming into the neighborhood from Vicksburg Lane and around the sharp roadway curves in the neighborhood; the possibility of additional signing to reduce speeds and cut -through traffic; an additional all -way stop, probably at Archer Lane where site distance is poor; the installation of turn lanes on Vicksburg Lane. To address these issues, the engineering department will conduct a license -plate survey in Fox Run this spring to better determine the amount of cut -through traffic. In addition, City staff will collect speed data on straight sections of roadway to determine the 85`'' percentile speed and will use a device to determine a comfortable driving speed around the horizontal curves. Based on this data, we will consider installing advisory speed signs where necessary and agreeable to the affected property owners. If it is determined that the all -way stop at 25th Avenue/Yuma Lane has been effective in reducing a significant amount of cut -through traffic in the neighborhood, we will look at the possibility of an additional all -way stop on 25th Avenue between Yuma and Dunkirk Lane. An evaluation of turn lanes on Vicksburg Lane has been done previously by the City's traffic consultant, and will continue to be considered as a way to improve safety on this roadway. Lastly, many of the residents were concerned with the speed limit in the Fox Run neighborhood and on Vicksburg Lane. Council member, Sandy Hewitt, explained that the speed limit on Vicksburg Lane is set by MN/DOT, who conducts a speed study on the roadway upon request from the local agency. The most recent speed study on this segment of Vicksburg was completed in 1999. From this study, 50 mph was considered the appropriate speed limit. Additionally, the speed limit on residential roadways continues to be mandated by the state, and they have established that all residential roadways shall be 30 mph. It was explained to the residents that with an on -street marked trail, that is also on the City's Trail Plan, the speed limit could be reduced to 25 mph. This would also require "no parking" on that side of the street. Therefore, to get this speed limit changed the residents would need to go to the legislature or have the City's Trail Plan amended. Per the request of several residents and Council member Hewitt, we will provide the residents with the appropriate legislature contact information, including phone numbers and e-mail addresses, that would be helpful in beginning this process. cc: Dwight D. Johnson, City Manager Carla J. Jones, Traffic Engineer N:\pw\Engincering\GENERAL\MEMOS\DANF\2001\24th Yuma 25th_infoMeetingl_mem.doc 0` RECORD OF MEETING DATE 2/20/01 TIME 6:30 p.m. ILOCATION I Plymouth Creek Center ROUTE TO Fred Moore Dan Faulkner PURPOSE OF MEETING ATTENDEES See Attached Sign -In Sheets Sandy Hewitt Larry Holzerland SUMMARY OF MEETING Dan started the meeting by discussing why we were there, and the background of the petition that had brought us to this point. He also talked about the current speed hump policy, and the moratorium that the City Council put on the installation or approval of speed humps in the City. Carla gave the neighborhood some information on the original traffic counts taken in the neighborhood, the tuning movement counts recently collected, and the differences that were found between the two sets of data. Additional traffic counts will be taken in the neighborhood in the spring to accurately determine the amount of cut through traffic through the neighborhood using a license plate survey. We went around the room and gave everyone a chance to voice their opinions. We received the following comments: ■ Jim Ventura (2515 Weston) — Opposed to speed humps. Thinks people are not stopping or driving carefully. Wants increased enforcement and/or additional stop signs. Concerned with people running through school bus stops. He requested that we use the speed trailer to collect speeds and issue tickets. Larry Holzerland mentioned that our speed trailer doesn't have these capabilities. Jim said that we should contact the City of Mound. Their trailer does have these capabilities and they may let us use it. He would like to know the accident history in the neighborhood. He has the following concerns of speed humps: plowing, costs (who's assessed), driver's going around them, the unsightliness, noise especially in the summer with the acceleration and deceleration of vehicles, emergency response vehicles both the response time and jolting of patients, and property values. He is also concerned with the road closure options and the effect they would have on emergency response vehicles. He thinks the neighborhood generates more trips than typical neighborhoods, i.e. the houses have 3 -car garages. • Sharon Robjohn (16005 25`'' Ave) — Concerns with speeding traffic through the neighborhood (not just teenagers). What can be done to slow traffic down? SOMETHING needs to be done. Also concerned with driving through school bus stops. She does not support the road closures because she feels this would divide the neighborhood. ■ Nancy Burton (16015 20 Ave) — What is the answer? It sounds like speed humps may not be a viable alternative, but what is the solution? Concerned with safety. She would rather see speed humps instead of "Do Nothing" alternative. She would also be concerned if the speed humps would decrease property value, but she spoke with a Realtor who informed her that it wouldn't affect the property value of their homes. ■ Kitty Buchanan (15915 25' Ave) — Something has to be done to slow vehicles around curves and hills. Drivers cannot see around the first curve west of Vicksburg and she feels it is only a matter of time before there is a serious accident. Has seen drivers going through stopped school buses with flashing red lights. ■ Mike Hickey (23 75 Archer) — He has no small children. He would support neighborhood in what they felt the appropriate solution was. He currently has a neutral opinion. However, he does see a lot of people running through the all -way stops. He was there to find out from the "experts" what they feel the appropriate solution is to the problem of cut -through traffic. • Mark Cibuzar (16020 25' Ave) — Originally thought speed humps may work, but that may not be the solution. He also doesn't want to see the neighborhood divided so he doesn't support the road closure alternatives. People enter the neighborhood too quickly off of Vicksburg. He would like to see a lower speed limit sign. ■ Tom Craig (16415 24`* Ave) — He is not in favor of speed humps but he does think speeding is an issue. He has friends that live in Imperial Hills and he doesn't think the speed humps work because drivers speed between them. He believes that people who speed, drive recklessly over speed humps, and those who are responsible drive cautiously over them. He believes that something should be done, possibly lowering the speed limit or installing a "No Thm Traffic" sign. He is also opposed to road closures. r?)RECORD OF MEETING (Continued —Page 2) DATE 1 2/20/01 IME 6:30 p.m. LOCATION Ply►nouth Creek Center MEETING NOTES CONTINUED: ■ Sandy Hewitt (City Council Rep.) — She was impressed with the number of residents who turned out for the meeting and commended the neighborhood on this. The reactions to the speed hump petition has been divided and she has received letters for both sides. She explained the moratorium briefly, and that the Council is discussing how to possibly assess neighborhoods for traffic calming devices such as speed humps. The council is not a big supporter of speed humps due to plowing issues, noise, and affect on emergency response vehicles. She would like to see the entire neighborhood agree on a solution. She also thinks that the neighborhood needs to take action and be responsible for themselves and their own speeds and stop -sign compliance. She would like to see the speed limit on Vicksburg reduced, however, a speed study was just done for that roadway in 1999 and MN/DOT approved 50 mph (the set speed limit is under MN/DOT control). Her goal in the next 4 years is to reduce the speed limit on that roadway. ■ Angela Nfahoney (2435 Black Oaks Ln) — How can the speed limit be reduced to get 25mph? She would like us to push for local control of setting speed limits on the residential roadways. ■ Rick Zywotko (16135 2e Ave.) — He would like to see more enforcement (especially of the compliance at the all - way stops), better road maintenance in the Fox Run neighborhood, left -turn lanes on Vicksburg to make turning to/from neighborhood safer due to the high speeds coming off Vicksburg, lower speed limit in Fox Run neighborhood, and for Plymouth to become tougher with traffic laws. Other cities are more strict (i.e. no tolerance) and he would like to see the same attitude in the City of Plymouth. ■ Linda Zywotko (16135 24' Ave.) —She would really like to seethe speed limit lowered in Fox Run and on Vicksburg. She would like a speed study done on 25th Ave. near Vicksburg. Also, she feels that Fox Run actually generates fewer trips than what may be expected due to teenage kids driving. ■ Tom Hanlin (16605 2e Ave) — Concept of using speed humps to reduce the amount of cut -through traffic is illogical to him. If stopping people by installing a stop sign doesn't reduce the amount of through traffic, slowing them down with speed humps isn't going to help either. He feels this is a waste of taxpayers money. He does not think it's possible to drive safely through their neighborhood at 30 mph due to curves and hills. Their neighborhood currently has a neighborhood watch program, are they using it? • Brian McGrane (2330 Yuma Lane) — Has kids ages 1 to 15 years old. He sees kids at bus stop and watches many cars roll through the stop signs. He thinks the offenders are from the Fox Run neighborhood and that there is more cut -through traffic on 22nd Ave. because that's a quicker route. If we install speed humps, the problem will just be displaced to 22"d Ave. ■ Tom Hagen (2405 Black Oaks Ln) — He thinks they have a lot of cut -through traffic in their neighborhood. Many people living west and south of Dunkirk who are going to the theater are cutting through Fox Run. Also, those going to Rainbow or to the High School use this as their quickest route. He also thinks traffic through the neighborhood is driving to fast, but many of the speeders are from the Fox Run neighborhood. If everyone in the neighborhood would drive slower, that would be a good start. He doesn't think you can drive through that neighborhood at 30mph safely. He purposely drives slow as his own form of protest, and gets tailgated by fast -driving vehicles. He is opposed to speed humps because he doesn't think they work. He has friends in Imperial Hills and does not feel like there's a change in driver's attitudes with those speed humps. Is it possible to determine the effects of speed humps from other locations they have been installed in the City, and present those results? Also, are there any other roads in the City that service residential areas such as Vicksburg, that have such a high speed limit as 50 mph? He was encouraged by the good neighborhood attendance. Mark Baker (2425 Comstock) — Is not in support of speed humps because he doesn't think they work. He is also not in support of any road closure alternatives. He feels the solution is to strictly enforce the existing laws. Jim Bemis (2375 Yuma) — He has lived in the neighborhood for 12 yrs. He watches people drive right through the stop signs. He has seen tire tracks in his yard and has lost 4 mail boxes. He does not support any type of road closure because he thinks it would be divisive to the neighborhood. He did sign the petition for speed humps, because he feels speeding through the neighborhood is a problem. Now he wonders if speed humps would solve the problem. He is fully supportive of reducing speed and would like to see additional enforcement of the stop signs. He thinks there is a lot of cut -through traffic and they come off Vicksburg too fast. Bonnie Bemis (2375 Yuma) — Asked Lary from the p.d. if he would recommend that the residents write down the license plate numbers of vehicles running the stop signs and report them to the p.d.? Larry H. said that they could do this and he would follow through with enforcement, but warned of the possibility of retaliation by those caught, such as vandalism of their property. He would suggest the entire neighborhood join in these efforts. r?) RECORD OF MEETING (Continued — Page 3) DATE 1 2/20/01 IME 6:30 P.M. ILOCATION Plymouth Creek Center MEETING NOTES CONTINUED: ■ Bob Hoffman (16610 24' Ave) — Opposed to speed humps, and is in favor of increased enforcement. He feels additional study is needed of this area. ■ Rick DuVall (2500 Yuma) — Would like to pursue lowering the speed limit both in Fox Run and on Vicksburg, but Vicksburg is a whole different issue. He does not think that speed humps are the answer and feels stop signs may not be the answer either. Also, if you want stop signs to slow drivers down, don't put them at a corner like Yuma, where drivers need to slow down to make the turn anyway. Place them more in the middle of a roadway segment. ■ Mary Thorpe (2500 Yuma) — She will pledge to stop at the all -way stops. ■ Nancy Sullivan (16505 24`h Ave) — Opposed to speed humps primarily because of noise and she doesn't feel they will be an impediment to cut -through traffic. She used to live next to a speed hump. She thinks we need to consider two separate issues: the Vicksburg side of the neighborhood has more small children, and the Dunkirk side has more teenage kids. Therefore, she thinks there is speeding occurring in the neighborhood,. but that it is the teenagers from the neighborhood, and not due to cut -through traffic. She would like a 25 -mph speed limit in their neighborhood. ■ Gary Sullivan (16505 24"' Ave) — He drove through a subdivision where there was a posted speed limit of 21 mph, so he doesn't understand why we can't change the speed limit in this neighborhood. Also, he doesn't think 3 officers dedicated to a traffic unit on the p.d. is adequate based on the population in the City of Plymouth. ■ Pat Riley (2380 Yuma) — He believes the townhome development east of Vicksburg/25' Ave is contributing to the cut -through traffic through the neighborhood because they use 24/25v'/Yuma to get to Rainbow, etc.. due to the alignment of the roadways. Based on the neighborhood's reaction, maybe the three alternatives mentioned wouldn't work, but he really feels something should be done. We should consider all the things that were done to slow traffic on 19`' Ave. He is in favor of a lower advisory speed around the curves, a "No Thru Traffic" sign, or an additional stop sign at Archer. He also thinks there should be more enforcement in this neighborhood. ■ John Noble (2515 Yuma) — Biggest issue is the process used for the petition. It was upsetting for him to find out the information through a mailer. ■ Gary Hadley (16220 25`"' Ave) — He also didn't like how he found all this out through a letter. He is opposed to speed humps and would like to see increased enforcement and would like more discipline within the neighborhood. He asked, if the City does assess costs for speed humps, they would likely be included in that. Therefore, he thinks the entire neighborhood should be included in the petition process. Another through roadway is needed between Vicksburg and Dunkirk. ■ Kathy Hadley (16220 25`"' Ave) — She doesn't feel there is that much cut through traffic, and asked the question of when there would be an additional roadway connection between Vicksburg and Dunkirk north of Fox Run. • Kathy Hawkinson (2420 Black Oaks Ln) — Would like to see traffic slow down in the neighborhood. • Don Orke (2415 Comstock) — He is opposed to speed humps. Seems like the neighborhood needs more self- discipline, and thinks the problem is not to due outside traffic. ■ Paul Meyer(2430 Yuma) — Some of the issues affecting the neighborhood seem to be overall lack of City planning. He is opposed to speed humps or any additional traffic control devices. He would also like to know why, from an engineering standpoint, was the stop sign on Yuma Lane installed. • Kathy Olson (2430 Comstock) — She is opposed to speed humps or the road closures because she feels that would divide the neighborhood. She also thinks that the entire neighborhood should have been involved in the petition. She thinks the neighborhood should start policing themselves. ■ Joel Olson (2430 Comstock) — Also opposed to speed humps. ■ Jim Lyon (2450 Comstock) — Was put off by the process of the speed hump petition. Additionally, he didn't receive a letter in the mail from the City regarding the informational meeting and found out from his neighbors. ■ Mike Leonard (2510 Yuma) — Also did not receive notification from the City of the meeting. He is opposed to speed humps. He thinks kids will use them to play on with their skateboards, etc.. • Jim Sanders (2320 Yuma) — He thinks there will be growth on TH 55 to the west. He thinks the solution to the cut - through problem on their neighborhood is a connection of Medina Road between Vicksburg and Dunkirk. He would Re to see the speed limit through the neighborhood lowered. Also feels that just a phone call to the parents of the speeding teenagers would be sufficient to slow some of the younger drivers down due to the parent's reprimanding the kids or taking away driving privileges. He currently has a neutral opinion of the speed humps, but doesn't like the idea of displacing the problem to 22"" Ave. --- z.J:6;_.4- Y f ayes-=�,y,s-, --- - - _ 96� 0 v�� L a4 46 IJ -73'30 Z. cc rnl yc.r�, 1►� Al 6 G y 141f���� _ - i q76 =5'7 -7 o FIR 10- 47& - 5-C jpy07 Ke -1, 233 S yv (VLCL L- A/ x{73 z ANJ -25t 44/4 5-m q 7Z, ji James W. Albinson, Ann T. Albinson 2405 Comstock Lane North Plymouth, Minnesota 55447 Thursday, February 15, 2001 Dear Daniel L. Faulkner, City Engineer, and the City of Plymouth, Thank you very much for providing the informative letter and attachments of February 2"d regarding the Fox Run Speed Hump Request. It has been most helpful to see to various options and consider the potential outcomes of each compared with the existing street design and traffic patterns. We would like to register our firm opinion regarding these options and make several observations for the continuing public discussions. We do not want to see any further speed control features added to our neighborhood streets because we feel that the proposed options would create negative collateral effects on our neighborhood and its property values. Our position includes the following observations: 1. Our personal perception is that the traffic flow along 24th Avenue is not excessive. Our house is on the corner of 24th Avenue and Comstock Lane which is one house away from the neighborhood exit onto Dunkirk Lane so every eastbound entry and west bound exit passes by every day. We do not experience the yard damage or other traffic related problems that are said to occur at the neighborhood's eastern exit on 25`h Avenue. 2. The petition in favor of speed humps does not represent a majority of the homes affected. Of the 96 homes within the Fox Run neighborhood only 34 residents have indicated an initial interest in speed humps or other road construction. We suspect that you will find a reconsideration of the support for the speed humps now that the information has been circulated. We recommend that the City should consider the residents of affected side streets and measure their support or opposition as well as the homeowner's living on the throughway. 3. The speed hump supporters always claim that strangers cutting through on their way to Vicksburg or Dunkirk Lanes generate the traffic through Fox Run. Yet this is unproved and we suspect that our traffic generated directly and indirectly by its own residents. We are a neighborhood full of three car garages, multiple household drivers, kids with part time jobs and their friends, laundry and milk deliveries, pizza deliveries, FedEx and UPS and everything else that goes with busy families and suburban life. We suspect that any drivers looking to cross between the major streets would be more likely to use 22nd Street as the most direct link and only one stop sign. 4. Property values are great in Fox Run. There is no evidence of any negative effect on home values related to traffic concerns. Speed humps will not improve our home values and may erode the values of specific homes adjacent to such obstacles. We will be unable to attend the February 20th meeting. Please consider this letter and include these remarks with other public comments related to the Fox Run speed hump question. You may contact us if you have any questions. Thanks again for your work on this matter. Sincerely, James W. Albinson Ct/1—. Ann T. Albinson Cc: Fred G. Moore, Director of Public Works Carla Jones, Traffic Engineer Ronald S. Quanbeck, Assistant City Engineer Sandy Hewitt, Ward 1 Councilmember (I -2b) DATE: March 2, 2001, for Council Meeting of March 6 TO: Dwight Johnson, City Manager FROM: Eric J. Blank, Director, Parks and Recreation SUBJECT: MILLENNIUM GARDEN Councilmember Harstad requested that some further information be provided to the Council regarding the Millennium Garden project. Specifically, he asked about the current construction estimates and the ongoing operating costs for the facility. The funding scenarios for the garden at this time include the $200,000 committed by the City, pledges and cash of just over $53,000; in-kind contributions for the site grading, two concrete contractors, MN Toro for the irrigation system, an electrical contractor to do the electrical work; large rocks already donated for the retaining wall, and Dundee Nursery has agreed to take over one area of the garden in terms of design, planting and long term care. We have ongoing negotiations at this time with surveying companies, Hedberg Aggregate regarding helping build the water features, and a Plymouth company has been requested to supply carpenters to complete the woodwork on the project site. We have five or six other companies that we have met with who have indicated some interest in supporting the project. We are waiting to hear their final numbers at this time. I expect we will build about $450,000 of facilities this year. We anticipate that there will be some plants that will have to wait for planting until next spring. The design of the garden will actually have a great impact on the overall operating cost of the facility. In this particular case, a majority of the garden is actually being designed with natural landscaping that is pretty much self sufficient. This means that it will not require, other than its first planting year, any type of irrigation and medium level maintenance for a great deal of the shrubbery, plants and trees within the garden. As the Council is aware, the maintenance department will be adding a full time horticulturist to our staff in May. We believe that the combination of the horticulturist's time, part- time seasonal staff, and supplies for the garden will have a total operating expense of around $25,000 annually. To offset this, we will be announcing at the dedication of the garden the creation of the "Friends of the Millennium Garden." Through the "Friends of the Garden," we hope to do ongoing fundraising for the project with programs such as the Chocolate Sampler and other fundraising events. We also anticipate that the garden will be rented out for weddings and other special events, creating a revenue stream to help offset the ongoing maintenance costs. EB/np (I -3a) lip February 28, 2001 CITY O� PLYMOUTFf Mr. and Mrs. Galvin 14000 44th Place N, Unit 2 Plymouth, MN 55446 Dear Mr. and Mrs. Galvin: I am responding to your letter dated February 20 regarding the proposed playground installation in the park property lying immediately east of your property. I tried to call you last Friday when I received your letter, but you had already left on your vacation. I hope that you received the voice mail that I left on your recorder and that this written message will be immediately available upon your return. In your letter, you raised many issues regarding this proposed project. I wish to assure you that these are issues we are familiar with in that we currently have 25 playgrounds in place throughout the community, all of which are adjacent to residential property. The City staff, Park Commission and Council have to weigh all of these issues when making decisions about our park system. Mr. Peterson, of my staff, has been doing his very best to respond to inquiries regarding this playground and answer as many detailed questions as he can at this time. The one issue that I would like to respond to directly has to do with the timing of the dissemination of information. The City has comprehensive plans, which in some cases, go out as far as 20 years into the future. If people contact us directly about what is going to happen to a piece of property, we have the ability to tell them what we believe, in our best judgement, is going to take place on that site at some time in the future, although we may not know exactly when. Specifically concerning playgrounds, it has been our practice in the past to send a letter to everyone who could potentially be interested in the subject, once the funding for the project has been established. In this case, the Park and Recreation Advisory Commission adopted the capital improvement budget in December, which recommends the funding for the project to the City Council. The City Council, on January 23, approved that staff was to proceed with the further planning of the installation of the playground. If the City Council had decided not to proceed with the project planning, it would not be necessary then for us to notify the public. The incentive for this playground has come through communication from your neighbors in the area living to the north and south of you. They, as well as you, have paid park dedication fees with the construction of your property. Many of these people have been PLYMOUTH A Beautiful Place To Live 3400 PLYMOUTH BOULEVARD • PLYMOUTH, MINNESOTA 55447-1482 • TELEPHONE (612) 509-5000 00" -mo" www.d.plymouth.mn.us waiting for the development of this park property, and, more specifically, a playground for their children's enjoyment. As I mentioned in my voice mail to you, I would like to invite you to come to the Park and Recreation Advisory Commission meeting on Thursday, March 8, at 7 p.m., at City Hall. The Park and Recreation Advisory Commission is a seven member citizen panel whose responsibility is to make recommendations to the City Council on all matters pertaining to the park and recreation programs throughout the community. A copy of your letter will be forwarded to the Commission with their monthly agenda packets. The bottom line is your input is welcome and encouraged by the City at any time. This project will not have final approval until the City Council actually awards a contract for the construction and installation of the playground. After reviewing my letter, if you have any questions, please do not hesitate to give me a call at 763-509-5201. Thank you for your time and interest in this matter. I hope you had a warm vacation, and I look forward to seeing you on March 8. Sincerely, 912�c, 6,4770C Eric Blank, Director Parks and Recreation EB/n�p� Cc: /City Council Park and Recreation Advisory Commission Mark Peterson J-_ - j c MEMO CITY OF PLYMOUTH 3400 PLYMOUTH BOULEVARD, PLYMOUTH, MN 55447 DATE: February 28, 2001 TO: Nancy D. Bye, City Assessor FROM: Jan Olsson Senior Appraiser SUBJECT: 2001 PROPERTY TAX SUMMARY The 2001 tax extension rates have been released from Hennepin County. Tax statements are scheduled to be mailed the first week in March. To better prepare ourselves to respond to citizen inquiries, we have updated our charts, graphs, and comparison data (attached). Market values on most residential properties were increased approximately 9% affecting a a le 2001 taxes (excluding quartile areas). Commercial/Industrial properties were increased approximately 5% and apartments increased approximately 14% in value. In the last decade there have been additional property taxes levied due to the passing of school bond referendums, school market value rate, city market value rate and solid waste market value rate. There has also been the introduction of the education homestead credit and the agricultural educational homestead and non -homestead credit. The education homestead credit reduces school district taxes on residential homesteads and on the house, garage and one acre of land for farm homesteads. The rate is uniform within a school district. The maximum credit is $390 and cannot be greater than the total school district tax. The funds go entirely to the state determined general education fund of each school district. The following is an example of how to calculate 2001 payable taxes using an average home value in the Wayzata School District. This calculation does not involve the Agricultural Education Credit. Market Value for 2000 Pay 2001 Classification: Tax Capacity Calculation $ 76,000 @1% $155,300 @ 1.65% Total Tax Capacity Tax Extension Rate Base Tax Market Rate Calculations School Market Rate City Market Rate Solid Waste Rate Composite Market Value Rate Subtotal $231,300 Residential Homestead $ 760 2,562 $231,300 @.20193% _ $467.06 $231,300 @.01213% _ $ 28.06 $231.300 @.01857% _ $ 42.95 Education Homestead Credit Tax Capacity $3,322 x 26.362% EHC Rate =$ 875.75 Maximum Credit Allowed 2001 Payable Tax $3,322 x 106.110% $3,524.97 $ 538.07 $4,063.04 -$ 390.00 ��73.04 Even though the legislative changes have made property tax calculations more cumbersome, it is interesting to note, the tax extension rates have decreased in three school districts. Our contribution share to the fiscal disparities pool for Commercial/Industrial properties increased slightly from 33.6855% last year to 34.9781% this year. The seven county area wide rate has decreased from 146.134% in 2000 to 137.987% for 2001. cc: Dwight Johnson, City Manager Laurie Ahrens, Assistant City Manager Dale Hahn, Finance Director Assessing Division PROPERTY TAX COMPARISON Payable 1991 Through 2001 #270 Hopkins School District #284 Wavzata School District Payable Market Property % Tax Tax Market Property % Tax Tax Year Value Taxes to Value Rate Value Taxes to Value Rate 1991 84,900 1,084 1.28 106.494 137,400 2,415 1.76 103.120 1992 84,900 1,147 1.35 117.262 137,400 2,415 1.78 114.512 1993 85,900 1.252 1.46 125.434 138,400 2,563 1.85 125.160 1994 88,600 1,344 1.50 127.734 148,300 2,697 1.50 120.060 1995 97,000 1,634 1.60 133.978 155,000 2,840 1.80 119.316 *1996 100,600 1,679 1.67 129.524 161,600 3,285 2.03 118.453 **1997 103,300 1,592 1.54 117.515 166,200 3,214 1.93 107.842 ***1998 113,300 1,666 1.47 120.735 169,500 3,003 1.77 111.676 1999 115,600 1,593 1.40 123.151 172,900 2,972 1.72 118.030 2000 120,200 1,587 1.32 119.609 179,800 2,819 1.57 112.239 2001 131,000 1620 1.24 103.943 196,000 2,973 1.52 106.110 The same value of S 196,000 in Watershed 3 would have taxes of S3,01 1. #281 #279 Robbinsdale School District Osseo School District Payable Market Property % Tax Tax Market Property % Tax Tax Year Value Taxes to Value Rate Value Taxes to Rate Value 1991 99,300 1,415 1.42 108.377 171,800 3,761 2.19 111.480 1992 99,300 1,452 1.46 114.682 171,800 3,652 2.13 121.725 1993 100,300 1,570 1.56 122.058 172,800 3,425 1.98 125.199 1994 104,000 1,697 1.60 124.794 189,600 3,907 2.00 127.179 1995 107,700 1,808 1.60 126.099 198,000 4,181 2.10 129.044 *1996 111,400 1,856 1.67 123.104 205,300 4,529 2.21 125.497 **1997 119,500 2,000 1.67 119.388 208,700 4,292 2.06 118.297 ***1998 132,600 2,090 1.58 125.022 218,400 4,185 1.92 116.058 1999 141,900 2,129 1.50 111.926 220,700 3,391 1.54 118.547 2000 147,600 2,075 1.41 111.541 229,500 3,896 1.70 116.333 2001 160,900 2,247 1.40 106.405 250,200 4,381 1.75 118.581 Taxes include both the tax extension rate, school, city and solid waste market value rates where applicable as well as the new education tax credit. The properties used in this study are four houses of various market values (one from each of the four school districts within the city of Plymouth). For purposes of comparability, all subject houses are classified residential homestead, are maintained in average condition and have not been improved with any additions. All estimated market values were increases during the years for inflation, quartile and/or market adjustments. *1996 was the first year Plymouth had School Market Value Rates due to the passing of school referendums. **1997 is the first year Plymouth had City Market Value Rates. ***1998 was the first year Education Tax Credits were introduced. JLO 2/28/01 TAX CAPACITY RATE BREAK DOWN Payable 1997-2001 City of Plymouth #27U/Hopkins School 1997 1998 1999 2000 2001 County Tax Tax Tax Tax Tax City Extension Extension Extension Extension Extension Special Rates % Rates % Rates % Rates % Rates% School 61.884 61.063 58.941 56.560 44.220 County 35.515 38.385 40.994 39.655 37.624 City 13.745 14.081 14.890 14.958 13.994 Special 5.894 6.718 7.788 7.916 7.616 Taxing District HRA 0.477 0.487 0.538 0.520 .489 TOTAL 117.515 % 120.735 % 123.151 119.609 103.943 #284/0 Wavzata School 52.211 52.004 53.820 49.190 46.387 County 35.515 38.386 40.994 39.655 37.624 City 13.745 14.081 14.890 14.958 13.994 Special 5.894 6.718 7.788 7.916 7.616 Taxing District HRA 0.477 .487 0.538 0.520 .489 TOTAL 107.842-% 111.676 % 118.030% 112.2 106.110 #284/3 Wavzata School 52.211 52.004 53.820 49.190 46.387 County 35.515 38.386 40.994 39.655 37.624 City 13.745 14.081 14.890 14.958 13.994 Special 7.213 7.378 8.61 8.441 8.979 Taxing District HRA 0.477 0.487 0.538 0.520 .489 TOTAL 109.161 % 112.336% 118.855 112.764 107.473 School Market Value Rates, City Market Value Rates, Solid Waste Market Value Rates and the Education Credit are not figured into the Tax Capacity Rate Breakdown. #281/Robbinsdale i;L7y/Osseo School 63.757 65.350 47.716 48.492 46.682 County 35.515 38.386 40.994 39.655 37.624 City 13.745 14.081 14.890 14.958 13.994 Special 5.894 6.718 7.788 7.916 7.616 Taxing Taxing District District HRA 0.477 0.487 0.538 0.520 .489 TOTAL 119.388 Z 125.0220 111.926111.541 118.547 106AJI School Market Value Rates, City Market Value Rates, Solid Waste Market Value Rates and the Education Credit are not figured into the Tax Capacity Rate Breakdown. i;L7y/Osseo School 62.666 56.386 54.337 53.284 58.858 County 35.515 38.385 40.994 39.655 37.624 City 13.745 14.081 14.890 14.958 13.994 Special 5.894 6.718 7.788 7.916 7.616 Taxing District HRA 0.477 0.487 0.538 0.520 .489 TOTAL 118.297 % 116.058 % 118.547 16.333 118.851 School Market Value Rates, City Market Value Rates, Solid Waste Market Value Rates and the Education Credit are not figured into the Tax Capacity Rate Breakdown. O O Q a � C13 O c 0 c Q\ U >, � oa H U ti O 'V M O\ M 00 M N N yd 00 V7 O 'V :p •.. M M 00 O� 00 �O �n Vts V •Cj [� 00 tt ON qtT r- �O C � r- in M ON M 00 �O V-4 IT M to M O N "I P-4 " T--4 N N O °ZS N �O �O 00 00 'e!' M cN 000 tn \c \0 1! V 1.0 r- t- r 00 O\ � `+ •,w"+ 00 00 O l� ti 0 O C 1 00 �O t- N 4 M v 00 In �O M O �O O\ O 'V t7 tM W V� r- 0000 yd 00 V7 O 'V :p •.. M M 00 O� 00 �O �n Vts V O� O V7 Vi oo l� v h � � �-•� N N N tT �D ~ "I P-4 " T--4 N N �V' °ZS O 'V t7 tM W V� r- 0000 yd � 'V :p V •t7 [ ^ �D R [� M •., N Vts V O� O V7 Vi oo l� SIV � � �-•� N N N tT �D ~ "I P-4 " T--4 N N �V' toMmI'll Mw[ - 10 CN m t i ON O\ O\ yd � 'V :p V M IO et �c 00 to w V �O N 00 In 00 to SIV °A NMMMMMM ~ "I P-4 " T--4 N N �V' °ZS cN 000 tn \c \0 1! N N N Ont^O^O v .41 06 c cl 00 Wn v " M 00 M N O M • in N O O oo N V O\ .-i \O r- r O m h C N M m M MV er toMmI'll Mw[ - 10 CN m t i ON O\ O\ 00 �O N 'IT ON N O to 'V N = O\ O\ M '7 r•+ O^ 10 M ON l - ti p o\ON�ONCN �I r%r "I P-4 " T--4 N N 2001 PAYABLE TAXES 25,000 WAYZATA WAYZATA ROBBINSDALE OSSEO HOPKINS 372 DIST. #284/0 DIST. #28413 DIST. #231 DIST.#279 DIST.#270 2000 TAX EXT RATE: 1.06110 TAX EXT RATE: 1.07473 TAX EXT RATE: 1.06405 TAX EXT RATE: 1.16581 TAX EXT RATE: 1.03943 ESTIMATED MV RATES: .0023263 MV RATES: .0023263 MV RATES: .002102 MV RATES: .0018446 MV RATES: .0021144 MARKET ED HMSTD CR: .26362 ED HMSTD CR: .26362 ED HMSTD CR: .26928 ED HMSTD CR: .25762 ED HMSTD CR: .27374 VALUF HMST N0N_HMST HMST MnM_WkAQT ..1- .,n.. .,..ter , --- ..... ......_ ....__ ..__ __.__ 25,000 258 376 261 381 251 372 273 396 244 365 30,000 309 452 313 457 301 446 328 475 293 438 35,000 361 527 365 533 352 520 382 554 342 511 40,000 412 602 417 609 402 595 437 633 391 584 45,000 464 678 470 685 452 669 492 713 440 656 50,000 515 753 522 761 502 744 546 792 489 729 60,000 618 904 626 913 603 892 656 950 586 875 65,000 670 979 678 989 653 967 710 1,029 635 948 70,000 721 1,054 731 1,066 703 1,041 765 1,108 684 1,021 75,000 773 1,129 783 1,142 754 1,115 819 1,188 733 1,094 80,000 845 1,224 856 1,237 825 1,209 898 1,288 802 1,186 85,000 922 1,323 935 1,337 916 1,307 982 1,393 875 1,282 90,000 1,000 1,422 1,013 1,438 1,001 1,405 1,066 1,499 949 1,378 95,000 1,077 1,521 1,092 1,538 1,086 1,504 1,150 1,604 1,023 1,475 100,000 1,155 1,621 1,170 1,638 1,129 1,602 1,234 1,709 1,097 1,571 105,000 1,232 1,720 1,249 1,739 1,256 1,700 1,318 1,815 1,170 1,667 110,000 1,309 1,819 1,327 1,839 1,341 1,799 1,403 1,920 1,244 1,764 115,000 1,387 1,918 1,406 1,939 1,425 1,897 1,487 2,026 1,318 1,860 120,000 1,466 2,017 1,486 2,040 1,443 1,995 1,571 2,131 1,408 1,956 125,000 1,565 2,116 1,587 2,140 1,542 2,093 1,669 2,236 1,505 2,053 130,000 1,664 2,216 1,687 2,240 1,640 2,192 1,775 2,342 1,601 2,149 135,000 1,763 2,315 1,787 2,340 1,738 2,290 1,880 2,447 1,697 2,245 140,000 1,863 2,414 1,887 2,441 1,837 2,388 1,985 2,553 1,794 2,342 145,000 1,962 2,513 1,988 2,541 1,935 2,487 2,091 2,658 1,890 2,438 150,000 2,061 2,612 2,088 2,641 2,033 2,585 2,196 2,763 1,986 2,534 155,000 2,160 2,711 2,188 2,742 2,131 2,683 2,302 2,869 2,083 2,631 160,000 2,259 2,811 2,289 2,842 2,230 2,782 2,407 2,974 2,179 2,727 165,000 2,359 2,910 2,389 2,942 2,328 2,880 2,512 3,080 2,275 2,823 170,000 2,458 3,009 2,489 3,043 2,426 2,978 2,618 3,185 2,372 2,920 175,000 2,557 3,108 2,589 3,143 2,525 3,076 2,723 3,290 2,468 3,016 180,000 2,656 3,207 2,690 3,243 2,623 3,175 2,829 3,396 2,564 3,112 185,000 2,755 3,306 2,790 3,343 2,721 3,273 2,934 3,501 2,661 3,209 190,000 2,854 3,406 2,890 3,444 2,820 3,371 3,039 3,607 2,757 3,305 195,000 2,954 3,505 2,991 3,544 2,918 3,470 3,145 3,712 2,853 3,401 200,000 3,053 3,604 3,091 3,644 3,016 3,568 3,250 3,817 2,950 3,498 210,000 3,251 3,802 3,292 3,845 3,213 3,764 3,461 4,028 3,142 3,690 225,000 3,549 4,100 3,592 4,146 3,508 4,059 3,777 4,344 3,431 3,979 250,000 4,044 4,596 4,094 4,647 3,999 4,551 4,304 4,871 3,913 4,461 260,000 4,243 4,794 4,295 4,848 4,196 4,747 4,515 5,082 4,105 4,653 275,000 4,540 5,092 4,595 5,149 4,491 5,042 4,831 5,398 4,394 4,942 300,000 5,036 5,587 5,097 5,650 4,982 5,534 5,358 5,925 4,876 5,424 350,000 6,028 6,579 6,100 6,653 5,965 6,517 6,412 6,979 5,839 6,387 400,000 7,020 7,571 7,103 7,656 6,948 7,500 7,466 8,033 6,803 7,351 450,000 8,011 8,563 8,106 8,659 7,931 8,483 8,520 9,088 7,766 8,314 500,000 9,003 9,554 9,109 9,662 8,914 9,466 9,574 10,142 8,729 9,277 550,000 9,995 10,546 10,112 10,665 9,897 10,448 10,628 11,196 9,692 10,240 600,000 10,986 11,538 11,115 11,668 10,880 11,431 11,682 12,250 10,656 11,204 650,000 11,978 12,529 12,118 12,671 11,863 12,414 12,736 13,304 0 11,619 12,167 2001 CITY OF PLYMOUTH **Tax Chart Does Not Include Ag Education Credit **Max Ed Hmstd Cr $390 Finance Dept/Assessingtwksheets/CBowman/OIHMSTDTAX.xis RESIDENTIAL IST $76,000 @.0100 OVER $76,000 @.0165 NON -HOMESTEAD IST $76,000 @.0120 OVER $76,000 @.0165 LAND -RESIDENTIAL- NON HOMESTEAD ENTIRE VALUE @.0165 LAND -COMMERCIAL IST $150,000 @.0240 OVER $150,000 @.0340 MV RATES = CITY & SCHOOL MV RATE S SOLID WASTE FEE City of Plymouth 2001 Distribution of Tax Dollar Hopkins School District 270 Tax Extension Rates TAX EXTENSION RATE School District 58.415 Hennepin County 37.624 City of Plymouth 14.947 Miscellaneous 09.074 HRA 00.489 TOTAL 120.549% Pie Chart does include additional market value rates CITY OF PLYMOUTH 4 ria/ TAXING DISTRICTS 8% 0% HRA HENNEPIN COUNTY City of Plymouth 2001 Distribution of Tax Dollar Wayzata School District 284 Tax Extension Rates TAX EXTENSION RATE School District 60.831 Hennepin County 37.624 City of Plymouth 14.862 Miscellaneous 08.945 HRA 00.489 TOTAL 122.751 % Pie Chart does include additional market value rates SPECIAL TAXING CITY OF DISTRICT PLYMOUTH �p / p O% HRA 1')0/ City of Plymouth 2001 Distribution of Tax Dollar Robbinsdale School District 281 Tax Extension Rates TOTAL. 122,056% Pie Chart does include market value rates. TAXING DISTRICT �p 80/c v /C jool- Ic- 31 °/C -"m HENNEPIN COUNTY HRA TAX EXTENSION RATE School District 60.047 Hennepin County 37.624 City of Plymouth 14.897 Miscellaneous 08.999 HRA 00.489 TOTAL. 122,056% Pie Chart does include market value rates. TAXING DISTRICT �p 80/c v /C jool- Ic- 31 °/C -"m HENNEPIN COUNTY HRA City of Plymouth 2001 Distribution of Tax Dollar Osseo School District 279 Tax Extension Rates Pie Chart does include additional market value rates TAXING DISTRICT CITY OF PLYMOUTH 7% M/0 11% _. _ EMW TAX EXTENSION RATE School District 69.444 Hennepin County 37.624 City of Plymouth 14.829 Miscellaneous 08.895 HRA 00.489 TOTAL 131.281 Pie Chart does include additional market value rates TAXING DISTRICT CITY OF PLYMOUTH 7% M/0 11% _. _ EMW �, d �r t y k x J s y ry,C�.f ? r- �'�.» t r t o s Y 2 t 4 •iY+`s °i#yt K"•rx".. •5 � X }, e,"1�::� rra ra'it�° dry �+i h ar `��i''S�•'f?�?: s �' w4't h a d t "! �.t�� �v '.�: t.. ssrt a f b X '-'4 1 f` �'I4 `-L^ ♦ '.i ,.� r 5 {ft`s d ♦ „ ra _ ..au �J�'wV } 1 � '+Y,r�' Y�1 "r4 Ti��t • '�r1i�.}IL�O s� rv;�...7y ��tJ"� `)yry rM �i �l Jr"e '�7r �is+,�..� ?�S tt ✓ ,�, r'a r� ,frr � `. a 5 .x ., �S' ."rr �a e r as^• i� t 'CI1 OF+ kP�LYM0UTH a � X �r; R �! � �'% f x ♦ Sr ,� s ,.,�, t r# �Y� q x � �i'"t•.�� n n .:�� `:.-��'�^",.�; � ����� �:..�� �� ���• r. t4'Fr5'ii�yf+.��..k. � r t � r" qYp f4 .x sr K�,`� a�aF,f�� tit��y. :�.'ae � �'�s,+.r i:1�,'Y*�„��-L°R ?�;ia!:.�'4r�P�� M.�'. ,� �f *'rr � i•!�i'+f:,�',�:5�'vF �7•r �• �'�'4 .s�.,..a�k��+7*lf .�, �,�`+�'•,' DATE: 2/28/01 TO: Nancy Bye, City Assessor FROM: Earl E. Zent, Commercial Appraiser SUBJECT: 2001 payable tax rates on commercial/industrial and apartments Attached are my recaps showing the 2001 payable effective tax rates. The overall rates on commercial/industrial have decreased from 2% to 8.4%. The following school districts recap as indicated: 270 Hopkins -8.4% 279 Osseo -2.05% 281 Robbinsdale -4.28% 284 Wayzata -5.08% The above rates were based upon the effective rates with values above $150,000. Apartment rates decreased from .26% to 10.78%. The following school districts recap as indicated: 270 Hopkins -10.78% 279 Osseo -.26% 281 Robbinsdale -4.61% 284 Wayzata -5.32% Apartments that qualify for the low-income class will see the following reductions on that portion of qualifying value as follows: 270 Hopkins -7.94% 279 Osseo -.88% 281 Robbinsdale -3.34% 284 Wayzata -5.06 The second recap sheet shows an example of how the rates are calculated using school district no. 284, sewer district no. 4 and watershed district no. 0. TAX RATES FOR PAYABLE 2001 City of Plymouth NOTE: Vacant commercial\industrial land (LC, LI) have same tax rate as improved properties. All the school districts have additional market value rates included in tax rate. Solid waste management fee is included in all rates (applied against market value). laxrchartW1 pcieef.WKt Commercial & Industrial Effective Tax Rates School SEWER "A" Property Type HL PROPERTY School Sewer 1st $150,000 Over $150,000 & District District PREFERRED CLASS Non -Qualifying 1.251% 279 3 & 4 2.982% 1.350% 270 1 2.9919% 4.1504% 279 3 & 4 3.1621% 4.4028% 281 1 & 4 3.0290% 4.2036% 284 4 3.0469% 4.2195% 284 1 &2 W=#33.0681% 4.2496% NOTE: Vacant commercial\industrial land (LC, LI) have same tax rate as improved properties. All the school districts have additional market value rates included in tax rate. Solid waste management fee is included in all rates (applied against market value). laxrchartW1 pcieef.WKt Apartment Effective Tax Rates School SEWER "A" Property Type HL PROPERTY District District TYPE 270 1 2.706% 1.251% 279 3 & 4 2.982% 1.350% 281 1 & 4 2.584% 1.274% 284 4 2.779% 1.294% 284 1 &2 W.S. #3 2.812% 1.307% NOTE: Vacant commercial\industrial land (LC, LI) have same tax rate as improved properties. All the school districts have additional market value rates included in tax rate. Solid waste management fee is included in all rates (applied against market value). laxrchartW1 pcieef.WKt 2001 PLYMOUTH Real Estate Taxes on Commercial and Industrial Property Example rate is for School District 284, Sewer District # 4 & Watershed District # 0. Tax Rates Local Rate 106.1100% Fiscal Disparities or Area Wide Rate 137.9870% Market Value Rates (School & City) 0.2141% County Solid Waste Fee 0.0187% City Percentage of Fiscal Disparity 34.9781% Procedures for calculation of tax capacity and tax. 1 Estimated Market Value (EMV) X 3.40% = Tax Capacity Tax Capacity Tax Capacity Estimated Market Value x 0.650219 x 0.349781 x 0.002328 Local Tax Capacity = Area Wide or Fiscal Disparity Rate = Market & Solid Waste Fee Tax x 1.0611 x 1.37987 = Local Tax Capacity = Fiscal Disparity Tax Local Tax + Fiscal Disparity Tax + Market Value Tax + Solid Waste Fee = Total Tax Payable Total Tax / EMV = Effective Tax Rate EXAMPLE: Commercial or Industrial Building with an EMV of $1,000,000 $1,000,000 EMV x 3.40% _ $34,000 Tax Capacity $34,000 Tax Capacity $34,000 Tax Capacity $1,000,000 Estimated Market Value x 65.0219% x 34.9781% x 0.002328 Market Rates & Waste Fee _ $22,107 Local Tax Cap. _ $11,893 Area Wide Tax Cap. _ $2,328 x 106.1100% Local Tax Rate x 137.9870% Area Wide Tax Rate $23,458 Local Tax = $16,410 Fiscal Disparity Tax $23,458 Local Tax + $16,410 Area Wide + $2,328 Market & Waste Fee = $42,196 Total Payable Tax Total Tax Effective Tax Rate 4.2196% Note: Commercial & Industrial property owners may qualify for a reduced tax capacity rate on $150,000 of market value Qualifying Property: 1st $150,000 EMV x 2.40% + Remainder EMV x 3.40% = Tax Capacity \wrkshts\ezent\taxchart\01 chart FEB -26-2001 1123 HENN CO PROPERTY TAX 3489716 P.05/09 HENNEPIN COUNTY TAXPAYER SERVICES DEPARTMENT PROPERTY TAX - TAX ACCOUNTING • SETTLEMENTS Composite Tax Rates by Unique Taxing Area Final Property Taxes Payable 2001 Kiscal Disparities Area Wide Tax Rato 137.987% 2001 Final Composite Rate Roport.xls 10:46 AM 02/26/2001 Local Tax Re" unique Taxing Area Tax Capacity School Mrkt Value City Mrkt Value Solid Waste Mrkt Value State Paid Aid % Fiscal Cont % Education Hm3td CR Ag Ed CR Hmstd Ag Ed Cr Nonhmstd City Munk $0+001 Mnhd EOuar Minneapolis 01 001 0 0 138.208% 0.15077% 0.01857% 157-635% 24.2483% 28.227% 23.806% 21,426% 01 001 3 0 137.812% 0.15077% 0,01857% 157.631% 24.2483% 28.227% 23,806% 21.426% 01 001 6 0 136.206% 0.15077% 0.01857% 157.535% 24.2483% 28,227% 23.806% 21.425% Chanhassen t4 272 4 0 120.270% 0.21195% 0.01857% 49.056% 35.8076% 25.921% 21.861% 19.075% 14 278 3 0 119.615% 0.32939% 0.01857% 57,853% 35.8076% 26.914% 22.899% 20.429% Woodland 15 275 3 0 100.573% 0.32939% 0.01857% 55.511% 21.3518% 28.914% 22.699% 20.429% Spring Park 1T 277 3 0 110.157% 0.17178% 0.01857% 39.412% 21.3849% 27.353% 23.069% 20.762% Greenwood 19 276 3 0 105.357% 0.32939% 0.01857% 56.192% 21.4971% 20.914% 22.699% 20.429% Bloomogtan 20 271 0 0 112.579% 0.16512% 0.01857% 34.713% 32.1028% 27.285% 23.011% 20.710% 20 271 1 0 113.220% 0.18612% 0.01857% 34.785% 32.1028% 27.285% 23.0110% 20.710% 20 271 2 0 112.781% 0.16812% 0.01857% 34.740% 32.1028% 27.285% 23.011% 20.710% 20 271 4 0 113.525% 0.16612% 0.01857% 34.810% 32.1028% 27.285% 23.011% 20.710% 20 272 1 0 117,012% 0.21195% 001857% 48.605% 32.1028% 25.9Z1% 21.861% 19.675% 20 273 1 0 115.624% 0.263DD% 0.01857% 29.751% 32.1028% 27.62716 23.300% 20.970% Brooklyn Ccnicr 22 011 0 0 134.828% 0.09174% 0.06195% 0.01857% 188.750% 30.5748% 25.958% 21.893% 19.7D3% 22 2T9 0 0 139.405% 0.15376% 0.06195% 0.01857% 147,489% 30,5748% 25.70Z% 21.727% 19.554% 22 Z81 0 0 129.229% 0.17950% 0.05195% 0.01857% 110.347% 30.5748% 26.928% 22.710% 20.439% 22 286 0 0 129.758% 0.19D28% 0.06195% 0,01857% 199.314% 30.5748% 31.205% 26,317% 23.885% Edind 24 270 1 0 107.844% 0.18074% 0 013GS% 0.01857% 24.854% 27.6108% 27.374% 23.087% 20.778% 24 2T0 3 0 108.566% 0.18074% 0.01358% 0.01857% 24.619% 27.6106% 27.374% 23.067% 20.778% 24 271 1 0 108.059% 0.16612% 0.01368% 0.0185796 32448% 27.6108% 27,285% 23.011% 20.710% 24 272 1 0 111.851% 0.21195% 0.01388% 0.01657% 46.267% 27.6108% 25.921% 21.861% 19.675% 24 273 1 0 110.463% 0.26300% 0.01388% 0.01857% 27,412% 27,6108% 27.627% 23.3D0% 20.970% 24 273 3 0 111.185% 0.28300% 0.01366% 0.01857% 27.377% 27.81080% 27.827% 23.300% 20.970% 24 280 1 0 110.821% 0.15498•% 0.01368% 0.01857% 57.434% 27.121108% 27.436% 23.139% 20.825% 2d 280 3 0 111.343% 0.15498% 0.01368% 0.01857% 57.399% 27.6108% 27.4136% 23.139% 20.825% 24 283 3 0 115472% 0.23312% 0.01368% 0.01857% 37.415% 27.8108% 26,450% 22.307% 20.076% Shorewood 26 276 3 0 112-966% 0.32939% 0.01857% 57.805% 32.0561% 26.914% 22.099% ZD 429% 28 2T8 4 0 112.5490% 0.32939% 0.01857% 57.865% 32.0561% 28.914% 22.699% 20,429% 26 277 3 0 106.0570% 017178% 0.01857% 34.734% 32.0551% 27.353% 23.059% 20.762% 2001 Final Composite Rate Roport.xls 10:46 AM 02/26/2001 FEB -26-2001 11:24 HENN CO PROPERTY TAX 3489716 P.06/09 HENNEPIN COUNTY TAXPAYER SERVICES DEPARTMENT PROPERTY TAX - TAX ACCOUNTING - SETTLEMENTS Composite Tax Rates by Unique Taxing Area Final Property Taxes Payable 2001 Flccal Dlcparltivc Area Wide Tax Rate 137.987% 2001 Final Composite Rate Report.xls 10:46 AM 02/26/2001 Local Tax Rates Unique Taxing Area Tax Capacity School Mrkt Value City Mrkt Value Solid Waste Mrkt Value Stats Paid Aid 76 Fiscal Cont x Edutation Hmstd CR Ag Ed CR Hms1d Ag Ed Cr Nonhmstd City Munic School Wvshd S. r Golden Valley 28 270 0 0 116.756% 0.18074% 0.01857% 29.792°% 21.2857% 27.374% 23.087% 20.778°% 28 270 3 0 11B.119% 0.18074% 0.01857% 29.829% 21.2857% 27.374% 23.087% 20.778% 28 281 0 D 119.218`16 0.17950% 0.01857% 94.960% 21.2857% 26.928% 22.710% 20.439% HoDkinS 30 270 1 0 121.747% 0.18074% 0.01857% 38.854% 22.1502% 27.374% 23.067% ZD -T78% 30 270 3 0 122.459% 0.18074% 0.01857% 35.829% 22.1502% 27.374,4 23.087% 20.778% 30 273 3 0 125.088% 0.26300% 0.01857% 39.387% 22.1502% 27.627% 23.300% 20.970% 30 2B3 3 0 129.375% 0.23312% 0.01857% 49.425% 22.1502% 28.450% 22.307% 20.078-41 Minnetonkoi 36 270 0 1 105.097% 0.18074% 0.01857% 26.139% 33 4794% 27.974% 23.087% 20.778% 34 270 1 0 108.023% 0.18074% 0.01857% 26.211% 33.4794% 27.374% 23.087% 20,778% 34 270 3 0 109.345% 0.18074% 0.01857% 26.176% 33.4794% 27.374% 23.087% 20.778% 34 270 d 0 108.928% 0.18074% D.01857% 28.236% 33.4794% 27.374% 23.087% 20.778% 34 276 1 0 111.5581% 0.32999% 0.01857% 56.681% 33.4794% 26.914% 22.599% 20,d29% 34 276 3 0 112.280% 0.32939% 0.01857% 56.646% 33.4794% 25.914% 22.699% 20.429% 34 276 4 0 111.863% 0.329393(. O.D1857% 56.706% 33.4794% 20.914% 22.699% 20.429% 34 283 3 0 116.251% 0.23312% 0.01857% 38.9720A 33.4794% 26.450% 22.307% 20.076% 34 284 0 1 110.264% 0.20193% 0.01857% 31.320% 33.4794% 26.362% 22.233% 20.009% 34 284 3 0 1 i 1 512% 0.20193% 0.01857% 31.357% 33.4794% 213.352% 22.233% 20.009°4 Mlnnetrists 35 110 3 0 118.3p3% 0.09989% 0.01857% 107.000% 32.578O% 25.372% 21.398% 19.258% 36 111 0 0 108.329yo 0.03885% 0.01857% 129.380% 32.5780% 28.393% 22.259% 20.033% 36 111 3 0 109.692% 003835% 0.01857% 129.417% 32.5760% 26.393% 22.259% 20.033% 36 277 0 0 102.145% 0.17178% 0.01857% 33.713% 32.5780% 27.353% 23.06D% 20.762% 36 277 3 0 103.508% 0.17178% 0.01857% 33.750% 32.5700% 27.353% 23.099% 20.762% 36 879 0 0 133.697% 0.06491% 0.01857% 106.353% 32..5780% 28.103% 23.701% 21331% Orono 38 2T6 3 0 107.976% 0.32939% 0.01857% 55.703% 28,0774% 26.91d% 22.699% 20.429% 38 277 3 0 101.037% 0.17178% 0.01857% 32.632% 28.D774% 27.353% 23.059% ZD.762% 38 278 3 0 104.005% 0.18189% 0.0185'x% 36.341% 28.0174% 27.276% 23.004% 20.704% 38 284 3 0 107.206% 0.20193% 0.01857% 30.414% 28.0774% 26.3621h 22.233% 20.009% 2001 Final Composite Rate Report.xls 10:46 AM 02/26/2001 FEB -26-2001 11:24 HENN CO PROPERTY TAX 3489716 P.07i09 HENNEPIN COUNTY TAXPAYER SERVICES DEPARTMENT PROPERTY TAX - TAX ACCOUNTING • SETTLEMENTS Composite Tax Rates by Unique Taxing Area Final Property Takes Payable 2001 Fiscal Uisparllies Area Wide Tax Rata 137.987% 2001 Final Composite Ratc Report.xis 10.46 AM 02/25/2001 Local Tis. Rates Unique Taxing Area Tax C3psclty School Mrkt Value City Mrkt Value Build Waste Mrkt Value Slate Paid Aid % Ftscal Cont % Education Hmstd CR Ag Ed CR Hmstd Ag Ed Cr Nonhmstd City Mu"k Schwl Weshd Zo r Plymouth 40 270 0 0 103.943% 0.18074% 0.01213% 0.01857% 25.594% 34.9781% 27.37d% 23.087% 20.778% 40 279 0 0 116.581% 0.15378% 0.01213% 0.01857% 127.904% 34.9781% 25.762% 21.727% 19.554% 40 281 0 0 106.405% 0.17950% 0.01213% 0.01857% 90.762% 34.9761% 28.928% 2Z.710% 20.439% 40 284 0 0 106.11D% 0.20193% 0.01213% 0.01857% 30.775% 34.9781% 26,362% 22.233% 20.009% d0 284 3 0 107.473% 0.20193% 0.01213% 0.01857% 30.812% 34.9781% 26.362% 22.233% 20.009% Port Snelling 41 280 0 0 92.747% 0.15498% 0.01857% 56.152% 27.438% 23.139% 20.825% 41 280 2 0 92.9d9% 0.15498% 0.01657% 55.185% 27.436% 23.139% 20.825% 41 280 3 0 94.110% 0.15498% 0.01857% 56.189% 27.436% 23.139% 20.825% RIChi elCl 42 28D 0 0 119.232% 0.15d98% 0.01857% 84.177y. 23.8907% 27.436% 23.139% 20.825% 42 280 1 0 119.873% 0.15498% 0.01857% 64.249% 23.8907% 27.433% 23.139% 20.825% 42 280 3 0 120.595% 0.15498% O.D1857% 84.214% 23.8907% 27.436% 23.139% 20.825% MSP Intl Airport 43 000 0 0 45.750% O.D1857% 5.062% 43 000 Z 0 45.952% 0.01857% 5.095% Robbin3dele 44 281 0 0 117.503% 0.17950% 0.03575% 0.01857% 129.762% 12.7201% 28.928% 22.710% 20.439% St Loui; Park 46 270 0 0 110.790% 0.18074% 0.01857% 34.149% 25.8573% 27.374% 23.087% 20.778% 48 270 3 0 112.159% 0.16074% 0.01857% 34.186% 25.6573% 27.374% 23.087% 20.778% 46 273 3 0 114.778% 0.26300% 0.01857% 30.944% 25.8573% 27.627% 23.300% 20.970% 48 283 0 0 117.702% 0.23312% 0.01857% 46.945% 25.6573% 28.450% ZZ.307% 20.076% 46 283 3 0 119.065% 0.23312% 0.01857% 40.9520h 25.5573% 25.450% 22.307% 20.076% Brooklyn Parte 48 011 0 0 129.432% 0.09174% 0.02171% 0.01857% 180.960% 34.9839% 25.958% 21.893% 19.703% 48 279 0 0 134.DD90A. 0.15376% 0.02171% 0.01857% 139.699% 34.9539% 25.762% 21.727% 19.554% 48 281 0 0 123.833% 0.17950% 0.02171% 0.01857% 102.557% 34.9839% 28.928% 22.710% 20.d39% Champlin 50 011 0 0 124.666% 0.09174% 0.01657% 180.857% 34.9701% 25.958% 21.893%19.703% 50 011 0 1 131.653% 0.0917d% 0.01857% IBD.857% 34.9701% 25.958% 21.893% 19.103% Cort orm 52 279 0 0 117.695% 0.15378% 0.01857% 130,603% 33.9538% 25.782% 21.727% 19.55d% 52 284 0 0 107.224% 0.20193% 0.01857% 33.474% 33.9536% 26.362% 22.233% 20.OD9% 52 877 0 0 118.601% 0.11429% 0.01857% 145,189% 33.9536% 28.093% 23.693% 21.324% 52 879 0 0 132.635% 0.08491% 0.01857% 108,332% 33.9536% 28.103% 23.701% 21.331% 52 883 0 0 131.875% 0.07869% 0.01557% 155.082% 33.9536% 26.d65% 22.320% 20.088'% Crystal 5d 281 0 6 119.033% 0.77950% 0.01657% 115.583% 30.1919% 26.928% ZZ.710% 20.439% 2001 Final Composite Ratc Report.xis 10.46 AM 02/25/2001 FEB -26-2001 11:25 HENN CO PROPERTY TAX 3489716 P.08i09 HENNEPIN COUNTY TAXPAYER SERVICES DEPARTMENT PROPERTY TAX - TAX ACCOUNTING • SETTLEMENTS Composite Tax Rates by Unique Taxing Area Final Property Taxes Payable 2001 Fiscal Disparities Area Wide Tax Rite 137.987% 2001 Final Composite Rete Rcport.xls 10:46 AM 02/26/2001 Local Tax Rates Unique Taxing Area Tax capacity 30991 Mrkt Value City Wirt Value Solid Waste Mrkt Value State Paid Aid X Fitical Cont % Education Hmstd CR Ag Ed CR Hmstd AW Ed Cr Nonhmsld City Runk 190001 Wtnhd 30w Daytoi 56 011 0 0 128.178% 0.09174% 0.01857% 173.379% 36.9979% 25.958% 21.893% 19.703% 56 279 a 0 130.753% 0.15375% 0.01857% 132.118% 38.9979% 25.762% 21.727% 19.5$4% 56 728 0 D 137.765% 0.20271% V.D1857% 155.239% 38.9m% 26.535°% 22.379% 20.1ajy0 Deeohaven 59 276 3 0 106.292% 0.32939% 0.01857% 56.801% 30.4278% 26.914%22.699% 20.42896 59 276 4 0 105.875% 0.32939% 0.01857% 56.881% 30.4276% 25-914% 22.699% 20.429% Eden Prairie 61 270 1 0 113.888% 0.180741% 0.01197% 0.01857% 24.238% 34.3505% 27.374% 23.087% 20.778% 61 270 4 0 11d.191% 0.18074% 0.01197% 0.01857% 24.253% 34.3505% 27.374% 23.087% 20.7787. 81 272 1 0 117.893% 0.21195% 0.01197% 0.01857% 45.851% 34.350S% 25.921% 21.B61% 19.675% 61 272 2 0 117.454% 0.21195% 0,01197% 0.01857% 45.812% 34.3505% 25.921% 21.881% 19.675% 61 272 4 0 118.198% 0.21195% 0.01197% 0.01857% 45.875% 34.3505% 25.921% 21.861% 19.675% 81 275 d 0 117.126% 0.32939% 0.01197% 0.011357% 54.733% 34.3505% 26,914% 22.699% 20,429% ExcaWar 63 278 3 a 113.981% 0.32939% 0.01857% 67,082% 24.8553% 26,914% 22.899% 20.429% Grccn5eld 65 877 0 0 125.201% 0.11429% 0.01857% ldd.306% 37.4239% 28.093% 23.693% 21.324% 55 879 0 0 139.235% 0.06491% 0.01857% 107.449% 37.4239% 28.103% 23.701% 21.331% 85 683 0 0 138.475% 0.07869% 0.01857% 154.179% 37.0239% 26.465% 22.320% 20.088% Honomr 67 877 0 0 128.754% 0.11429% 0,01857% 145.319% 29.7677% 28.093% 23.693% 21.324% Hassall 88 279 0 0 109.318% 0.15378% 0.01857% 127.313% 32.5195°% 25.762% 21.727% 19.554% 68 728 0 0 118.330% 0.20271% 0.01857% 146.409% 32.5195% 26.535% 22.379% 2A.141% 68 877 0 0 110,224% 0.11429% 0.01857% 141.899% 32.5195% 28.093% 23.693% 21.324% Independence 70 277 0 0 109.086% 0.17178% 0.01857% 34.252% 31.1767% 27.353% 23.069% 20.782% 70 277 3 0 110.429% 0.17178% 0.01857% 34.289% 31.1757% 27.353% 23.069% 20.762% 70 278 0 0 112.004% 0.16189% 0.01857% 37.951% 31.1767% 27.278% 23.00d% 20,704% 70 278 3 0 113.367% 0.18189% 0.01857% 37.998% 31.1767% 27.276% 23.004% 20.704% 70 879 0 0 140.518% 0,06491% 0.01857% 108.892% 31.1767% 28.103% 23.701% 21.331% 70 683 0 0 139.858% 0.07869% 0.01857% 153.622°% 31.1787% 26,465°% 22.320% 20.088% LonpLake 72 278 3 0 115.611"% 018189% 0.01857% Q.555%1 33.8351% 27.276% 23.004% 2D.704% Lareno 74 879 0 0 135.607% 0.06491% 0,01657% 109.828% 32.6144% 28.103% 23.701% 21.331°% Maple Grove 76 279 0 0 125.903% 0.15376% 0.01491% 0.01857% 129.585% 31.BB39% 25.762°% 21.727% 19.554% 76 284 0 0 115.432% 020193% 0,01491% 0.01857% 32.456% 31.5839% 25.352% 22.233% 20.009% 76 883 0 0 140.083% 0.07869% 0.01491% 0.01857% 154.044% 31.8839% 28.455% 22.320% 20.088% 2001 Final Composite Rete Rcport.xls 10:46 AM 02/26/2001 FEB -26-2001 11:25 HENN CO PROPERTY TAX 3489716 P.09i09 HENNEPIN COUNTY TAXPAYER SERVICES DEPARTMENT PROPERTY TAX - TAX ACCOUNTING • SETTLEMENTS Composite Tax Rates by Unique Taxing Area Final Property Taxes Payable 2001 Fiscal Disparities Area Wide Tax Rate 137.987% 2001 Final Composite Rate Report,xls 10:46 AM 02/26/2171), TOTAL P.09 Local Tax Rates Unique Taxing Area lax Capacity School Mrkt Value Clty Mrkt Value 3outl Waste Mrkt Value Stab Paid Aid % Fiscal Conl % Education Hmstd CR AV Ed CR Hmetd Ag Ed Cr Nonhmstd City Munlc 9o+00, WI -Id 61-1 Maple Plain 77 278 0 0 115.428% 0.18189% 0.01857% 48.063% 29.7749% 27.276% 23.004% 20.704% T7 278 3 0 116.791% 0.18189% 0.01857% 48.100% 29.77491/6 27,278% 23,004% 20.70476 Medicine Lake 79 284 0 0 118.819% 0.20193% 0.01857% 31.321% 18.7394% 28.352% 22.233% 20,009% Medina 80 278 0 0 97.860% 0.18189% 0-01857% 36.259% 31.6293% 27.276% 23.004% 20.1041% $0 278 3 0 99.223% 0.18189% 0.01857% 36.296% 31.8293% 27.276% 23.004% 20.704% 80 284 0 0 101.063% 0-20193% 0.01857% 30.332% 31.8293% 28.382% 22.233% 20.009% 80 284 3 0 102.426% 0.20193% 0.01857% 30.369% 31.8293% 26.362% 22.233% 20.009% 80 879 0 0 125.474% 0.06491% 0.01857% 105.190% 31.8293% 28.103% 23.701% 21.331% 80 883 0 0 125.714%6 0.07859% 0.01857% 151.920% 31.8293% 28.485% 22.320% 20.088% Beachqj�a Beach 82 278 3 0 110.665% 0.18189% 0,01857% 38.422% 27.9030% 27.276:6 23.004% 20.70d% Mound 85 277 3 0 105.589% 0.17178% 0.01857% 41.828% 24.5900% 27.353% 23.069% 20-7[32% Now Hope 86 281 0 1 126.9929/o 0.17950% 0.01857% 103.117% 33.0257% 25.928% 2.2.710% 20.439% 85 281 0 2 126.892% 0.17950% 0.01857% 103.117% 33.0257% 20.928% 22-710% 20,439% Osseo 88 279 0 a 129.288% 0.15376% 0.01857% 140.618% 29.1584% 25.762% 21.727% 19.554% 88 279 0 1 141,134% 0.15376% 0.01857% 140.818% 29.1684% 25.762% 21.727% 19.554% Rockfirtl 90 883 0 0 153.894% 0.07889% 0,01857% 175.982% 34.3713% 28.455% 22.320% 20.088% Rogam 92 728 0 0 135.662% 0.20271% 0.01857°x6 144.004% 28.5307% 26.535% 22.379% 20.141% SmniAnthony 94 282 0 0 137.223% 0.15705% 001857% 103.056% 23.9330% 28418% 23.967% 21.570% 94 282 5 0 138.1133% 0.15705% 0.01857% 103.11911. 23.9330% 28.418% 23.987% 21.570% Sami $onlf9clue 95 110 3 0 124.707%; 0,09989% 0.01857% 111.793% 32.089% 25.372% 21.398% 19,256% Tonho Bay 97 275 3 0 107,336% 0.32939% 0.01857% 58.307%5. 27.2552% 26.914% 22.699% 20.1129% Wayma 99 278 3 a 109.736% 0.18189% 0.01857% 37,455% 28-9959% 27.276% 23,004% 20.704% 99 2841 3 0 112.939% 0.20193% 0.01857% 31.528% 28,9959% 26.362% 22.233% 20.009% 2001 Final Composite Rate Report,xls 10:46 AM 02/26/2171), TOTAL P.09 February 20, 2001 Mark S. Peterson Park Maintenance Superintendent Plymouth Public Works Department 1490023 d Avenue North Plymouth, MN 55447 RE: Proposed Neighborhood Playground Fernbrook Manor - 44`h Place North Dear Mr. Peterson: We are writing on behalf of the homeowners in the Estates of Fernbrook Manor to express our strong objection to the play area planned to be built at the east end of our property. I have served on our Board of Directors for five and a half years—longer than anyone here—so people tend to contact me with their questions and concerns. Therefore, I have spoken to a large number of our homeowners, including those with children and grandchildren, and they are not in favor of this playground. I apologize for the length of this letter. I'm sure you are all busy and your time is valuable, however, I feel obligated to share all of the concerns and opinions that were expressed to me by our homeowners, the people who elected me to represent them. My husband and I have lived here for eight and a half years and are the original owners of our home. We too share these concerns. Our homeowners are totally opposed to this project for a number of reasons, which are listed here: ❖ Decreased Property Values: Fernbrook Manor is quiet, peaceful, private, safe, and clean. We have beautiful, natural, open spaces and very few children. We want to keep it that way. Those very things are the big selling points for our units. Changing any of that would definitely have a negative effect on our property values. Adding a children's playground to a neighborhood with children probably does increase their property value, however, encouraging strange children into our basically all -adult community would not. Will our real estate taxes be decreased if this play area is built to reflect our decreased property values? ❖ Loss of Wildlife: Our homeowners have always been able to enjoy watching the wildlife in its natural setting from their patios, decks, and windows. We have observed deer, pheasants, fox, wild turkeys, badger, and many types of birds. The deer are scared away by the slightest noise such as opening a door or window. We find it hard to believe they will still come to graze on a concrete area full of noisy children. The wildlife is the reason most homeowners on that edge of the property purchased where they did. The original homeowners all paid $1,000 more for their units because of this, and their units continue to have a higher resale value. We were all told that area would never be developed --that the City intended to keep it in its natural state. We realize this was the developer telling us this who wanted to sell the units, but you need to realize that this has been our belief all along until now. ❖ Loss of Privacy: The homeowners on that end of the property are used to being able to sit on their patios and decks without seeing another person or having anyone see them. There is never a thought that someone could be looking into your home through your windows/patio door. This playground would change that. People would be walking right past our buildings—directly by our windows/patios/decks. We enjoy sitting on the patio and watching the wildlife—and the animals don't look back. The same would not be true for all the children. ❖ Potential for Personal Property Damage: Children do not understand and thus do not respect property lines and the meaning of other people's property. Our homeowners have patio furniture, bird baths, bird feeders, lawn ornaments, flowerpots, etc. on their patios -- all of which would be a temptation for children. Not to mention balls, Frisbees, etc. that may be thrown hitting these items or windows. What is going to keep the children off our property? ❖ Safety: If this is to be a walk -to park, the intent must be for people to be walking in on the street. Is it safe for children to be walking or riding their bicycles in on the street— particularly since our residents are not used to having to watch for children at all? If they are not in the street, they would have to be walking on our grass since there is no other access. ❖ Dogs: Our homeowners are only allowed to have a dog up to a maximum weight of 30 pounds. They cannot allow their dog to urinate/defecate anywhere on our property except the outer perimeter, and even there they have to pick up after their dog. They must sign a pet agreement stating they agree to those rules. Failure to do any of this results in a fine. We have an escalating fine system with the third offense resulting in having to permanently remove the pet from Fernbrook Manor. Further, if there is any pet damage to the grass, the association has it repaired and that homeowner must pay for it. So it seems very unfair that now we are expected to allow other people to bring their dogs through our property with no restrictions. If people are going to be walking to this playground on 44`h Place North, they will very likely be bringing their dogs. What is going to prevent the dogs from defecating/urinating in the grass along the way? ❖ Trespassing: When the Fernbrook Townhomes development (rental units) was going to be built to the south of our property, representatives of our association attended the City public meeting and were promised that a section of trees would be left as a buffer between the two properties. However, every single tree was cut down. (Unfortunately, this experience also makes some of our homeowners a little less "trusting" of the City.) We have had numerous problems with children from that area coming onto our property. It is a pretty safe bet that they would not go all the way around to access the playground—they would most likely cut through our property. ❖ Grass: We are very protective of our grass, and we strive to keep it well manicured and maintained. Even our own homeowners are not allowed to play any type of lawn games on the grass. Is it fair that we would now have to allow non-residents to walk/ride bicycles on our grass? If the City feels the need to do something with this piece of property, instead of destroying this beautiful, pristine field, why not enhance it. Take advantage of this unique natural area within the city and develop the surrounding woods as a nature center --maintain trails through the woods, identity the variety of trees and wildflowers, etc. Perhaps benches could be placed at the edge of the woods to give people the opportunity to observe the wildlife from a safe distance as to not disturb them. Or possibly the field could be seeded into something to encourage the wildlife—wildflowers, prairie grass, clover, etc. Again quoting from a City of Plymouth publication, "Parks and open space are key to a good quality of life." Filling this open space with concrete and swing sets and destroying the natural wildlife area is certainly not enhancing our quality of life at Fernbrook Manor. Our Homeowner's Association Annual meeting is being held on Thursday, March 15 at 7:00 pm at the Plymouth Creek Center. This playground will be the first topic of discussion on the agenda at that meeting, and we would like to invite all of you to attend. We are sincerely requesting that you reconsider building this playground. We see this as having no benefit—only problems—for our homeowners. We will be out of town February 23 -March 2, but please feel free to contact us when we return. Sincerely, George and Shirley Galvin 14000 44th Place North – Unit 2 Plymouth, MN 55446 Phone: 763-551-0383 E-mail: gsgalvin@aol.com cc: Eric Blank, Director of Parks & Recreation Mayor Joy Tierney Council Member Kelli Slavik Council Member Bob Stein Council Member Ginny Black Council Member Scott Harstad Council Member Sandy Hewitt ❖ Liability: We also feel it is unfair that we would now have to take on additional liability in case any of these children would fall off their bicycle or be hurt in some other way on our property. ❖ Parking: We understand your intent is for people to walk to this playground. However, since there are not very many children within easy walking distance other than those tom Fernbrook Townhomes who will likely cut across our property, if anyone is going to use the playground they would very likely want to drive. We have very limited parking space, which is strictly for our homeowners and their guests. People would have to park on the street. We have many driveways coming off the street to the various sections of buildings. There is a good possibility people could block those driveways—or our mailboxes --if they park along the street. ❖ Noise: Our neighborhood is currently very peaceful and quiet. Certainly having a lot of children on the property would change that. ❖ Litter: We try very hard to encourage all of our homeowners to be responsible and pick up any litter they happen to see. Our property is very clean and neat. We would not appreciate having water bottles, pop cans, candy wrappers, etc. blowing around our property. Our homeowners also were very disappointed in the manner in which this matter was handled. We understand that the City Council has already voted on and approved this play area. However, none of our homeowners were informed of this plan at any time prior to their voting. There was no correspondence from the City, and no public hearing was held. After the council voted, some of our homeowners received a letter telling them this play area was going to be built. None of the twelve homeowners in the two buildings most affected by this play area received that letter. We are giving you the benefit of the doubt that all of these homeowners were really not in the City's database. However, you must also understand that it does appear rather suspicious to those residents. They have lived there nine years, receive all other types of City mailings, they would be the people who would object the most to the playground being built, and they were singled out not to be notified. Quoting from a City of Plymouth publication, "The following criteria are used in coniunction with more detailed nlanninQ efforts.- Encourage fforts.Encourage citizen involvement in all phases of park system planning. Protect natural resource" It appears that your own guidelines were not followed. Not only were the homeowners of Fernbrook Manor not involved whatsoever, but how much "detailed planning effort" went into this decision if you intend to build a children's playground in an area where there are no children living in the 102 closest homes. Our association was organized in April 1989, and since that time there has never been more than a handful of children living here at any given time, and some of those are teenagers or infants who would not be using a play area. This statistic will not change—our units are not designed for families. We only have two bedroom units—and the second bedroom is used most often as a den, office, sewing room, or exercise room—arid we only have single car garages. Our homeowners tend to be young single professionals, divorced/widowed people, or older couples. Therefore, it seems a waste of taxpayer money to build a walk -to play area where the closest neighborhood has no children—especially since there are a number of other playgrounds in the area. (1-3b) Fred Moore From: Fred Moore Sent: Friday, March 02, 2001 1:12 PM To: 'sgrinde@carlson.com' Cc: Council Subject: Traffic on Fernbrook Lane Scott, I am responding to your message to Mayor Joy Tierney about traffic on Fernbrook Lane North of Co. Rd. 9. You state it has increased since the business went in on Schmidt Lake Road. You are wondering what will happen when the Reserve development and the extension of Chershire Lane is completed. You also mention the possible interchange for Schmidt Lake Road and 1-494. The 1999 traffic count on Fernbrook Lane at Schmidt Lake Road was 4500 vehicles per day(this is also called average daily traffic or ADT). The ADT on Fernbrook Lane at Co. Rd. 9 was 7800. We do traffic counts every two years so it will be updated this summer. The City does traffic projections for the 20 year planning period. The projected ADT on Fernbrook Lane at Schmidt Lake Road in 2020 is 15,300. At Co. Rd 9 it is 14,500. This assumes that the interchange has been constructed to 1-494. This also has full development of Plymouth East of Vicksburg Lane and North of Schmidt Lake Road. The interchange to 1 494 will not lessen the traffic on Fernbrook Lane. It will increase on the northerly portion since some of the neighborhood traffic will go to new interchange instead of Co. Rd 9. Also Some of the new traffic from the Reserve development area will be going to the industrial area at Hwy. 55 and Fernbrook Lane. The travel for retail will still be southerly. Fernbrook has been a major street as part of out transportation plan since it was adopted in 1972. Although traffic is only about 5000 ADT today the projected increases were known with the development of the City. Today the only portion of Fernbrook Lane the needs to be four lanes is at Hwy. 55. The remaining part could be two lane and serve the traffic needs. When a road is improved it is done to serve the needs for the 20 year planning period. This is the reason that Fernbrook Lane is a four lane road to Schmidt Lake Road. It was known that it would be needed to serve the traffic needs as the City continued to develop. This is also the reason no developments have been permitted to have driveways to Fernbrook Lane. If you would like to discuss this further please call me at 763-508-5501. Fred Moore Director of Public Works (I -3b) Fred Moore From: Joy Tierney Sent: Friday, February 16, 2001 8:50 AM To: 'Grinde, Scott' Cc: Fred Moore Subject: RE: Schmidt Lake Road Access to 494 Scott, Thanks for your message explaining your concerns about traffic on Fernbrook between Schmidt Lake Road and Rockford Road. I'm sharing a copy of this e-mail with Fred Moore, Public Works Director, and requesting that he contact you. Fred can provide some general information about the capacity of Fernbrook Lane and Schmidt Lake Road, and perhaps current and anticipated traffic volumes. He can also comment on the likelihood and timing of a future interchange at Schmidt Lake Road and 1-494. Let's chat again after we get this information. Thanks, Joy Tierney -----Original Message ----- From: Grinde, Scott [mailto:sgrinde@carlson.com] Sent: Wednesday, February 07, 2001 5:16 PM To: 'Tierney, Joy' Subject: FW: Schmidt Lake Road Access to 494 Sorry I have not called back as I've been swamped at work with our year end audit. Not sure if my message was clear but my concern is the traffic on Fernbrook between Schmidt Lake and Rockford. It has increased dramatically with the businesses that went in on Schmidt Lake Road, and I am further concerned now that The Reserve development is going in with a Fernbrook bridge across the railroad tracks. I know I have seen a Plymouth plan with access to/from 494 and Schmidt Lake Road. This is an obvious solution to me to lessen the Fernbrook traffic but I obviously have no idea what is needed to make this happen. Please let me know. Thanks. 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